‑yacht.asn.au © issue 40 - june 2017 - classic ... · peter bannermann vic mercedes iii john...

CONTENTS

CYAA REPRESENTATIVES 2

NEW MEMBERS 2

COMING EVENTS 2

TOREA VOYAGE to HOBART 3and RETURN

AUSTRALIAN REGISTER 8of HISTORIC VESSELS 2017

RMYS TUMLAREN STATE 12CHAMPIONSHIP 2017

ANITRA V HER STORY 16

GAFFERS REGATTA 2017 @ 24SYDNEY AMATEURS

CYAA THE CUP REGATTA 25PORT PHILLIP 2017

CLASSIC YACHTS 27FOR SALE

PANERAI BRITISH CLASSIC 28WEEK. COWES 2017

www.classic‑yacht.asn.au ©

Issue 40 - June 2017 - Classic Yacht Association of Australia

Our aim is to promote theappreciation and participation ofsailing classic yachts and helppreserve the historic and culturalsignificance of these unique vessels

©

Classic Yacht Association of Australia

CYAA REPRESENTATIVES CYAA ADMINISTRATION, MEMBERSHIP APPLICATIONS & RENEWALS

PO Box 335 Williamstown Victoria 3016 admin@classic‑yacht.asn.au

QUEENSLAND Greg Doolan [email protected] http://tradboatsqld.asn.au/

COMING EVENTS

Panerai British Classic Week British Classic Yacht Club 16-23 July 2017 Cowes, Isle of Wight

Queensland Vintage Yacht Regatta Queensland Cruising Yacht Club July 29 - 30 2017

Gaffer’s Day Sydney Amateur Sailing Club October 8 2017

Classic Yacht Association of Australia (Vic) The Cup Regatta. November 3 – 6 2017

Classic Wooden Dinghy Regatta South Gippsland Yacht Club Jan 26 – 28 2018

Classic Yacht Association of New Zealand Trillion Classic Yacht Regatta March 3 - March 5 2018

Metung Wooden Dragon Regatta John Cuneo Trophy March 12 – 13 2018

Geelong Wooden Boat Festival Royal Geelong Yacht Club March 12 – 14 2018

NEW MEMBERS from December 2016

CYAA EXECUTIVE 2016/2017 President Martin Ryan Mercedes III Vice President Richard Macrae Claire Secretary Ian Rose Cyan Treasurer David McKenzie Mercedes III

COMMITTEE Craig Brown Cyan Peter Costolloe Alwyn Roger Dundas Avian Damian Purcell Scimitar Doug Shields Sayonara

NEW SOUTH WALESPhilip [email protected]

Milton Green Vic Supporter Peter Bannermann Vic Mercedes III John Counsell Vic Merlin Jaemie Wilson Vic Siena

MAGAZINE EDITORIAL Roger Dundas Mobile 0419 342 144 [email protected]

Peter Costolloe Mobile 0419 171 011 [email protected]

ISSUE 40 Editorial

With two issues printed each year over the past twenty years the CYAA magazine is now an archival document of record and is one of the many reasons to be a CYAA member.

Produced and edited by CYAA members, your current magazine editors use the quality work by the previous CYAA magazine editors as a guide to producing each issue.

Thanks to the contributors for the time taken to produce the contents of Issue 40. A special thanks goes to Roz Edmond for her text editing over many years.

Special editorial note:

The feature article of Issue 40 is the record of Torea’s recentvoyage to and return from the 2017 Hobart Australian WoodenBoat Festival.

Tim Phillips of the Wooden Boat Shop, on behalf of the Couta BoatAssociation, awarded the Shanasy’s and Torea a CBA recognitionpennant at the Hobart CBA reception with these comments.

“Torea has made 3 trips from Port Phillip to Hobart and return,whilst all are note worthy this last one is of particular interest.

On board as crew for this last trip were the Skipper's son &daughter, both in their 20's.

For those who don't know the beautiful Torea, she is aimmaculately restored 30 foot Charlie Peel Couta boat with a lowsleek cabin that only affords sitting head room and is without ahead, the crew hot bunking when travelling and top & tailed atanchor. It was Kate's first trip outside the Heads, she stood watchwith David and Steve enjoying the trip immensely.” Front Cover

Torea at Canoe Bay, Fortescue Bay en route to Hobart . Photo: David Shanasy

ISSUE 40 Colors: Red and gold from TumlarenMedallion. Green from Torea cockpit coaming covers.

Issue 40 - June 2017 CYAA ©

A Family Voyage Aboard ToreaBlairgowrie to Hobart.

Kate Shanasy

Let’s get one thing straight - I’m not a sailor.

For me, an afternoon sail on dad’s beloved boat,Torea, meant lying my towel down at the bowand letting the gentle sway of the boat rock me tosleep. I preferred the engine running(blasphemous, I know) and had neverexperienced sailing out of the heads before.

In 2009 and 2011 my dad, Steve, and brother,David, set sail for a return voyage fromBlairgowrie to Hobart. It’s a big expedition thatcoincides with the biennial Australian WoodenBoat Festival (where Torea is also showcased aspart of the event).

In the past, I’ve cheated the journey and flowndown with mum to welcome the boys intoVictoria Harbour. I’ve never been interested insailing, so I’m not sure what prompted me to putmy hand up for this recent trip. Perhaps it washearing wind it would be the last for my dad onTorea, or perhaps my maturity has allowed meto come to my sailing senses.

This sailing trip to Hobart marks the fourth forSteve and David, so I knew I was in good handswith a decent chance of making it there alive. Iwas very much wedging myself in the middle ofthem for this sailing jaunt, both metaphoricallyand literally as was especially obvious with ourbedding arrangements.

Now Torea is a 30ft. 1938 Charlie Peel couta boatstyle and provides a rather intimate cabin spacefor two sleepers as it is. Rising to the challengethough, dad assembled what was fondly knownas the “bed-in-a-box” solution. This concept sawan approx. 30cm wide, wooden slat apparatusreappear each night, uniting the two berthstogether into one big bed. In the morning, thewooden slats folded away into a Tupperwarecontainer, as if nothing was ever there.

So, the day before we’re due to set sail on January26, I’m in my old bedroom digging around forthe sailing jacket dad enthusiastically gifted to meten years before. It’s a navy polar fleece withwindproof capabilities and Torea’s transomembroidered in white cotton across the pocket. Ifreshly unravel the top from its plastic and shakeit free from its stiff square shape. I’m feeling alittle guilty about its abandonment over the yearsbut, looking forward, I’m now getting excitedabout the adventure ahead.

Kate Shanasy helming Torea in Bass Strait

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it was these natural wonders that really resonatedwith me and formed memories to last a lifetime.A large portion of your time on the boat is spentgazing out at sea for hours on end. It’s bothrelaxing and therapeutic, but every now andagain, really exciting phenomena spark yourattention.

From Inner Sister Island south to Babel Island, wesailed through a flock of thousands of muttonbirds. Collectively, their fluttering wings were anenchanting and rhythmic sight, with almost ourentire view of the sky coated with abstract flickersin the black mass.

A large pod of dolphins, maybe a hundred ormore, swam alongside us for a whole afternoon.I positioned myself in my favourite spot on theboat - up at the bow - with my feet dangling overthe edge. The wild dolphins, with their curiouseyes looking back at me, breached under my toes,sometimes even skimming the soles of my feet.Now that’s an experience I will never forget.

We had wild encounters on Deal Island withshoe-biting wallabies. And on Maria Island, wecame across a bright orange hermit crab on a

My lack of experience in the open ocean hit mepretty quickly. I felt uneasy and queasy, ridingthe waves three metres up and three metresdown…constantly… for over 28 hours.

I remember the first site of the swell appearinglike a solid concrete wall doomed to tip us overand that’d be the end of us. I kept turning myhead back at dad expecting to see an expressionof panic on his face, but all I could see was a verycalm demeanour.

In fact, my dad was in his element, smiling intothe sun with the salt spraying back his silver foxhair. I soon felt at ease, and became fascinated tooat the enormity of passing vessels and containerships across Bass Strait.

Sailing through the night was also an incrediblevisual too. I looked around in awe as we floatedthrough a liquid black mass with speckles of starsabove and a bright milky way illuminating ourpath.

From a little kid until now, I’ve always beendeeply inspired by nature and science. So whileI did enjoy the physical aspects of the sailing trip,

Torea with Kate, David and Steve Shanasy at Blairgowrie before departure Jan 26 8:39 am

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pristine beach inhabited only by us. We frolickedin crystal clear rock pools and, during a hike toThe Lanterns from Fortescue Bay, we came withinone metre of a tiger snake.

The sea life diet was also wild and adventurous,feasting on fresh abalone, tuna, squid, flathead,pike and a very generous number of crayfish(thanks to our fishing friends on the Storm Bayand the Jane Kerr). We also enjoyed the specialtreat of freshly baked bread at sea, thanks to Raythe baker on Lady Kaye.

There was one day in particular where preparinga basic sandwich seemed like the most ambitioustask. The boat was tilted sideways (well-heeledis the term, I'm told), with waves crashing overthe portholes as if we were underwater. If youplaced an object on the table, it wouldn’t staythere for long. I think it took me half an hour tobalance everything and coordinate myself tomake three butter and jam sandwiches. I haven’tfelt that proud of a sandwich in a very long time.

Our eating experiences weren’t all delicioushowever. Our short stay on Flinders Island mayhave provided me with the worst culinaryexperience I’ve had to date. A greasy and fishymutton bird was flame grilled on the barbequeand placed on my plate. The magical experiencewe shared with these creatures only a few daysbefore certainly made it less enticing.

Most nights were social and merry, with otherboats on the same journey hosting dinners anddrinks after anchorage and before sunset. Often,we’d all be feasting on the deck with a musicalbackdrop by impromptu blues extraordinaire,Chris Hallam, aboard the Storm Bay.The two-week trip from Blairgowrie to Hobartwith my brother and dad really was a trip of alifetime and has definitely brought me closer tothe sport and art of sailboat cruising.

I’ve learned that I can defeat feelings ofseasickness, and that in no time at all, I candevelop some pretty decent sea legs. I’msurprisingly good at securing the anchor andchain in the dark while being knocked about bythe sea, and I can retrieve the mainsail battenpusher to pass to dad just before he asks for it.

However, there was one big mistake I made veryearly in the trip. Looking back on it now though,it was rather a good mistake to make. As weembark on the day’s sail, my job was to ensurethe cabin remained watertight and all portholeswere closed. After being scorned by my brotherfor shutting them too tight, I left them muchlooser the following day. Cabin flooding ensuedfor hours without any of us realising, and allacross my brother’s berth!

So whether I’m helming, heeling or hoisting thesails, my proud and smitten father says I’m anatural and can do it all… just don’t go askingmy brother…

Bit of Bass Strait coming on board

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It's hard to believe that only a month has passedsince our trip through Bass Strait. After a nearperfect sail from Melbourne to Hobart in our 30footer Torea in company with Captain Steve (Dad)and my sister Kate, the return journey was tough.

We had left behind the friends who made the tripdown so enjoyable, lost a crew member, my sister,to Qantas, and the days remaining until we hadto return to our everyday lives were running out:three things the weather cared little about.

Bass Strait has some 100 islands. Most are barrenand dull from afar, but up close the intricatedetails slowly fill in revealing some beautifulnooks and gullies. The water can be tropical incolour yet refreshing in touch. The contrasts ofscenery and weather keep you on your toes, or in

our case, having little standing height in thecabin, on our backs.

We didn't have the smoothest sail home. As ourthird return crossing with Torea over the last 10years, this shouldn’t have come as a surprise tous. I think we knew it was going to be a toughone from the very beginning. We left Hobart withpumping rain and strong winds. As soon as weturned the corner at the mouth of the Derwentriver we were greeted with a towering 4metrefollowing sea. Torea was taking it pretty well. Butseeing a 65ft cabin cruiser being tossed aroundlike a toy made me wonder whether we shouldreconsider the trip ahead, especially as we wereonly two hours into a two-week trip to Melbourne.

We got to Wineglass Bay in two days. Our nextmove was to head as far north as we could beforewaiting out a series of strong cold fronts from thewest. What eventuated was an overnight fetchpounding a 20 knot north westerly at up to 8knots across the eastern entrance to BanksStraight where we found ourselves on the eastcoast of Flinders Island, just south of Babel Island,

A Family Voyage Aboard ToreaHobart to Blairgowie.

David Shanasy

The return journey was tough.

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Inner Sister shore textures, with Torea, Storm Bay and Jane Kerr


waiting out four cold fronts over three days. It’sreally hard finding something to do when you’rebeing tossed around at anchor. You eat little, youread little, you sleep little.

Bass Strait is one of the most dangerousstretches of water in the world. Having anominal depth of only 60m, its relativelynarrow entrances funnel water like a continualtug of war between the Indian Ocean andTasman Sea. This can lead to tidal flowscreating unpredictable seas. Chuck in theroaring forties and it’s no wonder the Victoriancoastline has become the resting place for some600 + shipwrecks.(https://en.m.wikipedia.org/wiki/Shipwreck_Coast)

On our fourth day at anchor we saw a smallopening in the weather forecast and decided tomake a dash for Inner Sister, being sheltered inthe lee of Flinders Island. There is a little race thatwe'd need to cross and from prior experience weknew the tide would be in our favour havingalmost gone backwards on a previous encounter.But we knew we would be facing a wild lookingwind against the tide. The crossing starteduneventfully but once out in the middle of therace we encountered waves standing well over 2metres and breaking – over 20 knots of windfighting 3 knots of tide!

We proceeded thinking the waves were not thatbig. But the next minute Torea was launching offthe back of the waves, the sheer weight of her hulldropping us down the back of the wave, herbowsprit poking the next oncoming wave.Despite nature’s aggression, I remember it beinga remarkably gentle motion.

Dad and I didn't speak much. We were calm onthe outside even though we copped a fewgreenies as I helmed his pride and joy and dadbailed. The tide did all our forward motion. I keptthe pressure on the sails just enough to steady ourmotion, at about 45 degrees into the sea and ourengine chugging along to reduce the push backfrom the waves.

It was a pretty intense hour and it felt amazingafterwards. And I wouldn’t want to do it toomany more times. But we did learn firsthand thatyou only see half of a wave’s height from afar!And it was amazing how connected to thepressures of nature I felt just by holding a tiller.

The most upsetting moment came when we weresafely inside the little beach on Inner Sister onlyto discover the wave energy was wrappingaround the point and ... you guessed it, anothernight of limited sleep.

We were up early. It was still dark when we madea decision to get going before another set of frontswould set in. We got changed into our semi-driedoilskins, hand pulled the anchor up, and hoistedthe sails ready to face more big and wet seas fromthe west. The pressure on our tiller was heavy,and buckets repeatedly full.

This day ended up being 36 hours for us as wesailed a huge banana curve, a representation ofthe weather shifting from W to SW to S and seasbecoming lumpy before abating.

From Inner Sister and with the tide ebbing to theeast, our best heading was initially Sale in Victoriawhich was way off the rhumb line past DealIsland to Port Phillip. After about 8 hours and aflooding tide to the west, we had a SW wind withsloppy seas which allowed us to head to aroundRefuge Cove. As the weather backed (shiftanticlockwise) so did we, passing by HoganIsland and joining the shipping lane south ofWilsons Prom.

It was around 2am when the wind significantlydropped out, later darkening in the night sky tolook like oil. I was on shift until 4am while Dadtook a kip.

That night I shared the stars of the Milky Waywith Torea as we parted the lake-like watersstirring up bioluminescence in our bow wave.Next thing I see these odd torpedo-looking glowtrails zooming about in the waters around us onlyto discover they were dolphins.

It was hard to think back to the start of that day… and even trip. Bass Strait is full of contrasts.

Torea would like to acknowledge the followingboats for their company and support (andcrayfish, tuna, mutton bird and tomatoes!)

Cynecia Whitemark Storm Bay HobartLady Kay Flinders Una J St KildaMary Mine QueenscliffJane Kerr PortlandTideways SorrentoUhuru Williamstown


Maritime Heritage on the Australian Registerof Historic Vessels. 2017

David Payne, Curator, Historic VesselsAustralian National Maritime Museum

The Australian Register of Historic Vessels(ARHV) has been a significant outreachprogramme for the Australian National MaritimeMuseum (ANMM). Developed and managed inassociation with the Sydney Heritage Fleet, it hasbeen very successful over the 10 years it has beenin the public domain. Just recently it marked this10th birthday with a new website, signalling awidening of its intended audience.

While it was a necessary upgrade to bring theformat into line with current web trends, it wasthe ideal opportunity to drive the ARHV forwardwith a strong commitment to educating andinforming the public about heritage vessels, whilestill benefiting and informing the heritage boatowners and other stakeholders.

In 2007 the first website reflected the initialdirection of the ARHV, a strong focus on theheritage boat owners and their expectations. Itpresented the information in detail and graduallygrew to over 500 vessels with around 80 referencepages. It was tweaked and revised but eventuallyboth the ARHV and the museum website weredue for a major upgrade to take advantage ofwhat was new.

In 2017 it’s more attention grabbing—big screenand plenty of images—it presents in a way thatlooks exciting. All this is at the entry point whereit needs to make an impact, then it graduallyopens into the detail so you can pick and choosewhat you want read and view.

The ARHV is recognised widely in the boatingand marine community, and now it needs toattract the public in greater numbers. In the bigpicture this is one of the best ways for the projectto support heritage vessels. With a much broaderpublic awareness of the role heritage vessels haveplayed, an idea of just how interesting and in

1897 Fife Cutter Sayonara on Port Phillip HV 000367

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many cases how beautiful they look, and howthey can be a wonderful thing to own or see at amuseum, an environment will be created wheregovernment and corporate sectors see heritagevessels as a worthy cause and are more likely toprovide support.Having seen the pictures, the site then lets youread a description of what the craft is and whatit has done, and this story does two things. Forthe public it gives them an insight into what crafthave achieved, the events, people, sites it isrelated to; while for the heritage boat owners itprovides a statement of significance.

The criteria for inclusion has always been basedon the four principles of the Burra Charter andtheir measure of an object’s historic, scientific,interpretive and social significance. However, itis phrased in a way that relates each of thesepoints to boats and their background. With thatas a sound screening mechanism, the ARHVCouncil and ARHV Steering Committee canensure the selection is well considered, andtogether the method gives the ARHV authority.

This foundation of a strong list of worthy craftbecomes the base for other opportunities to createfurther related information. There are storiesabout classes, types, builders, designers andevents, providing further information to thepublic on heritage craft and their interconnectedsubjects. As always it is about stories andpictures. It could be described as a boat festivalonline, and boat festivals are another key methodof of enlightening and educating the public aboutheritage craft, so when public support is needed,they know why.

The ARHV has 632 craft listed, and texts on nearly100 related subjects. It is possible to search in anumber of ways as the craft are grouped indifferent easy-access sections, and it navigateswith many links between pages.

As well the new site has broadened its outreachwith pages on some of the other aspects that theARHV has ventured into. It is a source foreducation, outlined in the Learning page, and asthe ARHV moves forward this will be developedfurther with our Learning team. The ARHV hasmany examples of very successful restorationsand craft operating in a viable manner—and thereis a page demonstrating to others how this can beachieved. The ARHV looks at support for projectsthough another page, and notes how theMMAPSS grants have helped a number of craft,especially with the Vessel Management Planprocess which is vital to any project. The VMPprocess has come largely from work done by theARHV.

The ARHV now has a page that acknowledgesthe role replicas play—recreating lost history.While not heritage vessels under the criteria ofthe ARHV, these are craft that recreate themethods, skills and materials of the past byreproducing an historic vessel. In a broad sensethey are keeping heritage skills and traditionsalive and deserve recognition for this role. In timethis page will also develop into more detail witha better list provided as pdf.

The ARHV grew out of a need to know andcatalogue the extent of heritage vessels that stillexist, and within this to note each boat’s storywhich is the basis of its significance. It has nowdeveloped a means of comparing relativesignificance through the different stories andbackground. The ARHV will now have a ‘book’with much wider appeal than just the heritagevessel and boating communities—we have apublic site with a message to promote thesignificant contribution heritage vessels havemade to the history of Australia, and without theextant craft it is much harder to tell this story.©

Windward II “Cooking” on Corio HV 000317

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Six Aussies attended the Trillian Trust ClassicYacht Regatta in Auckland, with Richard Macraeand Philip Brown both reluctant last minutewithdrawals.

March 3 2017Inner Harbour course

The good news is that we got in 3 days of racing.The bad is there was more ebb tide than wind atthe RNZYS squadron start on day 1, so four ofthe 6 Aussies were carried over the start line bythe tide, unable to do anything about it. Rawene,the last of the large Logan yachts launched in1909, with David & Jennie McKenzie on board,recovered to cross the start line around 30minutes after everyone else, maybe aided by its

brand new classic coloured Doyle sails. Tango,with Martin and Maria Ryan, had still not gotback to the start line after an hour and gracefullyretired. Doug Shields and Cathy Moore onWaitangi (to which they remained glued for theregatta) therefore took the honours for race 1.

March 4 2017Outer Harbour course

Day 2 saw racing start in the Hauraki Gulf.Martin had shifted to Paramour, Maria wasmore attracted by the shops, David remained onRawene to try and salvage lost opportunity andJennie moved to Frances to balance the crewnumber. The first race did a clockwise loop inthe gulf before crossing the channel towards themainland then Bean Rock to starboard beforefinishing at the race start location. Whether

Trillian Trust Classic Yacht RegattaMarch 3 to March 5 2017 Auckland

David McKenzie

Waitangi running down Auckland Harbour to Rangitoto

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and Cathy and David on Paramour. The racestarted at the RNZYS, this time with a morefavourable tide, so no starting problems. A longdownwind run out to the harbour, round a fewmarks and then a run into the wind back up theharbour to the squadron finishing line.

Martin Ryan took out the Trans Tasman trophyfor a second time. Will there be a new name on itnext year?

unwittingly or not, the last mark became anavigational trick, with a course obviouslydesigned for a race finish up the river towardsAuckland whereas the actual finish was furtheraway from Auckland. So going direct from thesecond last mark to finish was sufficient to leaveBean Rock to starboard. Thelma didn't pick upthe trick, doing a 270 degree rounding of BeanRock. Rawene realised half way to Bean Rockwhile Waitangi realised early on and had a racewin as a result. Race 3 on Saturday afternoonstarted at the same location and then headed outthe shipping channel to the north-west end ofRangitoto Island. Again crossing the channeland heading back south-east, the last mark wasagain Bean Rock to starboard. This time, you didneed to go around the mark as the finish was upthe river. But Waitangi made a navigationalerror at the finish line, costing them dearly.March 5 2017Inner Harbour Course

For the final race on day 3, Martin and Mariasailed on Frances, Jennie on Waitangi with Doug

Tony Blake has Thelma steaming with a touch of weather helm as she powers through the gusts

Notes from Peter Le Scelle, CYANZ photographer:Onboard Thelma for the day Saturday the 4 March. I wasright down at the stern when a really good gust of wind hitus. I‘m hanging on to the mainsheet trying to keep thecamera level up to my waist in water clicking away to getthe shot as you can see it was worth it. Thelma didnt slowdown just kept powering on, this is one of my favouritephotos from the regatta.

The photo of Waitangi was taken Sunday the 5th March.This was taken on the last race of the weekend on AucklandHarbour on the run down to a mark off Rangitoto .I askedthe chase boat skipper to put us right in front of Waitangifor this shot .

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Tumlaren State ChampionshipMarch 25/26 2017

Hosted byRoyal MelbourneYacht Squadron

To recognise the contribution all the Tumlarenskippers and supporters at RMYS since 1937,today’s Tumlaren owners asked the Australianhome of the Tumlaren, the Royal MelbourneYacht Squadron, to help celebrate thisachievement . And didn’t the floodgates of RMYSsupport open. The response by RMYS GeneralManager, Matt Solly to every request put was,yes and how high. Yes, said Matt Solly, RMYSwill conduct the occasion with a celebratoryracing event. Yes, our Sailing committee willre-activate the T. L. Banks trophy to record theoccasion. Yes, our Sailing administrator, DanielleCooper will reserve the proposed dates toconduct the event and set up a special RMYS TopYacht event management to handle entries andresults. Yes, our Race Tower and on water safetyvolunteers are all set.

To show their support and recognition of theTumlaren fleet importance to classic yacht racing,the Classic Yacht Association of Australiastepped in and sponsored the Gordon Taitdesigned medallions struck to recognise theoccasion. The event caps, designed and organisedby Celia Dymond, the Tumlaren burgee’smanufactured by Eva Costolloe were alsosponsored. Janet Dean organised the operatorsof a drone to record one of the races. Janet alsoarranged for RMYS to work with the CYAA whoprepared race management documentation.

The PR poster for the event was prepared byMark Chew of Fair Winds and crew on Avian.This poster was distributed to the local keel boatclubs.A meeting of Tumlaren minds decided resultswas to be based on one design rules. Points wereto be allocated using the over the finish line times.RMYS courses based on what the Tumlaren usedto race on those many years ago were to beallocated.

The Tumlaren owners all stepped up to preparetheir yachts for the occasion. Avian and Zephyrsorted out their mast issues, Dingo and Snow Goosewere already in good shape thanks to their recentCYAA racing, Sirocco went for a hull clean andsome emergency hull repairs that had FerdiDarley working overtime to complete the daybefore the event. James Frecheville, fromPaynesville and owner of Tarna was on hand todeliver gun crew work for Jim Hutchinson’sDingo.

Ettrick called in their gun from Perth, DaveBrodziak’s dad, John, member of Perth’s RoyalFreshwater Bay Yacht Club to strengthen theircrew work.

Of special mention was the two weeks of fastwork put into preparing Vahine by Craig Begbie.This work only ended the afternoon before racing.Ex Tumlare skipper, Mark Rimington, wasworked on as well. An example of the passion bysupporters and owners for their Tumlaren wasthe word here.

The Tumlaren State Championship was all setand what better way is there begin such anoccasion? None other than a celebratoryTumlaren dinner decreed George Low. Andbetter still we will hold the dinner at Oberwyl, avenue that befits the heritage of the Tumlaren.

For eighty consecutive years, since 1937, theKnud Reimers designed Tumlare has beenracing on Melbourne’s Port Phillip.

Peter Costolloe CYAA (Vic) Handicapper


All who attended the dinner showed theirappreciation and thanks to George and SarahLow for putting together a superb occasion torecognise the work of all the Tumlaren skippersand supporters of all those years and theimportance of the 80ᵗffį consecutive year ofTumlaren racing and the return of Tumlarenracing at RMYS. A note of thanks to the dinnersponsor INNOVATIVE FLOORING SOLUTIONSwas also passed.

The occasion was used to officially begin theTumlaren State Championship by presentingeach Tumlaren skipper with their individual 80ᵗffįcelebration Medallion plus their Tumlaren Burgeeand skippers cap. At this presentation a note ofthanks also went to the late Dave Kerr andRichard Downey for their work to sustainTumlaren racing at RMYS. To honour the workof Dave Kerr, the material used to build theTumlaren Burgee’s was felt. Felt material wasselected by Dave Kerr when he organised theTumlaren achievement recognition banners manyyears ago.

The post racing condition of the burgee’s indicateDave Kerr will recognised for a long time in thefuture.

Starting of the first day of racing was the arrivalof the CYAA spectator fleet. Fleet commodoreMartin Ryan arrived in style with both MercedesIII and his party boat. With all round weatherproof non rocking spectator facilities for viewingplus all the necessary libations and accessoriesthat befitted such an occasion, a party boat is anecessary item. Ross Clark and Martini were alsoon hand for some close up viewing of the occasion.

A racing reprise:

2017 Tumlaren State Champion Ettrick

Gordon Tait

My nervousness was palpable in the weekpreceding the Championship.

All that hard work. Twelve months or more hadpassed since the seed was planted with PeterCostolloe and Roger Dundas on the deck of thePier Cafe in St Kilda. A one design Tumlarenchampionship, the first in twenty years, wasre-born. Five races over two days, a lot couldhappen, and it did.

Checking the weather on a daily basis, this is thenorm for me on a pre-race week. Will we get arace? Will it be blown out? Pre-start jitters beforeI even get in the car. The level of excitement builtas I drove into Pier road and parked. This was it,boat clean, everything checked and rechecked,every shackle, nut and bolt, hmmm, then therewas the mysterious nut and washer found onEttrick’s floorboards. A usual trick from a knowntrickster.

Down in RMYS row G we had Avian, Sirocco,Zephyr, Ettrick and the old comer Vahine with herflash new sails ready to sail out to the start line.Dingo with her 5hp engine was coming downfrom her berth in row D, James Frecheville at thehelm. In my short time as a Tum owner I hadn'traced against Vahine. Mark Remington was at thehelm along with Craig Begie. It was super to seeher back in the fleet.

A number of boats had irregular crew. Friendsand family, knowledgeable sailors, the ballsy andthe quiet achievers. On Ettrick we had Dave andJohn Brodziak from Freshwater in Perth. Thefather and son crack team that raced with me inGeelong with outstanding results and CupRegatta where we won the Tums.

A rule I'd never encountered: the black flag rule.If you get nudged over the line that was it.Disqualified. All the skippers knew this and itsconsequences. One in particular that I was keento avoid.

The weather was perfect and you couldn't haveasked for better. Day one was 10-12 knots NE andday two served up a bit more pressure.

Snow Goose was first out of the marina. Setting offfrom her mooring to get some practice in whilethe rest of us made final adjustments and drankcoffee.

As 10.15am approached a few latecomers werestill making their way out to the start area.

Here we go. As the one minute signal went theamazing drone footage by Dave Helmore and hismate Chris shows Ettrick, Dingo, Sirocco closingin at the crowding mark then Avian and Vahinefurther down the line with Zephyr comingthrough in a good position 20 metres back. SnowGoose arrived late to the line and was down nearA mark.


Sirocco and Ettrick at the Race 1 finish line. All crews intense after one hour and forty minutesof racing. Result Sirocco 1hr 41 mins 34 secs Ettrick 1hr 42 mins 07 secs

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Zephyr was first around D with Dingo, Sirocco,Ettrick and Vahine following. With four boatswithin 20 metres, sail trim was crucial. Kites werelaunched and by the next mark we had Zephyr infront.

I could go on in every detail but the racingexcellence for day one had to go to Charlie Salterand crew on Sirocco. Three first places. What anamazing achievement for a beautiful boat andsteadfast skipper. Off to the engraving shop theywent, the trophy was surely theirs but with tworaces left an early night was the go.

The sun was till shining on Sunday. Our goal wasto shake Sirocco and with four points between uscould we do it? Without drone footage there wasno chance to review the start but recollections ofDave Brodziak is that we nailed the start beingthe only boat on the right side of the course takingus on to win race four.

With Sirocco on seven points and Ettrick eight weneeded to win race five with a boat between us.For most of race five we tried in vain to shake heroff. Even up until the last mark D rounding

Sirocco was in front by 20m and Avian behind by100m. With us all in the cockpit John put his headdown and quietly whispered, "Let's get abovehim and get buoy room." With kites flying Ichanged course while the Brodziaks trimmed.Dave was on the bow as we gained speed. Siroccoseemed unaware of our approach and finally anoverlap and a call for more room as we nearedthe mark. We had them, with a very tight kitedrop and perfect rounding we were on the lastleg to the finish laying the crowding mark.

After regrouping, Sirocco tacked out to get someclear air. She went out quite a way and tackedback in towards the line. By this time Avian hadrounded D and was laying the line 100m behindus. Sirocco had lost ground. We couldn't believeour eyes. As we crossed the line we turned upand waited, with hearts pounding, to see how thenext minute would play out. Avian was aheadwith 50m between them, excitement grew onEttrick as we checked and rechecked the scores.We were ecstatic, with 300m to go, and with Aviancoming in second, 30 seconds ahead of Sirocco, wehad done the nigh impossible and won theChampionship by one point.


Tumlaren Victoria State ChampionshipHosted By Royal Melbourne Yacht Squadron

Place Ties Sail No Boat Name Skipper From Series Score Race 5 Race 4 Race 3 Race 2 Race 11 321 ETTRICK G Tait RMYS 9 1 1 2 3 2

2 322 SIROCCO C Salter RYCV 10 3 4 1 1 1

3 309 SNOW GOOSE G Low RMYS 19 5 2 5 2 5

4 96 AVIAN R Dundas RYCV 19 2 3 4 6 4

5 318 ZEPHYR A Batson RYCV 23 4 5 3 5 6

6 200 DINGO J Hutchinson RMYS 25 6 6 6 4 3

7 201 VAHINE M Remington RMYS 40 8.0C 8.0C 8.0C 8.0C 8.0C

Thanks to Classic Yacht Association of AustraliaPresident Martin Ryan and Race Director PeterCostolloe for their work to make the series tohappen, the RMYS Sailing administrator, DanielleCooper for organising RMYS support for theseries, Eva Costolloe for her brilliant TumlarenAssociation flags, George and Sarah Low, hostsfor the magnificent Tumlaren Associationreception at Oberwyl. To our team of Tumlarenskippers whose organising support was criticalto the success of our State championship, Roger

Dundas, Janet Dean, Celia Dymond, thank you,To the RMYS race tower and on water rescuevolunteers, your support was appreciated. Finallyto my fellow Tumlaren Skippers, Jim Hutchinson,Mark Chew, George Low, Charlie Salter, CraigBegbie, Anne Batson, in particular Roger Dundasfor his leadership in sustaining the Tumlarernethos and to all our supportive crew thank youfor an amazing championship, the first in twentyyears.

The Ettrick team of John Brodziak, Gordon Tait skipper, and Dave Brodziak with the RoyalMelbourne Yacht Squadron J H Banks Tumlaren Trophy.


“ANITRA V” - HALVORSEN 38’ TIMBER YACHT Painting by Dennis Adams 1998

Designed and built by the Halvorsen Brothers - launched 1956

Sixty years on she is an important part of ourAustralian maritime heritage and an outstandingexample of that post war era of yachtingresurgence as a competitive sport. Long distanceocean racing off the east coast of Australia was stilla relatively new and developing post war sportwith the Sydney to Hobart Race up to the 12thedition by 1956. For the Halvorsen Brothers AnitraV was their fifth yacht (hence the V” in the name)

and the fourth boat built specifically to raceoffshore - in Australia, New Zealand and America- and especially in the Sydney to Hobart Race. Theprevious boats – Saga1946, Peer Gynt 1947 andSolveig 1954 were each a development of theirthinking about designs and their experiencesracing those boats, however with the LarsHalvorsen Sons boatyard at Ryde in Sydney theyhad the facility to keep on building new boats toachieve a better model.

Design and Construction

Anitra V was different to each of the previousboats mainly because her hull construction was oflightweight Western Cedar timber strip plankedwith fewer frames and combined with newmaterial technology to cover the soft timber andprovide extra strength. The planking is 1¼ inchx ¼ inch concave : convex edge shaped, edgeglued and edge nailed with 3 inch copper nails sothat each nail is fastened through 3 planks,

THE FIRST 60 YEARS TO 2016

A short history by Philip Brown

The story of Anitra V is interesting because sherepresents an era of yacht design in the mid 1950’sin which innovative thinkers such as Trygve andMagnus Halvorsen were pushing new boundariesto make faster ocean racing yachts.


Copy of original drawings for design of Anitra V by TrygveHalv orsen

March 1956From the Halvorsen Family Archives

effectively stitching the planks together withcopper. The whole hull from keel to toe rails wassheathed with Dynel (then a new woven acrylicresin fabric) comb ined with polyester resin(Epoxy resins were developed in the early 1960’s).In the 1990’s the Dynel sheathing was replacedwith triaxial fibreglass cloth in epoxy resin,making the sheathing much stronger on the then40 year old boat. The epoxy resin glass sheathingprovides added strength to the hull and gives atough external surface which can hold modern 2pack paints without surface cracking.

Like Peer Gynt and Solveig and later Freya, AnitraV is a double ender (canoe stern) and like Solveigshe has a free hung rudder just under the canoestern, well aft of the keel. The rudder shape wasmodified from that used on Solveig with a straightrailing edge hung on a solid stainless post on theleading edge. Most yacht designs in the 1950’s stillhad keel hung rudders so this was somewhatrevolutionary in both Trygve’s designs. The mastis deck stepped onto a cast aluminium deck-platewith a timber compression post below the deck

onto the keelson. The original double spreadertimber mast and timber boom were replaced inthe late 1960’s after the mast came down off PortKembla in heavy weather on the return run in aMontague Island Race. The current mast andboom are till those replacements from the 1960’s.The boat came very close to wrecking on the rocksin this incident before being towed off, mainlythanks to the new SSB radio installed on fellowcompetitor “Lolita” which was able to get amessage through when others could not - but thatis a whole separate story.

However in contrast to the lightweight hullconstruction, the solid teak deck and coach houseon Anitra V are quite traditional with a raiseddoghouse accommodating the galley. The fittingssuch as windows and handrails are also classicHalvorsen designs which can be found on mostof the cruisers built at the Ryde yard. Buildingmotor cruisers was the main business of LarsHalvorsen Sons rather than building sailingyachts. Apparently the Halvorsens had a largestockpile of old seasoned teak from the thick laiddecks of the Tingira, an old Clyde built squarerigger hulk, the teak having been purchased whenthe ship was broken up in Sydney after manyyears on a mooring and used as a base for trainingsea cadets. So the generous use of teak was aluxury the Halvorsens could afford and whichremains a legacy, particularly in the fleet of motorcruisers now owned by collectors and enthusiasts.The chromed bronze window and handrail fittingson Anitra V also can be found on most Halvorsenmotor cruisers as they had a foundry at theshipyard and cast all their own fittings.

Ownership

In her 60 years Anitra V has had 4 owners butthe last 2 have owned her for 50 of those 60years. After sailing her hard for four and a halfyears, including the 1959 TransPac Race fromLos Angeles to Hawaii and back home acrossthe Pacific, the Halvorsen Brothers sold her toJim Samson in early 1961. By then the HalvorsenBrothers had built their next boat Norla whichthey raced in the 1960 Hobart ace and also inthe Trans Tasm an Race. Jim Sam son alsoconcurrently owned the Lauriana(53ft motorsailer originally built for the Arnott Family) whichhad been acting as the radio relay vessel for theHobart Race for several years. From the comfortof Lauriana Jim must have yearned for the cut


Copy of original lines drawings for design of Anitra V by Trygve Halvorsen Janu ary 1956From the Halvorsen Family Archives

and thrust of the racing yachts so tried his handat ocean racing rather than just being the relayand escort vessel. They did very well in his firstHobart race coming 4th in the 1961 race thenhe kept her and enjoyed her until 1966 when

Anitra V was sold to Garfield Barwick who kepther for the next 29 yearsGarfield Barwick had in 1964 resigned fromFederal politics (as Menzie’s Attorney General andlater Minister for External Affairs) and had been


appointed as Chief Justice of the High Court ofAustralia. Whilst he had been a sailor of smallboats he had never been involved in ocean racingin a bigger boat – Anitra V was a new adventurefor him – he was also by then 63 years of age.

From the outset Barwick had a Sailing Master,Dudley Stewart, who took charge of arranging theboat and crew for the racing aspects of Anitra V’slife as well as the maintenance of the boat. Dudley,a long time sailor of 16 ft skiffs, had a businessservicing merchant shipping and was a marineengineer plus he was 20 years younger thanBarwick so was well equipped for the long termtask assigned to him. In the early years of hisownership the boat was campaigned regularly inthe offshore series but never did very well in termsof racing results.

They raced her in 6 consecutive Hobart races from1967 to 1972 as well as in many of the CYCAoffshore races in those years. After an interregnumof 22 years since the last Hobart Race entry in 1972

Dudley pulled together a crew (average age of 68)and prepared the boat for one final Hobart race -the 50th Hobart Race in 1994. It was soon afterthis event that the boat was passed to her currentowner Philip Brown in May 1995. No moreSydney – Hobart races were planned for the oldgirl but coastal racing and ocean cruising was verymuch on the agenda.

Philip Brown’s connection with Anitra V startedduring the ownership of Jim Samson when theBrown family was on several occasions invitedaboard for Sunday sailing excursions from ChurchPoint on Pittwater to Lion Island followed by apicnic at Coasters Retreat. The families werefriends as the Samson’s daughter Christine wasa friend of Philip’s sister Diana - they were atprimary school together.

Philip fell in love with the boat as a teenageschoolboy (then racing VJ’s) and never really losttrack of the boat over the 30+ years since thosePittwater sailing excursions, regularly checkingit out under Barwick’s ownership. The boat wasmainly kept at the Squadron’s Careel Bay facilityon a mooring out in the bay and it was possibleto go out with the tender driver on his run tocheck out the boat so it was a regular diversionfor him if up on the Peninsula with an hour tospare.

When Sir Garfield Barwick (as he then was)notified the SASC in September 1994 that hewas selling Anitra V and resigning from theAmateurs contact was made with him and thepurchase process was commenced, mainly throughDudley Stewart but also involving several visits tosit with Sir Garfield, then in his 90’s, discussingAnitra V and his years of enjoyment of the boat.

The last race sailed under Dudley Stewart as Skipperwas the CYCA Veterans Race in 1995 with Philipaboard as crew, but about to become the new owner.Dudley steered the boat to a clear win and wasawarded the trophy, which on that occasion was avarnished timber plinth with 3 handsome brassweather instruments – a barometer, clock andthermometer. It was Dudley’s last contact with theboat and Philip motored her back to Mosman Bayto her new mooring. Sadly within 2 years bothDudley and Gar Barwick had died aged 74 and 94respectively. The handover was the start of a newera for Anit ra V under Philip’s ownership.

The New Era - Sailing History – 1995 to 2016

Since 1995 Anitra V has been raced both inshoreand offshore. The offshore racing was mainly inthe late 1990’s when some of the timber yachtsstill formed part of the offshore racing fleets.Offshore sailing for Anitra V is now under moreforgiving cruising conditions and schedules takinginto account weather windows and forecasts.Whilst not going back to the punishing race runto Hobart, in the late 1990’s Anitra V competedin the Coffs Harbour, Maloolaba, Southport andLord Howe Island races as well as being regularlycampaigned on Sydney Harbour with the SydneyAmateur Sailing Club and the Royal SydneyYacht Squadron.

Anitra V also now is a regular entrant in variousspecial events such as the CYCA Veterans Regatta,Australia Day Regatta, RMYC Classic YachtRegatta and the Amateurs Gaffers Days. Inaddition to Saturday harbour and Friday Twilightracing with the SASC in the Classic Division thecrew of Anitra V are enjoying some coastal andocean cruising. She has just recently returnedfrom her third run to Lord Howe Island for the14th Classic Australian Barbeque. It is planned tosail her to Tasmania in January 2017 for theHobart Australian Wooden Boat Festival andcruise Tasmanian waters.


Sydney - Hobart Yacht Race RecordAnitra V - Launched 1956

Owners Trygve and Magnus HalvorsenRace No. Year Scratch H'Cap

Result Result12th 1956 3 213th 1957 3 114th 1958 6 215th 1959 3 2 Jim Samson from Feb. 196117th 1961 4 418th 1962 13 2119th 1963 10 11 Garfield Barwick from 196623rd 1967 29 3224th 1968 Retired25th 1969 61 6226th 1970 35 3627th 1971 Withdrawn before start28th 1972 56 5450th 1994 280 15 Sir Garfield Barwick - then aged 91. Not on board for the race Entered by Sailing Master Dudley Stewart

– raced in the 30 Year Veteran Division

Total of 13 Hobart Races sailed in the boat’s historywith only one retirement.

Note: In the 50th Sydney to Hobart Race in 1994there were 308 boats which finished the race, thelargest fleet ever then, which has not beenrepeated.

The overall winner on Scratch was Tasmaniawith Brindabella second in an elapsed time of 2days 16 Hrs. 48 minutes.

The winner of the 30 Yr + Veteran Division wasSoutherly (TGFH) sailed by the famous DonMick leborough in elapsed time of 4 days 23 hrs58 mins – 240th on Scratch.

Anitra V sailed by Dudley Stewart and his crewhad an elapsed time of 5 days 13 hours 54 minscame 15th in Division and 280th on Scratch –average age of the crew was 68 years

In 1956 when the Halvorsens came 2nd onhandicap – but should have been the winner -theyalso came 3rd on Scratch behind the same twomuch bigger boats Kurrewa IV and Solo finishing

in 4 days 16 hrs 43 mins – just 11 hours behindSolo which was a powerful 50ft steel ketch sailedby the famed Vic Myer – a truly remarkable runfor a boat of only 38 ft length. Lahara that yearsailed by Des Ashton came 13th on handicap andhad an elapsed time on scratch of 6 days 4 hrs 55mins – one and a half days behind Anitra V.

In 1957 when the Halvorsens won on handicapand came 3rd on Scratch overall their elapsed timewas 4 days 6 hrs and 38 mins. They came 3rdbehind much bigger boats Kurrewa IV and Solo.Lolita that year came in over a day behind AnitraV in 5 days 9 hrs 29 mins.

The following document has very kindly beenprovided from the Halvorsen Family Archives

Extract from “Some Sailing Reflections”, byMagnus Halvorsen,

August 2001

In 1956 we built ANITRA V, a 38 foot cutter toTrygve Halvorsen’s design. She was verysuccessful, with second place in the very tough1956 Hobart race. But for an error made by theCYCA measurer she would have won it by 20minutes instead of losing it by 11 minutes.

She won the 1957 Hobart and took second placein 1958, and again in 1959. She took the CYCAOcean Racing Point Score in 1959-60. As the onlyhelmsmen in one Hobart race because of a crewreshuffle, Trygve and I did 2 hours on and 2 hoursoff for the entire race.

Our policy was to always take a rookie in ourracing crew, preferably an apprenticeboatbuilder, to demonstrate the need for a goodconstruction job. In our own boats, on all but twooccasions, we finished the race. First wasSOLVEIG’s dismasting, and in a Montagu Islandrace a crew member had appendicitis and washospitalized in Wollongong.

We shipped ANITRA to California for our thirdTranspac race in 1959. This time we sailed too farin very good wind. We had jibed a day too late.Barometric readings are very important in thatrace, to keep in the weather pattern. The raceresult was disappointing, but once again greatsailing. Our best day’s run (noon to noon) was 192nautical miles.


Racing on the sparkling Pittwater in the RMYC Classic Yacht Regatta - March 2016 Anitra V was winner of the weekendseries in the spinnaker division.

We left Honolulu late afternoon on 29 July, 1959,bound for Fanning Island, 1,050 Nm south. Istarted my navigation taking both sun and starsights. Just 3 days out the back -up navigatorbecame ill. Very ill. He had been sea-sick from dayone. Coughing up blood, he looked so bad at onestage that burial at sea became a possibility. Hehad been taking pills for sea-sickness as well asmedication for another illness. The reaction wasalmost catastrophic.

Fanning Island was sighted off our port bow after7½ days sailing. The island is an atoll, the highestparts of which were the crowns of coconut palmsonly a maxi yacht’s mast height above sea level.My confidence did get a boost! It was a thrill – myfirst landfall – and an atoll at that!

Most of Fanning was a coconut plantation run byBurns Philp & Co. (an Australian company).Another part was occupied by a cable relay stationrun by the British company Cable & Wireless.They had a resident medical doctor who did not

Our plan was to sail ANITRA back to Sydney, withsome island cruising en-route. There was a hitchwhen navigator Stan Darling said he was requiredto go to Europe on business for the AustralianBroadcasting Commission. We had a back-upnavigator in whom I had absolutely no confidencewhatsoever. More to the point, I have a strongaversion to becoming lost! I did a crash course incelestial navigation, self-taught from a $2.25 bookI picked up at a ship chandlery in Honolulu. I gaveup the partying to study the book, until late atnight. I did not turn a page until I fully understoodeverything in it. At the US Navy HydrographicOffice in Honolulu, I bought a set of HO 214tables, plotting sheets, star identifier, etc. I thentook some afternoon sun sights off the marinabreakwater at Waikiki. The position lines werevery close to where I was sitting! My sextant is aHUSON MATE ex World War II disposals, as usedby the RAN. It’s a solid instrument, with a lightglobe over its calibration. Its optics however aremediocre.


night before we were due at Nanuka, about 3hours before dawn, our ill shipmate wasdistressed. He had previously been shipwreckedby stranding on a reef and although I assuredhim that we were nowhere near danger, heinsisted that we heave- to. At first light, we set offagain and sighted Nanuka mid-afternoon.

At Suva hospital an Indian doctor examined oursick man and said, “You have gout!” The patientleft us there and flew home. We left Suva in astrong wind warning of 30 knots with showers.Accustomed to sailing in those conditions, ourfirst day’s run was 185nM. In 8 days Lord HoweIsland was sighted and we entered Sydney Headsin the evening of 10 September, 1959, 11½ days’sail for the 1,731nM from Suva.

A superb voyage had come to an end 7,200 Nmfrom San Pedro. Remarkably, we felt a touch ofsadness that it was over. We could have keptsailing on and on and on.

know what ailed our crewman. To relieve some ofthe pain the doctor fitted a plaster cast to ourman’s wrist. We spent a day at Fanning and leftfor Apia in Western Samoa (now Samoa). Thehealth of our shipmate improved but he left thenavigation to me. In 2 or 3 days we had crossedthe equator and into the doldrums. We motoredthrough the calms at night, but it soon becamenecessary to conserve fuel. Our worst day’s rununder sail was 85nM . We were glad of the windin the rain squalls during daylight.

Three days from Apia we were out of thedoldrums. In our 3 days in Apia, we dined atAggie Grey’s. She was still very much thematriarch at the time. Our original intention wasto cruise the Vava’u Group in Tonga, but becauseof our shipmate’s unstable condition we decidedon the more direct route to Sydney, via Suva inFiji. We headed for Nanuka Passage, the reefentrance to the Koro Sea, north east of Suva. Rainsqualls persisted, with reduced visibility. The

Anitra V - Lion Island Race 2015 - off Whale Beach. Anitra V won the race on handicap

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Anitra V - press photo in Hobart Race - 1956Note cutter rig and dinghy on deck

The dinghy on the deck was for crayfishing on thereturn journey from Hobart - not as a liferaft

Note the staysail set under the spinnaker

and the short dinghy on deck.

Anitra V sailing up the River Derwent to win the 1957 Hobart Race

Accidents, Repairs andReplacements 2010 to 2016

In the last 3 years Anitra V has been involvedin two “no fault” accidents which causedconsiderable damage to the boat. However thedamage has been repaired to make her strongerand provided the opportunity for some othermajor maintenance work to be carried out inaddition to the damage repair. As a result theboat has spent a considerable time out of thewater at Noakes shipyard in the last 3 years. Oneach occasion she has gone back in the waterin better overall condition than before the accidents.

In 2013 the boat was hit by a steel “party” charterferry whilst sitting quietly on her mooring. Thebow and rig was damaged along with the pulpitand some minor damage to the hull topsides andunder water sections. The repairs required the rigto be removed and the bow section and pulpit tobe totally rebuilt but also provided an opportunity

to take all varnish bright work back to baretimber, remove and re-chrome all coach house,deck fittings and winches plus to fair and spraypaint the glass sheathed topsides with 2 packepoxy paint in Noakes’ controlled atmosphereshed.

In 2015 the boat was holed in a racing accidentwhen hit from behind by a 6 Metre Internationalclass yacht with a very sharp bow fitting. Ouch!This required a skilled shipwright job to replaceand scarph in the strip planks before re-sheathingand repainting the damaged area. At the sametime the opportunity was taken to replace anumber of rotted and cracked laminated ribframes in the centre of the hull, clean out andrepaint the bilges and relocate the engine exhaustoutlet on the stern, as the whole exhaust systemhad to be removed to effect the hull repairs. Therudder was also removed, the prop shaft takenout and checked for straightness and new shaftbearings fitted.


In addition over the last 2 years the electronicsafety and comm unication gear has beenupgraded with a new plotter and AIStransmitter/receiver fitted. A self steering electricram has been fitted below the aft deck onto aquadrant on the rudder post and a removablesolar panel added to the boat’s equipment, alongwith new batteries and an additional emergencybattery, and all new wiring. The switch board andcontrol panel has been re-arranged and re-wired.An Irridium satellite base station for voice andemail communication has been fitted, and newVHF and AM/FM radios added. The originalCodan HF radio has been kept in good workingorder and has been useful offshore amongst otheryachts and for receiving weather bulletins despitethe declining use of HF transmission by coastalstations.

The standing and running rigging was totallyreplaced in 2010 and remains in good order.

The mast was sand blasted and repainted with 2pack paint in 2010 and new masthead truck fittedto replace the heavy old fitting. New LEDnavigation lights and VHF antenna were fitted in2013. The two main Barlow winches have beenoverhauled with new bearings and new bronzegear wheels.

The current project is to replace the 50 year oldPerkins diesel motor with a modern Yanmar dieseland replace the copper fuel tank with a stainlesssteel version to hold 150 Litres of fuel.

The boat is in sound sea going and racingcondition in her 60th year. In Sydney we are veryfortunate to have access to highly skilledshipwrights, engineers, diesel mechanics,electrician/electronics specialists, painters, riggersand traditional sail-makers. They have made agreat contribution to the restoration andmaintenance of Anitra V over 21 years.

Sydney Amateur Sailing Club 2015 Gaffers Festival

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Sunday 8 October 2017 A Rally for CLASSIC YACHTS & VESSELS that HOIST A SPAR

SYDNEY AMATEUR SAILING CLUB . FOUNDED 1872 Tel 02 9953 1433

SYDNEY HARBOUR [email protected] AUSTRALIA


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[email protected] 0419390126

BLUE JACKETDoug Jenkin

[email protected] 0427004241

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