Crew.training.manual.low.res.pdf

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N I B O SIR R -JOHNSTON KNOX

The Clipper 70 fleet has raised the bar. The boats are much faster than the previous fleet and provide a challenge to the crews that can only be compared with all professionally manned boats. The success of the Clipper Race has been nothing short of incredible; not just for us but also for those who dared and achieved so much, especially those who started with little or no knowledge of the sea and have finished as experienced sailors. The training programme, based on the practical need to make everyone safe at sea has, for so many people, been the bedrock of this success and has now trained almost 3,000 people and collectively the boats have raced more than three million miles. How much sailing experience you already have or what qualifications you may have already achieved is immaterial. If you are an experienced sailor some of this may seem a little elementary but we make everyone do it with one aim in mind – safety. All Clipper Race crew do the full training so that they use the same techniques, orders and descriptions, which avoids unnecessary and possibly dangerous mistakes.

When we first started the Clipper Round the World Yacht Race back in 1996 my overriding ambition was to make the sea accessible to people from as many walks of life as possible. Since that first edition the race has grown beyond all belief but that ambition still remains today.

It is imperative that you study this manual and take part in the training programme in the sequence we have laid out. If you miss any part of it, fail to return the requested forms or obtain the necessary insurance, visas or inoculations you are jeopardising your berth for the race. Like everything in life, it is the more difficult challenges that bring the greatest rewards, both in experience and satisfaction. The Clipper Race provides those challenges, be it in the wide range of weather conditions across the world’s oceans, to learning how to run, maintain and race a thoroughbred ocean racing yacht. Since 1996 more than 3,000 people have now dared and achieved a life-endorsing goal. While learning the skills that make an accomplished sailor they have seen the planet at its most raw and enjoyed some of the more exotic and exciting ports of the world, in the company of others with a similar outlook on life.

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I hope you enjoy your time on the yacht, learning sailing and meeting your fellow crew members, who will soon become your family and the characters of your stories, which will forever remind you of the time when you decided cruising through life wasn’t enough. When you wanted more and started the race of your life. Make no mistake there is a lot for you to learn and understand and you need to have a good general understanding if you are going to take your place as an efficient and safe team member. Good seamanship will make your passage that much better and that much more enjoyable and the essence of good seamanship is safety.

We have one very simple philosophy - finish the race by saying, “That’s the best thing I have done with my life.” I hope you will add, “So far,” because then I know we have truly widened your horizons. Welcome to the team.

Sir Robin Knox-Johnston CBE RD*

Chairman, Clipper Ventures PLC

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WELCOME

CONTACT US

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CLIPPER RACE HQ Granary and Bakery Building, Royal Clarence Marina, Weevil Lane, Gosport, Hampshire, PO12 1FX UK Tel: +44 (0) 23 9252 6000 Fax: +44 (0) 23 9252 6252 Email: [email protected]

This manual will help you prepare for your challenge of a lifetime, both in your pre-race training and during the race itself. It includes an overview of the Clipper Race Training programme and essential paperwork you must complete before you arrive. It covers what to expect when you arrive for training and information on where to find local amenities you may require, whether you are training in the UK or Australia.

CLIPPER RACE AUSTRALIA Suite 533, Level 5, 203-233 New South Head Road, Edgecliff, NSW 2027, Australia Tel: +61 (0) 2 9363 2020 Email: [email protected]

FOLLOW US Clipper Ventures PLC, Unit 1 A, Granary & Bakery, Royal Clarence Marina, Weevil Lane, Gosport PO12 1FX. Tel: +44(0)23 9252 6000 Fax: +44 (0)23 9252 6252 Email: [email protected]

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GET CONNECTED Facebook/clipperroundtheworld Twitter/clipperrace Youtube/clipperrtw Instagram/clipperrace Live Stream/clipperraceteam

Insta

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KEY CONTACTS CREW Crew Manager

Carol Blyth

[email protected]

Crew Coordinator

Jan Hodgkinson

[email protected]

Crew Support

Lydia Weir-Blankenstein [email protected]

Crew Support

Lizzie Bailey

[email protected]

Head of Training

Thea George

[email protected]

Training Coordinator

Dawn Miller

[email protected]

Chief Instructor UK

Ben Bowley

[email protected]

Chief Instructor Australia

Jim Dobie

[email protected]

TRAINING

ACCOUNTS Financial Controller

Janice Beesley [email protected]

AUSTRALIA Managing Director Australia

Kirsty Whyte,

[email protected]

Accounts and Business Support

Catherine Wells

[email protected]

Digital Media Manager

Paul Hankey

[email protected]

Press Officer

Marina Thomas

[email protected]

Media Coordinator

Amy Martindale

[email protected]

Race Office Manager (Logistics and crew clothing)

Rob Carter

[email protected]

Race Manager

TBC

Race Director

Justin Taylor

[email protected]

Assistant Race Director

Mark Light

[email protected]

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MILESTONE DATES September 2013

Level 1 training starts

8 March 2014

Level 2 training starts

11 July 2014

Clipper 2015-16 Race Crew Party

12 July 2014

Clipper 2013-14 Race Finish, St Katharine Docks, London

1 October 2014

Level 3 training starts

10 January 2015

Clipper 2015-16 Race Crew Brief London

25 April 2015

Clipper 2015-16 Race Crew Allocation, Portsmouth Guildhall, UK

6 May 2015

Level 4 training starts

[provisional, dates may change]

COMMUNICATIONS

RACE OFFICE

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E C A R E L B A T E TIM

LEG 1

LEG 4

LEG 7

UNITED KINGDOM – EUROPE - SOUTH AMERICA

WESTERN AUSTRALIA – AUSTRALIA – EASTERN AUSTRALIA

WEST COAST USA – PANAMA –
EAST COAST USA

Race 1: United Kingdom – European port. Distance: 730 miles. Duration: Around 5 days.

Race 5: Western Australian port – Australian port. Distance: 3,110 miles. Duration: Around 20 days.

Race 10: West Coast USA – Panama. Distance: 3,329 miles. Duration: Around 24 days.

Race 2: European port – South America Distance: 4,900 miles. Duration: Around 28 days.

Race 6: – Australian port Eastern Australian port. Distance: 1,150 miles. Duration: Around 8 days.

Race 11: Panama – East Coast USA. Distance: 1,800 miles. Duration: Around 14 days.

LEG 2

LEG 5

LEG 8

SOUTH AMERICA – SOUTH AFRICA

EASTERN AUSTRALIA – ASIA – CHINA

EAST COAST USA – DERRY-LONDONDERRY – EUROPE – UK

Race 3: South America – South African port. Distance: 3,390 miles. Duration: Around 18 days.

Race 7: Eastern Australian port – Asia Distance: 4,820 miles. Duration: Around 33 days. Race 8: Asia – Qingdao. Distance: 2,580 miles. Duration: Around 20 days.

40,000 miles of ocean racing – the world’s longest yacht race. 09

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Please note, this route and associated very approximate timings are based on the Clipper 13-14 Race route and are subject to change. They should not be used for anything other than rough planning and definitely not as a basis for booking flights. As race start, finish and stopover ports are confirmed the Race Office will issue updated port dates. Please also remember yachts have destinations not arrival times. We will issue timings with estimated arrival windows based on our experience of running round the world yacht races but even then it should be noted that ultimately Mother Nature is in charge.

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LEG 3

LEG 6

SOUTH AFRICA – WESTERN AUSTRALIA

CHINA – WEST COAST USA

Race 4: South African port – Western Australian port. Distance: 4,750 miles. Duration: Around 23 days.

Race 12: East Coast USA – Derry-Londonderry Distance: 2,850 miles. Duration: Around 13 days. Race 13: Derry-Londonderry Northern European port. Distance: 770 miles. Duration: Around 3 days. Race 14: Northern European port – United Kingdom Distance: 250 miles. Duration: Around 24 hours.

Race 9: Qingdao – Californian port. Distance: 5,680 miles. Duration: Around 33 days.

Route based on Clipper 13-14 Race. Race route and destinations are subject to change.

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IMPORTANT ADMINISTRATIVE POINTS Before you begin your training please ensure you complete and return to Clipper Race HQ:

Medical Report form



Onshore Contact Details/ Next of Kin form



Crew Biography form



Colour photocopy of the photo page of your passport



Confirmation of your insurance policy

Passports

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Bring your passport with you to Level 1 training as you may enter foreign waters during this course. Please ensure you have sent us a colour copy of the photo page of your passport before you come for training. Your passport must be valid for the duration of your time on the race and for at least six months after the end of your final leg, with enough blank pages for immigration purposes. Some countries require full pages for immigration documentation. If you have to renew or change your passport for any reason, please advise us and forward us a new colour copy of the photo page as soon as possible. Crew members with dual nationality: please advise us as to which of your passports you will be travelling on during the race. Please send us colour copies of both passports.

Credit Card Payments Please note that any payments by credit card incur a 1% administration charge. (Debit cards do not incur any charge). We do not accept American Express.

Visas Contact Details If you change any of your contact details, including your email address, please be sure to notify us as soon as possible. The majority of our correspondence is via email. Please advise us if you are not receiving emails from us including the monthly newsletter or if your email is not working Add the following address to your address book: [email protected]

Payments

Berth Fees can be paid in monthly instalments. Insurance for crew living outside the UK should be made in a single payment. For payment enquires contact Financial Controller Janice Beesley [email protected].

Bank Transfers Crew living outside the UK paying by bank transfer need to be aware of the possibility of high bank charges being added by your bank and also being charged handling fees by an intermediary bank. If you wish to cut down on these charges by paying quarterly in advance, then please contact the Accounts Team. The bank details for Clipper Ventures sterling (GBP) account is listed on your payment plan/standing order. Please note that we also have four foreign currency accounts: US$, Singapore$, Euro and Aus$. Details are available on request [email protected]. 11

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The Clipper 2015-16 Race will visit several countries that have entry visa requirements, for example the USA, Australia and China. It will be your responsibility to obtain the appropriate visa BEFORE you start the race. If you do not have the correct paperwork you will not be allowed to sail. We will require a copy of any visas that you have obtained for the race for our records. Where a US visa is required it will be a B2 Visa. An ESTA is NOT sufficient for the race. Visas for China can only be applied for three months before you plan to enter the country. For this reason the Clipper Race Office in Singapore will organise applications for Chinese visas for round the world crew members and those joining the race more than three months in advance of our arrival in China. Please be aware this may take four or five days and you will not be able to travel outside Singapore during this time as your passport will be required for the application process. Updated information regarding visa requirements will be emailed on a regular basis and will also be included in issues of Clipper Crew News.

Medical Report Form Please see the form on page 16. This must be completed and all sections signed by you and your doctor and returned to us. Note that the form must be fully completed and returned to the office before we can formally book you onto training courses. If you are injured or ill during the training and the race you will be required to get this form completed again by your doctor.

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T N A T R O IMP Vaccinations

There are a number of vaccinations you will need before you can take part in the race. To find out what they are and where you can get them you should talk to your doctor or local surgery. Alternatively, visit www.netdoctor.co.uk or www.masta.org. The validity period for inoculations varies from a few months to ten years so it is important to ensure all your boosters, such as tetanus, are up to date. Malaria is not particularly rife in any countries that the Clipper 2015-16 Race is likely to visit. However, if you are planning to travel within a country before or after your leg of the race, particularly to the more rural areas, you may wish to consider taking anti-malarial drugs. Again, your doctor will be able to advise you. The main vaccines you should have are: • Typhoid • Hepatitis A

Onshore Contact Information Please see form on page 20. This form must also be completed and returned to us prior to booking your training. In the event of an emergency or serious incident one or both of your chosen contacts WILL be informed, therefore it is important to take this into consideration when nominating them. Please ensure that your contacts can speak good English.

• Yellow Fever – recommended for most countries but is a prerequisite for all crew participating in leg 2 (from Brazil to South Africa). If you are participating in this leg you will need to provide us with a copy of your Yellow Fever vaccination certificate and will also need to carry it with you on the race to present to South African immigration authorities on arrival. Yellow Fever certificates are valid for a period of ten years commencing from ten days after the date of vaccination or, in the case of re-vaccination within such period of ten years, from the date of re-vaccination. Any non-South African citizen arriving in the Republic of South Africa from infected areas without a valid Yellow Fever vaccination certificate will be a given a choice to: • be kept in quarantine for a period of six days

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• Doctor and engineer (vocational skills) Neither the skippers or crew have a choice in which team they are allocated to, however if practically possible, keeping the teams fair, we may look at what team or skipper preference you have stated.

Before you begin your training

After Crew Allocation – team preparation and additional sailing

Please ensure that all the relevant forms (Medical Report Form, Onshore Contact Form, Crew Biography) have been completed and returned to Clipper HQ, along with a colour copy of the photo page of your passport, and that your insurance cover has been arranged. A minimum of £2,000 needs to have been paid towards your berth fee before the commencement of your Level 1 training and a minimum of £3,000 before your Level 2.

Adding extra legs If you would like to add further legs of the race to those you have already booked the first step is to contact the crew management team in the office and find out whether there are spaces available on the leg you wish to add. If there is a waiting list it is worth putting your name down as places sometimes become available as other crew members’ circumstances change. When a place becomes available we will send you copies of the back two pages of the crew contract to complete. Once you have posted the originals back to us, we will then process the change – sending you a confirmation invoice and a revised payment plan. You can scan and email those back to us and we will make the change. We will ask for a hard copy later.

• be vaccinated at their own cost

As you can imagine, allocating more than 780 crew to fourteen race teams is a huge logistical task and we have to make sure we achieve the best possible balance of crew across each of the teams.

• be vaccinated at their own cost

• Age and Sex

See form on pages 21-22. It is the job of our in-house Communications team to promote the race around the world and your help is vital. Please complete the form, giving as much detail as possible and return this to the Communications team.

Communication with crew

• be kept in quarantine for a period of six days

• Sailing ability, and number of legs

• Personality

• be sent back immediately to their port of embarkation

A South African citizen arriving in the country from an infected area without a valid Yellow Fever vaccination certificate has the following options:

The overriding aim is to make the allocation of crew across all boats as fair and even as practically possible taking into account the following:

Crew Biography Questionnaire

• Diphtheria • Polio

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Your Crew Contract stipulates your contractual time commitments with regard to your pre-race training and changeover dates in port when you are joining and leaving the yacht. You may also have some additional opportunities during the run up to race start which will allow you to spend more time on the water and help your team prepare for the race. These are not mandatory but it’s worth remembering that the teams that do better in the race are those that put in the time and effort before the start gun is fired.

Post crew allocation From Crew Allocation, Saturday 25 April 2015, onwards the majority of communication from the Clipper Race Office will be channeled through your skipper and boat secretary. Feedback from past crews tells us that the most effective way for you to get information is through your own boat systems and we will be using this line of communication far more frequently. At Crew Allocation you will begin to lay the foundations for your race campaign, boat organisation and crew roles such as boat secretary, chief victualler etc. The Race Office will pass the majority of communications through these channels. This helps to strengthen team spirit, build team reliance and strong communication throughout the boat – all vital attributes when racing.

Team building Once you discover which team you will be racing with at Crew Allocation it is likely that your skipper will wish to organise a weekend crew bonding event. This is usually arranged by one of your crew and, although not everyone will be able to attend, it is a great opportunity to get to know those people in your team that you haven’t yet sailed with.

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PRE-RACE Pre-race preparations In the run up to the race start a one-week period will be set aside at our UK Race HQ and a further week at the Race Start location for skippers and crew to prepare their yachts so they are race ready on start day. This involves putting in all the finishing and personal touches as well as carrying out the essential routine maintenance that will ensure everything is in optimum working order on the start line. Your skipper will coordinate crew attendance during these weeks as having all 50 people in your team turn up at the same time will be counter-productive!

Pre-start delivery race There is likely to be a final training race from our headquarters in Portsmouth Harbour to the host port for the race start. This will usually last approximately five days and is a great opportunity to get more time on board your boat and to try out a few ‘go faster’ tricks. It will be up to your race skipper to coordinate which of your team will be on board however it is preferable for Leg 1 crew to have first refusal as they will be the ones heading out on start day. In reality not all Leg 1 crew will be able to take part in this delivery race so places are often available for crew who are participating in later legs.

MEDICAL REPORT FORM Full Name (crew member)

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PART A - Notes on Fitness (To be completed by crew member) Please state whether any of the following relate to you

Medical Practitioner Contact Details Name Address

Yes

No

During the five years prior to the proposed commencement of cover, have you received or been referred for any treatment surgery, investigations or follow-ups at any hospital, surgery or clinic for any of the following medical condition(s): Asthma requiring inpatient treatment, bronchitis, any other lung or respiratory condition, cancer, any growth or form of malignancy, diabetes

Phone number

To take part in the Clipper Round the World Yacht Race it is necessary for you to have a good level of health and fitness. The below form is to act as a factual report about your health and medical history.

mellitus, - epilepsy or fits, - any kidney or bladder disorder, any mental or psychological condition; or any other medical condition that is ongoing or from which you have suffered symptoms requiring inpatient treatment? Have you ever had cardiovascular problems, or other heart condition; hypertension or any cerebrovascular problems that have occurred at anytime prior to the proposed commencement of cover and/or any journey? Have you ever been diagnosed with a terminal condition?

Please note that this form needs to be completed and signed by yourself and your GP, and returned to us before you book your Level 1 training course.

Are you aware of any medical condition which could reasonably

Please ensure that all parts are fully completed. Part A determines your fitness in regards to participation in the race whilst Part B concerns personal accident and travel insurance acceptance.

Is your blood pressure controlled by drugs?

As a crew member, it is your responsibility throughout training and during the race to inform your skipper(s) of any medical condition(s) you have and any medication that you may be taking. In addition, it is your responsibility to keep Clipper Race HQ fully informed of any medical condition(s) that develop after this form has been completed, and which may result in you having to complete another form. Answering yes to any of the following questions will not necessarily preclude you from the race but failure to disclose information could have a bearing on your participation, and result in eventual exclusion from the race.

be expected to lead to a claim?

Do you have any blood sugar disorders/need injections of insulin for diabetes? Do you have any other blood related disorders? Have you had a severe head injury with continued loss of consciousness? Have you been or are you being treated for any mental or nervous problem? Do you have or have you ever had an alcohol or drug addiction? Do you have any allergies or are allergic to any medication? Do you have any other conditions or have you had any operations that you feel may hinder your ability to live and work onboard an ocean racing yacht?

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MEDICAL REPORT FORM

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PART A CONTINUED (To be completed by crew member)

PART C (To be completed by Medical Practitioner)

If you have answered ‘yes’ to any of the questions overleaf please give further details below

Please state below whether your patient has any pre-existing conditions or is taking any medication at present. Also please set out any reasons that you, as a medical practitioner, do not believe your patient should take part in such a race.

I certify that I have examined the person named in Part A and that my findings are recorded in Part C. I also confirm that Part B has been correctly answered. To the best of my knowledge I see no reason why this person cannot take part in the Clipper 15-16 Round the World

PART B - Crew Personal Accident and Travel Insurance Declaration (To be completed by crew member) Do you any of the statements mentioned below apply to you?



Yes

Yacht Race, living and working onboard an ocean-going racing yacht. No Signature of Medical Practitioner Date

We will not pay a claim if you at the time of booking the race (and if there has been a change in health prior to the • Receiving or waiting for hospital tests or treatment for any condition or set of symptoms that have not been diagnosed; or • Travelling against the advice of a medical practitioner or travelling to get medical treatment or medical advice abroad; or

(with official surgery address stamp)

commencement of the race) you suffer from a pre-existing medical condition (which is detailed above) unless declared (during the application process or at the time of a change in health) and agreed in writing by us. To declare a condition for consideration by underwriters for

Signature of crew member

cover please contact the Medical Screening Helpline on the

Date

• Have been told about a condition that will cause your death; or

numbers set out below. There will be a one off administration charge of £25.00 to

In regards to crew personal accident and travel insurance you should understand and give explicit consent that the sensitive health and

• Has in the last 5 years suffered from or received medical advice, treatment or medication for:

declare a pre –existing condition, which will be collected

other information provided will be used by Oval Insurance Broking, Clipper Ventures PLC., AmTrust Europe Limited (the Insurer), their

at the time of contacting the helpline.

agents and regulators to process your insurance, provide medical screening, handle claims and prevent fraud.

• a) any heart-related, blood circulatory (excluding high blood pressure if controlled by medication), stroke, renal failure or diabetic condition; or b) any breathing condition for which more than two prescribed medications are taken, or has ever required the use of supplementary oxygen or the use of a nebuliser; or

c) any cancer; or

• Have in the last 12 months, been referred to or seen by a hospital doctor or surgeon (other than an Accident and Emergency doctor) or required hospital in-patient treatment.

Telephone: 01689 892 250 from within the UK Telephone: +44 1689 892 250 if calling from outside the UK

The helpline is open from 09.00 to 18.30 Monday to Friday and 09.00 to 13.00 on Saturday. If there are any changes that affect a previously declared preexisting medical condition or additional medical conditions, which have occurred before the start of the race and after the

Oval Insurance Broking is committed to keeping your data confidential and processes all information in accordance with the Data Protection Act 1998. Oval Insurance Broking does not sell, rent or trade its mailing lists, phone numbers or email addresses. I consent to the information provided being used in accordance with the above statement. You must confirm that the information you have provided is truthful and accurate. Failure to do so may invalidate the insurance, leaving you with no right to make a claim. We must be informed of any facts which are likely to influence us in the acceptance, assessment or continuance of this insurance. It is an offence to misrepresent information. I declare that the information I have provided is, to the best of my knowledge, truthful and accurate. I confirm that if circumstances change which may affect this insurance, I will notify Oval Insurance Broking as soon as possible.

Policy has been issued, you must call the Medical Screening Helpline and advise the changes.

Signature of crew member

Date

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ONSHORE CONTACT INFORMATION Please complete the form using BLOCK CAPITALS. The information given will be treated with the utmost confidentiality. Please note that in the event of an emergency or serious incident one or both of the following contacts will be informed, therefore it is important to take this into consideration when selecting them. Please ensure that your emergency contacts speak English and you have told them that you have nominated them as such.

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Name of Emergency Contact (A)

Relationship to crew member

Address

Daytime Telephone Full Name (crew member)

Evening Telephone Email

Address

Name of Emergency Contact (B)

Relationship to crew member

Address Telephone Email Daytime Telephone Evening Telephone Email

Signed

Next of Kin

Date Relationship to crew member

Address

Daytime Telephone Evening Telephone Email

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CREW BIOGRAPHY QUESTIONNAIRE We have an in-house communications team who look after all things mediarelated and you’ll see them around Clipper Race HQ and the stopover ports. It is their job to promote the race around the world and your help in that is vital. The media coverage generated allows us to secure sponsorship for the race, which in turn, allows us to offer crew places at the best possible rate. Also, If you are hoping to raise money for a charity or good cause we can help you to secure coverage for your efforts. Please fill in this form, giving us as much detail as possible. Even if you don’t want to take part in publicity, (let us know overleaf) it is useful for us to have some background details. Publicity will begin immediately. However, if you wish this to start at a later date, please indicate this in the space on the next page. Please inform the Communications Team of any race publicity you are involved with and keep us informed of any media who contact you regarding your participation in the race – a quick email or phone call will do the trick. If possible, send us a copy of any articles or interviews by post, or by email to [email protected].

The questions in red must be answered.

What do you think will be the most challenging aspect of the race?

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Full Name If different, by what name do you prefer to be known?

Date of birth Place of birth

Are you raising money for charity? If so please give details of the charity and how people can sponsor you.

Where do you live now? Occupation and Employer

Yes

Where did you go to school/ college/ university?

No

Would you be interested in featuring in a crew advert for the next race? Can we publicise your involvement in the race to media? Are you a member of a sailing club? Which one?

Are there any other parts of the world that you have a close connection with? If yes, please give details

Can we publicise your involvement in the race on our website, i.e. team pages, blogs. This includes full name, occupation and DOB

Is there a date before which you would prefer us not to publicise your involvement (eg: you haven’t told your employer/clients yet)? If yes, please indicate date? Please list your local newspapers, radio stations and TV stations here:

What inspired you to take part in the race?

NOTE

Do you subscribe to any magazines [trade or consumer]? Please list

Please post or scan form back to us. What are you most looking forward to?

Please post or scan the form back to us. [email protected] or Race HQ, Granary and Bakery Building, Royal Clarence Marina, 
Gosport, 
Hampshire PO12 1FX

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IMPORTANT ADMINISTRATIVE POINTS Getting to Clipper Race Training, UK Clipper Race Training, Charles House, Gosport Marina 
Mumby Road
 Gosport, Hampshire, PO12 1AH Telephone: +44 (0) 2392 526000 or outside office hours on +44 (0) 7890 510 862

Gosport Ferry:

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+44 (0) 2392 524 551 www.gosportferry.co.uk The service runs every 15 minutes between Portsmouth & Gosport. (£3 return.)
As you get off the ferry you will need to turn right and then follow the Millennium Walk, which leads to the marina’s front gates signed Endeavour Quay. Please follow signs for Marina Reception, the training office is situated inside the Premier Marina office.

By Air: The nearest airport is Southampton, however it only facilitates a limited number of international flights. The next most convenient are London Gatwick or London Heathrow. From Southampton Airport:
The first option would be a taxi which will cost approx. £40, however Southampton Airport Parkway Station can offer train services to both Fareham and Portsmouth Harbour but both destinations will require a change at either Southampton or Eastleigh stations. From Gatwick Airport:
There is a train that runs to Portsmouth Harbour from here and this is probably the easiest and cheapest way. From Portsmouth Harbour you can catch the ferry over to Gosport. (See ferry instructions)

Clipper Race Training, UK

From Heathrow Airport:
From here you would have to get to London Waterloo. The easiest route would be to go by London Underground on the Piccadilly line to Green Park and then change to the Jubilee Line to Waterloo. From London Waterloo there is a direct train that runs frequently to Portsmouth Harbour.
 Alternatively, from both London airports the National Express (www. nationalexpress.com) offers a coach service, which although are slow due to several stops elsewhere, will get you to Portsmouth Harbour with no changes. Alternately there is always the option of booking a taxi.

By Road: From Junction 11 of the M27, follow signs to Fareham. At the first roundabout turn left into Gosport Road – A32, (signposted Stubbington, Lee on Solent) under the viaduct. Proceed over the next roundabout, then branch left signposted A32 Gosport. Follow this road past Fort Brockhurst for a further 1.5 miles. The entrance to Gosport Marina is on the left signposted Endeavour Quay just before the Gosport Ferry Terminal. If you are using Sat Nav, please use postcode PO12 1AH

Parking:

www.thetrainline.com - 0871 244 1545

On arrival into the Marina, please park in the designated Clipper Race parking which is signposted (Do not go through the barrier). In most instances the car park will be unlocked, however if you find it locked with bollards, please speak to the Marina Office and they will unlock this for you.

From the west: Travel to Fareham Station from where you can either take a taxi (approx cost £18) or alternatively a bus to Gosport town. They run approximately every 15 minutes during the day or 30 minutes at night. You should alight at the Gosport ferry bus station. (see ferry information below)

If you are visiting Gosport Marina for a Training course, after you have parked please head to the Training Department office, situated inside the Marina Reception building (signposted). You will be met by a member of Clipper Race staff who will issue you with a key fob for access to the pontoons and marina facilities.

From the East: Travel to Portsmouth Harbour Station from where you will need to get a ferry across Portsmouth Harbour to Gosport (see ferry information below).

If you experience any problems in finding us or with any questions please call Clipper Race Training on +44 (0)2392 526000

By Rail

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Introduction

24

01

UC INTROD

IMPORTANT ADMINISTRATIVE POINTS Transport Gosport Ferry www.gosportferry.co.uk +44 (0) 2392 524551 Runs frequently between Gosport town and Portsmouth Harbour railway station. Return ticket costs £3.00 – purchase from machines on both sides of the harbour or ticket office on Gosport side. The ferry is a short taxi ride or 20 minutes’ walk (approximately one mile) from Clipper Race HQ. Trains Portsmouth Harbour Station is the closest to Clipper Race HQ and a short ferry ride to Gosport. (See ferry information above.) There are direct trains from London Waterloo and connecting services from UK airports. For tickets and train times in the UK: www.nationalrail.co.uk - 08457 484950, or www.thetrainline.com - 0871 244 1545 Coaches Coach routes are available from UK airports to the coach station on The Hard in Portsmouth, next to the railway station and a short walk (500m) to the Gosport ferry. Services are operated by www.nationalexpress.com Tel: + 44 (0)8717 818178 24/7 and http://uk.megabus.com Tel: 0900 1600 900 Sunday - Saturday 07:00 to 22:00 Taxis in Gosport Streamline Taxis: 02393 522222 Bridge Cars: 02392 522333 Anytime Taxis: 02392 502233 Gosport Cabs: 02392 589999 Gosport Taxi: 02392 990031 www.gosporttaxi.co.uk Also bookable for airport transfers.

Local Accommodation Crew are not permitted to stay on a boat unless they are specifically taking part in a sail training course. This does not include theory or safety courses. Clipper Ventures is unable to book or reserve rooms. Please use the contact details below. Please note: we have not stayed at these hotels so cannot comment on the standard. Prices may vary from those published here.

Gosport (walking distance/short drive, closest first) Spring Garden Guest House (basic) £25 - £35 single Spring Garden Lane, Gosport PO12 1LP £50 double +44 (0) 2392 510336 Five nights or more – ten per cent discount applied [email protected] www.springgardenguesthouse.co.uk Seafarer (basic) 7 Bury Road, Gosport PO12 3UE +44 (0) 2392 522883 www.seafarer-guesthouse.co.uk [email protected]

£30 single £45 double with shower £50 double en-suite

Domaine Guest House (basic) 5 Bury Road, Gosport PO12 3UE +44 (0) 2392 580457 [email protected]

£25 - £30 single £45 - £50 double/twin

Haven Guest House (basic) £25 single/twin 3 Bury Road, Gosport PO12 3UE              £40 double +44 (0) 2392 511333                      £80 sleep four                    West Wind Guest House £50 single 197 Portsmouth Road, £65 double/twin Lee on the Solent PO13 9AA (15-minute drive) +44 (0) 2392 552550 www.west-wind.co.uk [email protected] Premier Inn Fareham Road, Gosport, PO13 0ZX. +44 (0) 871 5279436 www.premierinn.com

£ Prices vary

TION

The Anglesey in the Crescent 24 The Crescent, Alverstoke, Gosport PO12 2DH +44 (0) 2392 582157 www.angleseyhotel.co.uk [email protected]

£76 standard single from £84.50 double

Thirty Three A 33a Anglesey Road, Alverstoke, Gosport PO12 2EG +44 (0) 2392 510119 www.thirtythreea.co.uk [email protected]

from £69 single from £87.00 double

Fareham (30-minute drive) TravelRest 22 The Avenue, Fareham +44 (0) 1329 232175 www.travelrest.co.uk/fareham [email protected]

£ Prices vary

Gunwharf Quays and Portsmouth

£ Prices vary

Holiday Inn Express Gunwharf Quays, Portsmouth. +44 (0) 2392 894240 www.holidayinn-expressportsmouth.co.uk Holiday Inn Portsmouth www.holidayinn.com

£ Prices vary

Best Western Portsmouth www.bestwestern.co,uk

£ Prices vary



Or look at www.visitportsmouth.co.uk for more information.

Self-catering accommodation Various in Gosport and Portsmouth +44 (0) 2392 582214 www.harringtonholidayhomes.co.uk [email protected] Jane Lister (very local) +44 (0) 7770 845945 [email protected] Please note: Prices correct at time of printing, January 2014

(Bus stop is opposite, take the First E2 or 11 to the Gosport Ferry/ Gosport Bus Station for Training)

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26

RANCE U S N I W CRE

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02

ANCE R U S N I CREW

W E R C E C N A R U INS

Clipper Race crew are also advised to carefully consider taking out cancellation and curtailment insurance. This cover is not compulsory but we do strongly recommend arranging it. You must regard insurances required by the Clipper Race crew contract as being the absolute minimum to satisfy your commitment to take part in the race. It is the responsibility of each crew member to ensure these arrangements are adequate or to make alternative arrangements suitable for your own particular circumstances

UK domiciled crew

It is a condition of your Clipper 2015-16 Race contract that before you join a Clipper Race yacht you must be insured for personal accident, medical expenses, personal liability, rescue and repatriation, covering you while taking part in the race and all pre-race activities under the direction of Clipper Ventures.

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‘Clipper Ventures’ insurance brokers, Oval Insurance Broking Limited (Oval), have arranged a scheme with Lloyd’s underwriters that provides the insurance cover and emergency rescue and repatriation services required to comply with the crew contract. Oval is authorised and regulated by the Financial Services Authority.

If, having considered your particular needs and demands, you should wish to participate in the insurance arranged by Oval, simply complete and return the form that will be sent out with the policy details. Following receipt of the satisfactorily completed proposal form and full payment of the premium Oval will provide confirmation that cover is in force.

Non-UK domiciled crew Unfortunately, due to regulations governing the sale of general insurance, it is not possible for a crew member who is not domiciled in the United Kingdom, Channel Islands and Isle of Man to apply directly to Oval for the insurance.

However, subject to the satisfactory completion of the overseas benefits application form (which will be sent to you) and receipt of the necessary payment, Clipper Ventures will contractually undertake to provide similar benefits. Clipper Ventures will insure this liability themselves and undertakes to pass all benefits paid by the policy to the crew member. Please note, payment of benefit to a crew member is conditional on Clipper Ventures receiving payment from their insurers.

You are strongly advised to obtain appropriate advice from your insurance advisor. If you prefer to arrange cover through your own broker you should ensure that the levels of cover offered are at least equivalent to those in the policy offered by Oval. You will need to forward evidence of satisfactory levels of cover to the crew team at Clipper Race HQ. You should also ensure that your existing insurers, for example life, health, pension etc, have been advised that you are to take part in the

Clipper Round the World Yacht Race and they have confirmed that cover can continue. Don’t forget, if you are leaving a property unattended your home insurers must be notified. If you plan to travel before or after your participation in the race you should take out additional insurance to cover your holiday and any activities you plan to participate in.

Crew Insurance

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OTHING L C W E CR

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03

LOTHING C W E R C

W E R C G N I H T O L C While at sea you will experience many different types of weather conditions. Having the right clothing to protect you from the elements will make an enormous difference to your comfort, mental state, safety and ability to race.

Fabric breathability

Base layer

Mid layer

Outer layer

Base layer

Mid layer

Base layer. This is the first layer next to the skin and is designed to provide thermal protection but mainly to wick the sweat away from the body and transfer it to the outer layer. The base layer spreads your sweat over a wider area as it transfers from the inside to the outside. This ensures it will then evaporate and be more easily transported to the outside. An antimicrobial finish is also applied to reduce the build up of bacteria and associated odours. Base layers come in varying thicknesses with differing thermal properties. It is advisable to have a few sets of base layers so they can be interchanged as required.

This layer provides the essential layer of warmer air and, if necessary, protection from wind and water. The fleece has a deep pile within the jacket which traps air and this is what ensures the wearer stays warm. The outer shell provides protection from the wind and water while also reflecting heat back in towards the body, helping to maintain body heat.

The fabric is highly breathable and will transport both moisture and vapour to the outside to try to keep the wearer as comfortable as possible whilst maintaining the waterproof integrity of the garment. The reality of ocean going fabric is that it is heavier than fabric used in other areas to ensure it is both durable and waterproof enough to last the race. It is therefore not as breathable as some fabrics which are much lighter but these would not be nearly durable or waterproof enough for the conditions you will meet. In effect there is a trade off between water resistence, durability and breathability.

Outer layer The outer layer is designed to be both waterproof and breathable in order to allow your sweat out, keeping you dry and preventing water getting in.

Modern clothing systems are technically advanced and offer a great deal of flexibility to function in a wide range of conditions. However it is important to realise that no clothing system will keep you completely dry and sweat-free when exposed to extremes of weather.

Layering When considering sailing clothing many people think only of the outer layer because it is the most visible. Often the layers underneath and next to the skin are given little thought. This is a mistake. However good your outer protection, you’ll compromise its performance without proper base and mid layers.

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SP

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CREW S H IP ONSOR

SP

W E R P I C H S R O S N O SP As well as approaching companies for individual corporate sponsorship we recognise many crew members are looking to raise funds through other means. We hope that this section will help give you some ideas to reach your goal.

Through furious storms in the South Atlantic and tropical cyclones in the North Pacific, unparalleled feats of team work and endurance, and months of nose-to-nose racing that has a global audience on the edge of its seats, the Clipper Round the World Yacht Race provides a unique marketing platform for international businesses and destinations to promote their message both at sea and in 15 high-profile ports of call in Asia, the Americas, Africa, Europe and Australasia.

The ethos of the race is to bring ocean racing within the reach of everyone, regardless of their background or sailing experience. Sailing transcends language, territories and cultural boundaries. It’s man against nature.

It’s theatre that plays itself out on the high seas, where crews have to call on skill, strategy and valuable know-how to out manoeuvre and outwit other competitors racing against them in one of the 14 identical 70-foot racing yachts. Regardless of background everyone can understand and appreciate that the Clipper Race is no mean feat. The interest, and the publicity surrounding the Clipper Race and the crew who take part, generates a direct benefit to all those involved at any level of sponsorship. On a commercial level the race provides a unique platform for international organisations and destinations to raise their profile, build global brand awareness and meet influential decision makers through our exclusive race partner network. After two decades, the future of the company and the success of the Clipper Race continues to go from strength to strength.

CREW S H IP ONSOR

Through the branding of yachts, exclusive access to Clipper Race business events and corporate sailing, title, team, fleet and host port sponsorship categories, brands and destinations are able to use this innovative and customisable business model to interact with high-profile clients over a period of 18 months. With a two billion cumulative media audience, 2,527,751 visitors to the event website, and 206 countries following the world’s largest matched ocean racing fleet, there is quite simply no other event in the world that opens up so many doors to business opportunities. Interest from partners has never been higher, whether consumer brands, corporate businesses or destinations and governments.

Before you approach any sponsor it is worthwhile rereading the terms and conditions of your crew contract to ensure that you are not offering something that is outside of your agreement.

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Crew Sponsorship

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SPONSORSHIP FRAMEWORK

YOUR SUPPORTERS

Sponsorship of the race is layered in the following tiers

1.

2.

3.

4.

5.

Title Sponsor

Team Sponsor

Host Port

Fleet Sponsor

Official Supplier

This is the highest level of sponsorship and allows a business or destination to be named within the race title, giving synonymous association with the Clipper Race brand at all points of communication.

Each of the twelve yacht entries has a Team Sponsor giving a business or destination the opportunity to name and brand one of the Clipper 70s. A Team Sponsor is also often a Host Port sponsor.

The Clipper Race visits around 15 ports over an eleven month period. The route is shaped by Host Port Sponsors – in the majority as part of a yacht entry which invest in the event to showcase its destination on a global platform and benefit from the significant economic impact that a stopover brings to the region.

Fleet Sponsors are multinational brands or corporations that choose to benefit from exposure across the whole race fleet. A Fleet Sponsor has exclusivity within its product category to align itself with the race and promote its product/services to crew, other sponsors, media and the global race audience.

The Clipper Race partners with a number of Official Suppliers on a partial commercial/ partial sponsorship or value in kind basis. The partners supply specific goods or services either on a complementary basis or at a heavily discounted rate in return for rights of association with the Clipper Race brand.

Crew supporters are companies or individuals who agree to directly support a crew member for a sum agreed between the two parties. In this case Clipper Ventures, the rights holder of the Clipper Round the World Yacht Race, is not involved. The list of benefits the crew member can offer is correspondingly limited. All benefits are delivered by the crew member i.e. presentations, blogs sent via their own personal email account.

CREW S H IP ONSOR

Contractual obligations Your Crew Supporters must pay you directly. There are no contractual links between the crew supporter and Clipper Ventures PLC. Fulfillment of any and all arrangements rests with you. You are bound by the terms of the Clipper 2015-16 Race Crew Agreement.

The Ground Rules Please ensure that we are aware of any plans you have regarding sponsorship and fundraising. The number one rule is to let us know. This is not only to ensure you are acting within your crew agreement but also to enable us to offer any help where possible. You CAN wear sponsored clothing prior to or during the race. However you are expected to wear official race kit at all events with a high PR visibility such as race starts, race finishes, crew receptions, prize giving ceremonies, briefings etc. However there is nothing to stop you wearing clothing provided by your sponsor while you are at sea or putting their logo on your mid- layer. You CANNOT alter any official race branded clothing supplied to you by us or your Team Sponsor. You CAN write articles for your local papers, trade journals and inhouse magazines. Please send the communications team a copy of the article when it appears. If you need help putting together a press release, let us know. You CAN blog, tweet, follow, share, pin and shout to let everyone know how you’re doing and when you’re doing it. Tell your story and remember to link in with us and we’ll do our best to support your campaigns.

Photography Any photographs not supplied by Clipper Ventures for publicity purposes are to be approved by Clipper Ventures before publication to assure quality and to ensure there is no conflict of interest with other Official Race Sponsors, Partners and Suppliers.

Use of logo The race logo is a worldwide registered trademark of Clipper Ventures PLC. Crew members are encouraged to use the Clipper 2015-16 Race Crew logo on their blogs and throughout fundraising activities. This is a marque that proudly identifies team members. You may not use the logo or its likeness as a company logo or for any other commercial purpose without permission. The logo must always appear in full colour and adhere to the guidelines, available on request.

You CAN use the selection of images we make available for you to illustrate your challenge in your search for sponsorship. You CANNOT offer a sponsor corporate branding on any part of the yacht, including the deck, sails, boom cover and interior, nor can you display any flags or banners on the yacht. You CAN use the Clipper 2015-16 Race Crew Member logo.
 You CANNOT use the official Clipper 2015-16 Round the World Yacht Race logo.
 You MUST NOT alter official Clipper Race logos in any way. This includes embedding your own personal slogan to it.

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CREW SPONSORSHIP Benefits for Crew Supporters

Support from local businesses

Entitlement

Crew Supporter

Use of title

No official association between Clipper Race and crew supporter.

Use of Clipper Race logo and associated logos

No authority to use race logo in connection with sponsorship. Authority to use Clipper 2015-16 Race Crew logo.

Credit in official race brochure, 360˚

None.

Credit alongside crew entry on website

None.

Use of PowerPoint presentation supplied by Clipper Ventures

Yes. Have a look at the collateral in the dropbox http://bit.ly/1euC3Gi or alternatively email Amy, Amartindale@ clipper-ventures.com

Use of official Clipper Race imagery

None. Crew members themselves may use the selection of official photos we provide and any they take on board.

Use of photographic and written material generated by crew member

Yes. Rights-free use of material generated by sponsored crew member for use in internal and external communications e.g. newsletters and intranet.

Get your colleagues on board by giving a lunchtime or early evening talk on your participation in the Clipper Race and your fundraising efforts. Play them short videos on our YouTube channel youtube.com/clipperrtw.

Use of official video footage of Clipper Race

For PR purposes by arrangement with Clipper Ventures.

Chamber of Commerce and local business networks

CREW S H IP ONSOR

Ask a local bakery to donate 20p from every doughnut they sell on a Friday, for example. If you can link your fundraising to a charity they will be more likely to get on board.

Sponsored and other events

41

Organise an event where people can sponsor you – a sponsored swim, silence, walk, run, sit in a bathtub of baked beans for example.

Fundraising opportunities Your employer

Communications transmission costs from yacht

Material for supporter’s use to be generated by crew member and transmission costs covered at crew member’s expense.

Use of yacht afloat

None.

Use of yacht in port

Individual yacht tours for up to four people hosted by crew member – to be agreed with skipper.

Clipper 2015-16 Race Crew Manual

Ask your company to sponsor you or to help you raise funds within your workplace or further afield in your industry. If you have an in-house magazine ask to write an article about Clipper 2015-16 Race or to follow your progress as you prepare for the race. You can use photos you take on your training courses to illustrate the articles and you can use the selection of images we provide from the race. Similarly, you could write an article for your industry-specific magazine about what you are doing and how it will help your area of expertise on your return.

Find out if your company is a member of your local Chamber of Commerce. If so, mail out a letter to selected affiliated companies explaining what you are doing and the benefits they will enjoy from sponsoring your participation. You could give a presentation to their board or sales management team – motivational experiences are a bonus for sales teams. If your company is not a Chamber member you’ll have to do a little more legwork to find the contacts Groups such as Rotary, Round Table and Lions are specifically set up to help the local community and organise functions throughout the year to raise funds for local good causes. As well as having well-connected members and a wealth of knowledge about raising money these groups are always looking for inspirational speakers.

Think big! Sometimes focusing your efforts on a few large events can be more fruitful than lots of smaller events. Ask local businesses to provide raffle prizes, get local bands to play, organise a five-a- side football tournament, cricket match, beach barbecue, concert, dinner event – anything that will draw a crowd.

Media and publicity The Clipper Ventures communications team can help you place editorial pieces about your participation in the Clipper 2015-16 Race. Tailored press information can be distributed to your local media and supported with race photography and footage. To help you establish credibility and further recognition always obtain copies of this coverage and include press cuttings when you send out letters requesting sponsorship. Email Amy Martindale at [email protected] to let us know what you are up to or to ask for assistance.

BE INSPIRED Clipper 09-10 fundraising guru was undoubtedly round the worlder Andy Milner. Andy, who works for Eastleigh Borough Council in Hampshire, secured sponsorship to pay for his berth fee from five organisations including his employer and one of the professional organisations to which he belongs. He also worked with a local charity, the Rainbow Centre for Conductive Education in Fareham, Hampshire. By February 2009 Andy had already raised almost £3,000 towards his £10,000 target for the centre.

Local businesses support crew member He used his experiences from his pre- race training to pass on to local schools and to write articles for one of his sponsors on how those learnings can be applied to the challenges of team building and leadership in local government. His website is comprehensive, well put together and his training blog is a great read – if you’re just embarking on your race adventure pull up a seat and log on to www.meridian360. me.uk to read about Andy’s time on the race. There are even some good tips on kit to take with you. Crew Sponsorship

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PART 1 G N I N I TRA

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PART 1 G N I N I A TR

R E P CLIP TRAINING E C A R

A core element of the Clipper Race experience is our pioneering training programme that enables novices and skilled yachts-people to tackle the most challenging situations on the planet. We take the lessons from having raced more than three million miles and apply them to our global training courses, constantly developing the course to keep pace with the increasing demands of the race and ensure you are trained to the highest level.

If you have any questions at any time during your training please do not hesitate to contact the training team.

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Working with our professional skippers and mates, you will live onboard 68foot and 70-foot yachts. From day one you will build teams, learn the ropes, cook, clean and race. On top of that you’ll learn the basics of yacht maintenance and management, racing tactics, survival at sea and weather routing. The most important skill you’ll learn is being part of a multi-disciplined high performance team that will function in every condition that Mother Nature can throw. Your training will consist of four compulsory practical courses, Level 1 – 4. Each course will comprise of both theoretical and practical training, building on the skills of the previous level to fully prepare you for the challenges you will face during the race.

Thea George Head of Training [email protected]

+44 (0) 2392 601 253

Ben Bowley Chief Instructor UK [email protected]

Jim Dobie Chief Instructor Australia [email protected]

+61 (0) 2 9363 2020

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PART 1 G N I N I A TR

RACE TRAINING OVERVIEW LEVEL 1 Crewing Skills

LEVEL 2 Offshore Sailing and Life onboard

LEVEL 3 Asymmetric Spinnaker Training and Racing Techniques

LEVEL 4 Team Tactics and Offshore Fleet Racing

Introduces the basic principles of sailing, how a boat functions and teaches personal safety, along with the principles of good seamanship.

Level 1 = 7 days (total duration), 6.5 days (on water), 0 days (shorebased)

Continues the development of basic sailing and seamanship skills from Level 1 but focuses more on living onboard and sailing in watch systems. This course has a heavy offshore component with a number of nights spent at sea which will allow crew to experience life onboard at sea and experience the roles that occur whilst not on deck. This level includes a one day sea survival course.

Level 2 = 6 days (total duration), 5 days (on water), 1 day (shorebased)

While continuing to draw on skills learnt on the previous levels, Level 3 will introduce the asymmetric kite. This level will enable crew to further develop their sailing skills and acquire new navigational, meteorological and watch leader skills in an offshore environment.

Consolidates all the crews sailing, seamanship and racing skills in an offshore racing environment and enables the race skippers to develop their race teams and boats in a realistic setting.

Level 3 = 6 days (total duration), 5 days (on water), 1 day (shorebased)

Level 4 = 7 days (total duration), 6.5 days (on water), 0 days (shorebased)

Race Training Hubs It is very important to us that the training we provide is both relevant to the adventure you are about to embark on and of the highest possible standard. For this reason there are only a few places where you can undertake your training. You can choose to complete all of your training at one centre or mix your courses between them.

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UK Training Headquarters Training in the UK takes place at Clipper Ventures training base in Gosport on the south coast of England. Conveniently based on the western side of Portsmouth Harbour we have easy access to the Solent and English Channel, a world renowned sailing area. The highly experienced training skippers take full advantage of this incredible sailing area and during your training you will encounter a variety of conditions in the shelter of the Solent and out in the less forgiving seas of the English Channel. Your training may also take you to some of the more remote ports along the south coast of England. The training is delivered on our fleet of ocean racing yachts. The Clipper 70s and the earlier fleet of Clipper 68s, having completed four circumnavigations, are the perfect platform for the Level 1 course.

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PART 1 G N I N I A TR

RACE TRAINING HUBS Level 1 Training

Clipper Race Training Australia New for Clipper 2015-16 Race is a training hub based in Sydney, Australia., This is currently the only training centre outside of the UK accredited to deliver the Clipper Race training scheme. The centre is operated by highly experienced instructors, some of whom are previous Clipper Race skippers.

Total duration: Time on water:

Level 1 training will introduce you to the basic principles of sailing and seamanship and teach personal safety techniques. You will learn all of the basic crewing skills which will become the bedrock of your sailing expertise.

Sydney Harbour provides a great place to learn to sail providing protection from the Pacific ocean with a typically north easterly breeze, plenty of space to practise in whilst being surrounded by iconic scenery. Offshore passages can take you either north or south of the harbour providing challenging training in a variety of conditions.

We will focus on personal safety, good seamanship and the importance of teamwork, learning key skills which will promote both personal safety and the safety of your fellow crew mates. It will also provide an important insight into the inherent risks involved in ocean racing and, most importantly, how to minimise them. You will meet your training skipper and mate who will introduce you to the Clipper 68 training yacht which will be your home for the week. During the evening you will be briefed about safety on board as well as all of the on board safety equipment. The following six days will be spent in the English Channel where you will be put through your paces, learning everything you need to know to be a safe and effective crew member.

Our Australian based training will be delivered on the Clipper 68s and will follow the same format as the training provided in the UK. Levels 1-3 are available for completion in Australia, with the requirement for Level 4 to be completed in the UK.

UK Training

Course Content

Australia Training

LEVEL 1

LEVEL 1

Crewing Skills

Crewing Skills

Pre-course reading

Practical talks

Practical experience

Knots

All safety equipment

Preparing the yacht for sea

Nautical names and terms

Man overboard

Sail hoisting and lowering

How sails work

Points of sail

Sail folding and care

Types of boats/yachts

Knots

Tacking and gybing



Technical clothing

Reefing



Meteorology

Headsail changes



Life jackets and life rafts

Poling out headsails



Standard Operating Procedures (SOPs)

Man overboard



Standing Orders

Helming

Know your boat

Log keeping

LEVEL 2

LEVEL 2





Life jackets and life rafts

Offshore Sailing and Life Onboard

Offshore Sailing and Life Onboard



Systems below deck

LEVEL 3

LEVEL 3

Asymmetric Spinnaker Training and Racing

Asymmetric Spinnaker Training and Racing



LEVEL 4 Team Tactics and Offshore Fleet Racing

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7 days 6.5 days

Clipper 2015-16 Race Crew Manual



Note: pre-course reading is contained within the training manual

Qualifications gained at Level 1 RYA Competent Crew Clipper Training Level 1 Endorsement

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PART 1 G N I N I A TR

LEVEL 1 SYLLABUS Level 1 Syllabus 1. Nautical terms

3. Emergency equipment

• Has sufficient knowledge of sea terms and parts of a boat, her rigging, sails and equipment to be able to operate effectively as a crew member on board during day to day activities

•

2. Deck work •

Sail handling

- Understands how to bend on, hoist, lower and flake sails for stowage - Can work as part of a team to reef the mainsail and understand its purpose - Can work as part of a team to change a headsail - Effective use of sheets and halyards •

Rope work

- Understands how to handle ropes in the following situations - Coiling - Stowing - Securing to cleats and bollards - Effective use of warps when mooring - Ability to tie the following knots - Figure of eight - Admiralty knot - Clove hitch - Rolling hitch - Bowline - Round turn and two half hitches - Single and double sheet bend - Reef knot

Understands the action to be taken in the event of an MOB

• Understands how and when to operate all safety equipment including - Distress flares - Life rings and danbuoys - GPS MOB button - Fire pumps, extinguishers and blankets - SARTs and EPIRBs - VHF and DSC • Life jackets and harnesses - Has an awareness of life jacket design and construction - Understands how to inspect and fit a life jacket and harness - Is able to operate a life jacket and utilise all equipment including spray hood - Is aware of and complies with rules for when to wear it •

Life rafts

- Correct stowage and containment on board - Life raft design and construction - Launching - Understands the actions to be taken in the event of abandoning ship and boarding a life raft - Righting a capsized life raft - Life raft equipment

4. Helmsmanship and sailing • Understands the basic principles of sailing and is able to trim sails on all points of sail • Understands the process of tacking and gybing and the actions to be taken in all positions • Is able to steer a straight course during day and night on all points of sail • Ability to steer a compass course

5. Rules of the road • Has a basic understanding of the rules • Is able to keep an effective lookout at sea

6. Standing Orders and Standard Operating Procedures (SOPs) 7. Meteorology • •

Sources of weather information Global weather systems

8. General duties • Is able to work as a safe and effective member of crew • Has a knowledge and understanding of systems below deck • Has an understanding of good hygiene onboard and recognizes its importance • Has carried out all general duties satisfactorily throughou tthe week including - Log keeping and position fixing - Cooking - Cleaning - Basic maintenance tasks

• Deck gear - Safely operates all deck gear and understands potential risks - Understands how to use spinnaker poles and their associated control lines

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PART 1 G N I N I A TR

THE EVOLUTION OF THE CLIPPER

HULL AND EXTERIOR

The hull construction utilises
lessons learnt from the previous races employing well-proven composite construction materials and methods. The hull and deck are of a sandwich construction using glass fibre, epoxy resins and structural foam. More commonly called Foam Reinforced Plastic (FRP), this construction method is light, stiff and is proven to produce an incredibly strong and safe hull. Modern features have been included within the design of the hull, which along with the twin rudders will give improved directional stability when heeling, provide the helm with more control and an overall faster ride.

The introduction of the Clipper 70s for the last race marked a great milestone in the history of the Clipper Race. The 70-foot yachts, designed by renowned
Naval architect Tony Castro are the shining jewel in the Clipper Race crown, stretching
from now until 2020. Two more boats will be added to the fleet, making it 14-strong, for the biggest ever race, increasing crew capacity to around 780 crew in the tenth edition of the Clipper 2015-16 Race. As with all stripped down ocean racing yachts, the Clipper 70s are not for the faint hearted. They are, by design, stripped of all luxuries. You will need to become an expert at living in a confined space, managing all your kit and belongings as you settle into your home. The Clipper 70 design is faster and more dynamic than previous Clipper Race yachts and promises to attack the 40,000-mile racecourse head on. The twelve-strong fleet is a stark comparison to the one which began the very first Clipper Round the World Yacht Race in 1996. Development ideas have been taken from both the previous yacht designs: the Clipper 60s and Clipper 68s.

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New features on the Clipper 70s include twin helms, twin rudders and a six-foot bowsprit, which allows the inclusion of three large asymmetric spinnakers and a suit of Yankee headsails, which will all add to increase performance and boat speed. The inclusion of state-of-the-art features in the new hull design produces a better performance and control, especially in
the light winds encountered near the Equator or between weather systems when crossing oceans. In the 2013-14 edition they are already laying down the gauntlet and breaking race speed records , raising the bar for your race. The design provides total control in the heaviest of conditions, ensuring not only high speeds, but safety too.

The deck layout provides a welldesigned office for the crew to perform in. Eleven Harken winches, including the primaries controlled by twin threespeed coffee grinders, will swiftly bring the sails under control.

The addition of a state-of-the-
art HD fixed camera system also ensures that every piece of action on deck will be captured and used by media and broadcasters around the world to showcase the conditions faced during the race by the crew.

Jammers and organisers have been located in easy to operate locations allowing crew to swiftly change settings. The mainsheet
 has been placed further aft in the cockpit, permitting a better level
 of communication between the
 crew as they undertake the various evolutions during tacks, gybes, hoists and drops. The aluminium mast towers 95foot above the waterline and
is rigged using tried and trusted materials and methods to further improve overall safety. Mast-mounted instruments will provide the crew with immediate feedback on sail MAP trimming and boat speed.

AUSTRALIA

VITAL STATISTICS Length overall (LOA)

75ft 10in

23.15m

Length on deck (LOD)

69ft 10in

21.30m

Length at waterline (LWL)

67ft 11in

20.70m

Beam

18ft 6in

5.65m

Draft

9ft 10in

3.00m

34 tons

34.54 tonnes

87ft 6in

26.66m

FOLLOW US Full load displacement Clipper Ventures PLC, Mast Unit 1 height A, Granary & Bakery, Royal Clarence SAIL AREA Marina, Weevil Lane, Gosport PO12 1FX. Asymmetric Spinnaker Tel: +44(0)23 9252 6000 Mainsail Fax: +44 (0)23 9252 6252 Yankee Email: [email protected] Staysail

GET CONNECTED

Facebook/clipperroundtheworld Twitter/clipperrace 3,552ft2 330m2 Youtube/clipperrtw 1,291ft2 120m2 Instagram/clipperrace 1,324ft2 123m2 Live Stream/clipperraceteam 538ft2 50m2

Insta

BERTHS 24 CONSTRUCTION

Foam cored glassfibre

Training

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INTERNAL DESIGN

You will find a stripped-out interior below decks with 24 bunks, a state-of-the-art navigation station and a simple galley. Watertight bulkheads and doors are placed at strategic locations to provide compartmentalisation in case of flooding.

The navigation station is placed towards the stern, providing a closer link between the navigator and helmsman. It is equipped with all
 the latest navigation electronics, navigation computers and up-to-date satellite communications. This area of the yacht will provide the skipper and media crew member on board with the ideal area to work in.

GRIB weather files will be studied and courses mapped on the navigation computer while photos, diaries and videos will be edited and sent back to Clipper Race HQ using the powerful marine computer.

The engine and generator
 are mounted behind the companion way steps. Their mid-ship position brings increased stability and balance to the hull and it also keeps all the ancillaries and electrical components in one maintenance-friendly area.

Centrally, just aft of the mast, sits a simple horseshoeshaped galley, which will feed in to the communal area. This is where crew briefings and all-important meal times can take place. Crew accommodation runs
from the stern forwards in a series of double bunks and stops short of a watertight bulkhead towards the front third of the boat. Ahead of this is a large compartment for storing sails, with the main hatch located directly above.

CLIPPER 60

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CLIPPER 68

CLIPPER 70

• 60-foot yacht

• 68-foot yacht

• 70-foot yacht

• 72-foot mast

• 89-foot mast

• 95-foot mast

• 
Designed by David Pedrick


• Designed by Ed Dubois

• Designed by Tony Castro

• Debuted in the Clipper 96 Race


• Debuted in the Clipper 05-06 Race

• Debuted in the Clipper 13-14 Race


• Retired after the Clipper 2002 Race

• Retired after the Clipper 11-12 Race

• 12-strong fleet - Increasing

• 8-strong fleet

• 10-strong fleet




• Record top speed 19 knots surfing

• Record top speed 29 knots surfing

• Tops speeds of
 over 30 knot

to 14-strong fleet

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PRE COURSE READING The Clipper Race training courses have been designed to teach you all you need to know in order to be a safe and efficient crew member on board. There is a lot of information to take in.

Figure of eight

Reef knot

Rolling hitch

This is a stopper knot. It is used to stop the end

The reef knot is used when there is tension on both ends, for example

This is used to attach a rope to another rope so that it grips it.

of a rope pulling through a hole.

tying a bundle of sail when reefing.

It is used to take the strain off a line that is fouled.

1) Make a bight in the rope

1) Remember to keep working with the same end. Right over left

1) Pass the end over the fouled rope

We recommend you take a look at the following pre-course reading in order to begin to learn and understand some of the techniques and principles of sailing. Many of these will

2) Make a loop by passing the tail

2) And under

over the standing part

2) Pass it around the rope and itself

be covered during your course but if you already have a good grasp of them before you step on board you will benefit greatly.

Knots Introduction

3) Pass the end under the standing

3) Carry on with the same end...

part of the rope

3) Take it around the rope and itself again

The ability to tie and use appropriate knots while at sea is an essential skill for all sailors. At first there will seem to be a lot of complicated knots to learn but, with time, you will find yourself tying them without any thought. It is also very important that you learn how and when to use the different knots. Making sure you are able to untie a knot is equally as important as making sure it will not come undone at the wrong time. Here you will find a guide to tying the eight most

4) Pass the end through the loop

4) Left over right

4) Around the rope again but this time pass it under itself

useful knots that you will use. Try to learn these off by heart. Once you master these there are many more you can learn.

5) Pull the knot tight

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5) And under and pull tight

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PRE COURSE READING Sheet bend and double sheet bend This is used to join two ropes of similar thicknesses.

1) Make a loop in the

Bowline A double sheet bend is a more secure version of the knot and can be

The bowline is one of the most important knots you will use on the Clipper boats. It is used to make a secure loop in a rope and its main use on

used if the ropes are very different thicknesses.

board is for securing the yankee and staysail sheets to the clew of the sails. One of the main advantages of the bowline is that no matter how

1) Start with a single sheet bend

much load the knot has been under it can easily be undone.

thicker rope 1) Form a bight of the required size. The bigger the bight the

4) Pass the end under the standing part of the rope

bigger the loop will be

2) Pass the thinner rope through the loop

2) Pass the end under the thick rope for a second time and back under its own standing part

2) Make a small loop as shown

5) Then pass the end of the rope back down through the small loop

3) Pass the end around

3) Pull tight

and under the loop in the direction that will eventually leave both ends

3) Pass the end up through the

6) Finally, pull the knot tight

small loop

on the same side

4) The end of the thinner rope then goes under its own thinner part

SIR ROBIN’S TOP 5) Pull tight. Double check

The bowline is one of the most useful knots to know. You will need to tie it quickly and sometimes in difficult conditions so give it some extra practise!

that the loose ends are on the same side

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PRE COURSE READING Round turn and two half hitches

Clove hitch

Admiralty knot

The round turn and two half hitches is used to attach a rope to either a ring or post. It is a very secure knot that is easily undone, even after large strain has been exerted on it. Its most common use on the Clipper yachts is for tying the fenders onto the stanchions when mooring the boat.

The clove hitch is used to attach a rope to a ring or a post. It is a very secure

The admiralty knot is a stopper knot used to prevent the end of

knot that is easily undone even after large amounts of strain have been

ropes passing through sheaves. On many small boats a figure of

exerted on it. Its most common use on the Clipper yachts is for tying the

eight is used for this purpose, however, with the size of the lines

fenders onto the stanchions when mooring the boat.

on the Clipper yachts and the durations for which they are at sea

1) Pass the end around the object

4) Repeat to form a second half hitch

the Admiralty knot is more secure. 1) Pass the working end around the object

1) Start by looping the tail over the standing part

2) Take another complete turn

5) Pull tight 2) Then pass it back over the standing part

2) Then wrap the tail over the standing part three times anti-clockwise

3) Pass the tail through the wraps going from the 3) Take the end over

3) Pass the working end

the standing part,

around the object and tuck

around and back

the end through the loop that

through to form a

is formed

standing part

half hitch

4) Finish by pulling the tail and standing part away from each other 4) Pull tight

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PRE COURSE READING

INTRODUCING

How Sails Work 17 31 16

21 18

25

19

30

26 15 23

22

12 1

32 10

8

2 7

3

11

29

24

5

Air flowing around the outside convex surface travels faster than the air on the inner concave surface.

A sail works in the same way as an aircraft wing. The flow of air over the aerofoil shape of the sail produces pressure changes on either side of it. High pressure is generated on the windward side of the sail while low pressure is generated on the other; this pressure difference results in a force known as ‘lift’ and it is this force that essentially sucks the yacht along.

20

9

13

6

33

14

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Many people think that sailing boats are pushed along by the wind. This is true when sailing downwind however upwind sailing is a little more complex.

There are several theories as to how ‘lift’ is generated by a sail and this is the subject of many books. Our intention here is simply to help you understand the basics of how sails work. The fluid dynamics of sail power can come later for those who are interested. As air flows over the two surfaces of the sail the air on the inner, concave surface is slowed due to friction with the sail, while the air on the back convex surface accelerates. If it did not accelerate a vacuum would form which nature will not allow therefore the air has to accelerate to fill this vacuum.

27

4

If the air flowing around the outside did not flow faster a vacuum would form at the leech

So, we have established that air flow around the back of a sail is faster than air flow on the inside of the sail resulting in a difference in air pressure on either side. This is explained by Bernoulli’s principle.

THE CLIPPER 68

Bernoulli’s principle

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1.

Satellite communication system

12. Halyard winches and clutches

23. Vang

2.

Radar

13. Companionway hatch

24. Cockpit

3.

Emergency Position Indicating Radio Beacon

14. Main hatch

25. Pulpit

4.

Gas locker

15. Rope locker

26. Foredeck

5.

Horseshoe lifebuoy

16. Main sail

27. Topsides

6.

Helm

17. Yankee

28. Life raft

7.

Compass binnacle

18. Staysail

29. Shroud

8.

Main sheet

19. Yankee sheet

30. Backstay

9.

Primary winch

20. Staysail sheet

31. Forestay

10. Three speed ‘coffee grinder’ winch control

21. Mast

32. Guard wire

11. Snake pit

22. Boom

33. Boarding ladder

Clipper 2015-16 Race Crew Manual

As the velocity of a fluid increases, the pressure exerted by that fluid decreases. A good example of this principle is when you see the smoke from an open fire being sucked up a chimney on a windy day. The air at the top of the chimney is accelerated due to the wind while the air inside is stationary therefore according to Bernoulli’s principle the air pressure at the top of the chimney is lower than the air pressure inside so the smoke is sucked out of the chimney. The resultant force caused by this pressure gradient is known as ‘lift’ which is exerted in a direction perpendicular to the sail. It is lift that enables sailing boats to sail upwind. The force generated not only moves the boat forward, there is also an unwanted sideways force. We are constantly trying to improve this mix through sail trim.

High pressure

Low pressure

Difference in pressure creates lift

This is obviously a very simplified explanation of how sails work but will give you a basic grasp of the principles. We will build on this at a later stage.

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PRE COURSE READING Collision Regulations Despite the vastness of the world’s oceans the large majority of vessels still operate in a relatively small area, whether this is the giant, unmarked marine highways known as shipping lanes or in and around ports and harbours where you can find merchant ships, fishing vessels and yachts happily existing alongside each other, pursuing their separate agendas. This is possible due to a set of rules by which all vessels operate and which has been developed over the past 150 years. These rules are the International Regulations for Preventing Collisions at Sea (IRPCS). The IRPCS are comprised of many rules and it is imperative that everyone who goes to sea has a clear understanding of how they are applied on the water. There are many books from which you can learn the rules and several of these are listed in the reading list in Section 9. We will look at them in more detail during your Level 3 training however, for now, there are a couple to be aware of.

Rule 5. Look out Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision. This is the most fundamental rule. If this is not observed the rest of the rules may as well not exist, however most sea farers will admit to letting it slip from time to time, especially on a sailing yacht where the sails and sometimes the heel of the boat obscure the view. It is the responsibility of everyone on board to maintain a good lookout by both sight and hearing at all times. If you see or hear something report it to the skipper, mate or watch leader immediately and never assume they have already seen it. On a sailing yacht there are two potential blind spots. Low clewed headsails create a very large blind spot on the leeward bow. The high cut clew of the sails on the Clipper 68s helps mitigate this but there is still a blind spot when the boat is well heeled over. On any yacht this spot is particularly bad if you are sitting on the windward side of the cockpit.

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The second blind spot exists to windward during strong winds when rain and spray sting the eyes making it very difficult to maintain a good lookout. In addition to this our natural instinct to stay dry and warm does not encourage us to maintain a good watch to windward. Once another vessel or object has been identified the next task is to determine whether a risk of collision exists and what action needs to be taken in order to avoid it. In order to do this you will need to understand a little about the different types of vessel you are likely to meet.

Fishing boats Other very common vessels that you will come across are fishing boats and trawlers. They will often be found working in groups and are massively constrained in their ability to manoeuvre when engaged in fishing activities. Most commercial fishing is conducted at around five knots but these vessels are capable of some impressive speeds, especially when they are on the way home!

Merchant shipping The great majority of vessels that you will encounter at sea will be merchant vessels. These will come in all shapes and sizes depending on their function and area of operation. These ships generally operate on an unforgiving schedule and will usually take the shortest route between ports, forming giant, unmarked marine highways called shipping lanes. These ships are classed as motor vessels and are therefore required to give way to sailing vessels however it should be noted that often the field of view of the deck officer is limited due to the size of the ship and its cargo. In open water the bridge will often only have two people on watch at any time. You should therefore never assume they have seen you!

Unlike merchant and fishing vessels, not all the skippers in charge are qualified or experienced seafarers. This is not to say that these vessels will not be sailed professionally as there are many highly experienced and professional skippers out there. The point is that you cannot always take it for granted that the skipper will take the consistently predictable actions you may expect. It is also worth remembering that sailing vessels engaged in racing conform to a whole different set of rules: the racing rules of sailing. This does not mean that they are not also bound by the normal collision regulations but it is perhaps worth making some allowance as they may be preoccupied by the racing.

Motor vessels Like sailing vessels, motor vessels also come in a wide variety of shapes and sizes, from large luxury super yachts which often look more like ships, to smaller leisure craft and rigid inflatable boats (RIBs) designed for inshore use. As with sailing vessels there is no requirement for the skippers of these smaller vessels to be qualified or even experienced. This is not to say that these vessels will not be driven professionally as there are many highly experienced and professional skippers out there. The point is that, as with sailing vessels, you cannot always take it for granted that the skipper will take the consistently predictable actions you may expect.

In inshore waters these vessels are often restricted by their draftt and ability to manoeuvre. A large container ship can draw up to 15 metres (50 feet) and their propellers and rudders are less effective in shallow water, so even if they wanted to try to avoid you they probably couldn’t! During the day these ships will display a cylindrical day shape on their mast. During fishing and trawling operations these vessels are often connected to hugely complex structures of wire, cordage, heavy metal and netting making them very unmanoeuvrable. They also often operate in close proximity to each other, wrecks and other underwater obstructions. It is well worth keeping a good lookout for these vessels and ensuring you give them a wide berth. During daylight hours these vessels will display an hourglass shape in their rigging when they are fishing but be warned - they often display this whether they are fishing or not!

These days even the smallest of motor vessels has a lot of power and is capable of travelling at high speed therefore a boat spotted several miles away will be on top of you very quickly and this needs to be taken into consideration when trying to avoid them.

Sailing vessels Sailing vessels come in a wide variety of shapes and sizes, from old fashioned square riggers with enormous sail area and limited manoeuvrability to cutting edge high performance racing yachts which are highly manoeuvrable and capable of high speeds. There is, of course, a raft of yachts between these extremes with differing functions and manoeuvrability.

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SAFETY Safety Brief Every time you get on a Clipper yacht you will be given a safety briefing. If at any time you are unsure of any of the points that are covered please ask your Skipper or Training Mate for clarification. Remember – this is for your safety and it is your responsibility to ensure you understand and are familiar with the environment you will be working in.

Your safety brief will include the following • Welcome • Introduction to the boat and staff • Overview of the course or delivery • Orientation of the sailing area • General safety •





















Moving around deck - Always work on the high side - One hand for the boat, one for yourself - Trip hazards Cockpit fiddles Hatches - open and closed Spinnaker and jockey poles Deck blocks Hand rails Winches Cleats Jammers Ropes and lines Jackstays - Boom and mainsheet

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• Winch safety

-

Minimum number of turns Pulling in by hand Loading up Easing Releasing Use of safety turns Use of jammers in conjunction with winches Use of and stowage of winch handles

•

Personal equipment



- Life jackets Clipper life jackets are to be worn at all times when on deck Fitting Crotch strap Inflation •  Automatic •  Manual Light Whistle





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Importance of staying on board What to do if in the water - Wet weather gear Availability and location Importance of staying warm and dry - Sunburn and exposure - Avoiding dehydration

•

Safety equipment on deck



-

•

Safety equipment below decks



- L  ocation and operation of fire extinguishers, fire blankets and fire pump - Location and operation of man overboard equipment - Location and operation of search light - Location of first aid kit and medical stores - Location and operation of all through hull fittings - Location and operation of bilge pump system - Location and operation of pyrotechnics - Location and operation of gas system shut off valves - Location and operation of fuel shut off valves - Location and operation of VHF radio, DSC, Sat C and satellite communications





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Location and operation of life rings and danbuoy Location and operation of EPIRB Location and operation of throwing line Location and operation of safety knives Location and operation of life rafts Location and operation of emergency steering

•

Safety below deck



-

•

Safety procedures



-

Precautions when using companionway steps Clipping on before exiting the companionway Precautions when moving around below Precautions when cooking Use of lee cloths SOPs and Standing Orders Gas routine Maintenance of the Ship’s Log and position on paper charts Emergency radio procedure Skipper’s standing orders

• Domestic - Heads Location and operation Hygiene - Fresh water system and pumps Necessity to save water - Tidiness and hygiene - Smoking and alcohol policy - Mobile phone policy





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LIFE JACKETS AND HARNESSES Yachting is one of the safest leisure sporting activities and many sailors will never be required to deal with a serious emergency situation. However it is a well proven fact that in the event of an emergency at sea, people who have received training are more likely to survive.

Basic seamanlike practices •

Always move along the high, or windward, side of the yacht

• One hand for you (to hold on) and one hand for the yacht (for the job) •

For this reason emergency drills such as a man overboard, steering failure and medical emergencies will form a key part of your training. They will be repeated time and time again throughout your training sessions and you will gain experience of the actions to be taken under a wide variety of conditions. For your own safety you and everyone else you are training with must make themselves aware of the Clipper Standing Orders and SOPs.

Personal Safety We all have to take responsibility for our own personal safety as well as a responsibility towards the safety of others on board. An example of this would be to look after other crew members by checking their life jacket is fitted correctly whenever you know they have just put it on – they will do the same for you.

a sail is being lowered • Always look out for others, especially when involved in

This is every sailor’s worst nightmare and prevention is definitely better than cure. Being physically attached to the boat is an excellent first step! Your safety line should be used whenever there is any danger of unsteady motion on the boat. Remember that if you go overboard at night or in bad weather there is a significant risk that you will not be found.

should be a tight fit when your fist is placed between the strap and your chest • Always use the crotch strap • Your life jacket should be kept around your neck or in your

manoeuvres or on the foredeck • Always have your knife with you and easily accessible

designated life jacket pocket • Never leave it lying around on or below deck. You may need to be

• At night you should always have your torch easily accessible

able to locate it quickly

• Never run, either on board or on the pontoons • Look after all the on board equipment • If you see a job – do it

Life jackets and harnesses

Use of safety lines Safety lines should always be worn with life jackets. Crew who fall overboard on a yacht have often gone to the trouble of putting on a safety harness yet have not actually clipped on, possibly one of the easiest aspects of using a harness.

Each time you join your Clipper yacht you

Man overboard

Immediate action • Raise the alert • Stop the boat • Locate the casualty In the event of a man overboard follow this standard procedure

Raise the alarm The call of ‘MAN OVERBOARD’ should be made by everyone, as loud as you can. If the skipper is sleeping make sure he/she is woken.

Stop the boat

will be supplied with a life jacket

You should clip on at all times but

with integral safety harness. This will

particularly in the following situations

Once the helmsman is certain that everyone on deck is in a safe location they should immediately perform a crash stop or hove to.

be yours for the duration of the trip and

• At night

could save your life, so look after it!

Locate the casualty

• When working on the foredeck

Providing a minimum of 150N (Newtons)

• Before coming on or going off deck

One person should constantly look and point at the casualty. This is a VITAL role and this person should not do anything else.

of buoyancy it is designed to ensure that

• In heavy weather

an unconscious person floats face up and is suitable for both swimmers and non

When clipping on make sure you only clip on to the jack stays which

swimmers alike.

run down both side decks or the fixed eyes which are designed for

Your life jacket can either be inflated orally, by blowing into the

the yacht as this will prevent you falling overboard.

The crew member nearest the navigation area presses the GPS Man Overboard button and writes down the GPS position in the logbook.

Start engine

automatically when immersed in water.

SIR ROBIN’S TOP TIPS

Each time you are issued with a life jacket you should carry out the following checks

As well as holding on make sure you clip on whenever you can. It may slow you down as you move around the boat but your safety is more important.

• Inflation test: orally inflate life jacket and leave for one hour, then check it is still fully inflated • Remove the CO2 cylinder and make sure it has not been

is present and attached to the life jacket • Check all buckles and clips for damage

Once the GPS MOB button has been pressed the same crew member should start the engine and inform the helmsman they have done so.

Drop sails Both yankee and staysail should be dropped.

Prepare equipment

pierced. Ensure you replace it tightly into the

including your safety line, is not worn

The crew member nearest the danbuoy should immediately throw this and the horseshoe life ring overboard.

Press MOB button on GPS

metal bottle. The gas is released manually by pulling a toggle or

• Check the emergency light is working and the whistle

Throw the danbuoy and life ring

this purpose. Also ensure you always clip on to the windward side of inflation tube, or by carbon dioxide which is stored in a sealed

• Check the straps for chafe and that the stitching on all straps,

Clipper 2015-16 Race Crew Manual

• Adjust your life jacket each time you put it on. The waist belt

• Always sit upwind of sails and rigging, especially when

firing mechanism

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Distress Situations

Always be aware of what is happening around you

• If you do a job – do it properly By its very nature ocean racing involves an element of risk. It is not possible for us to remove this, nor would we want to as it is a key part of the appeal for so many people. Accidents are unfortunately inevitable; it is only through continuous awareness of potential dangers and creating techniques that reduce exposure to risk that we are able to minimise them and deal with them appropriately and quickly. This is as important for us as race organisers as it is for the race crew and is a priority right throughout the yacht build, the training and the race itself.

Your life jacket should be worn at all times whilst on deck.

Never clip on to •

The steering pedestal

•

The pulpit / pushpit

•

Sheets or running rigging

•

Standing rigging

•

Guard wires or stanchions

The boat hook, lifting strop and scramble net must be made ready and attached to the deck or an appropriate halyard. A crew member must be prepared as a swimmer with a life jacket and climbing harness.

Recovery under engine Man overboard manoeuvres are always carried out under engine unless, for some reason, the yacht’s engine is not functioning. This is to ensure that the casualty is recovered as quickly as possible in order to maximise their chances of survival.

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SAFETY WIND DIRECTION

Recovery manoeuvre under engine 1. Casualty falls overboard (

)

2. Crash stop 3. Throw the danbuoy and life ring

What to do if you are overboard

Foam fire extinguishers can be used on all other

types of fire, including electrical, except for diesel or

• Make sure someone knows you have gone overboard

4

oil-based fires.

• Inflate your life jacket and pull the spray hood over your head

2&3

• Switch on light • Fasten cuffs and ankle seals on foul weather sailing suit and

4. Start the engine and drop the headsails

put up hood and fasten spume visor

5. Manoeuvre downwind of the casualty

• Adopt HELP (Heat Escape Loss Prevention) position, crossed

6. Approach the MOB into the wind so that the

To windward of casualty

mainsail is depowered. Pick up the MOB on the

1

leeward side by the shrouds

Fire blankets should be used on liquid fires (cooking

arms and legs but relaxed

5

oil) or people, smothering the flames and depriving

• Keep movements to a minimum to prevent cold water shock

the fire of oxygen.

• Put waves to your back To leeward of casualty

6

• Do not swim to the danbuoy unless it is very close • Do not try to swim after the yacht, let it come to you • Use your whistle to make sound signals • DON’T PANIC

Recovery manoeuvre under sail 1. Casualty falls overboard (

Fire

WIND DIRECTION

•

3

2. Crash stop and throw the danbuoy and life ring

4

2

•

Turn off the engine if the fire is in the engine space

handling these items and when lighting the stove or oven. A fire on

•

Close off ventilation to the fire

board is very serious and can spread rapidly around the boat.

•

Apply extinguisher to the base of the fire

•

Use all available means of communication to raise the alarm

•

Prepare life rafts and crew for abandonment

Fire prevention

5. Approach the MOB on a fine reach so that the mainsail is

• Keep the engine bay and electrics clean and tidy

when released 6. Pick up the MOB on the leeward side by the shrouds

6

To windward of casualty

To leeward of casualty 5

Recovering a casualty from the water There are several pieces of equipment on board a Clipper yacht to aid in the recovery of a man overboard including a helicopter strop and scramble net. The technique employed will be dependent on the situation and whether the casualty is conscious.

Conscious casualty The helicopter lifting strop is by far the most effective means of recovering a casualty. It should be attached to the end of the spinnaker halyard and lowered to the casualty. The casualty places it under his or her arms, tightens it around the chest using the adjusting loop and is smartly hoisted back on board.

• Never smoke below deck, when refuelling, handling gas bottles or upwind of flammable items such as sails

1

Unconscious or injured casualty

under the galley counter

including gas, oil and solvents. Great care should be taken when

4. Tack around and manoeuvre downwind of the casualty powered up when pulled in and depowered

Raise the alarm; make sure everybody on board knows about it

• Shut off all fuel valves for the engine and generator. These are

Several flammable items are carried on board the Clipper yachts

)

3. Put the boat on beam reach and drop the headsails

In the event of a fire breaking out, tackle it

• Always turn off the gas at the stop cock as well as on the cooker

Flood Any flood on board is very serious. Floods can happen for several reasons, including a hull breach due to striking an object or if one

• Always take care when cooking fats and solvents

of the underwater fittings (seacocks) fails. The Clipper yachts

• Always report smells of gas or gas alarms

are fitted with bilge alarms to warn of floods however it is very

• Always put used matches under a tap before discarding

important to check the bilges regularly in order to identify flood

in the bin

There is only one option – someone has to go in and get them

Fire requires three elements to burn: oxygen, fuel and heat. If any of

• A swimmer should be prepared wearing the climbing harness and a life jacket. He or she attaches the helicopter lifting strop to the harness and is lowered by halyard into the water

these elements are removed the fire will go out.

Fire fighting

risks early. The bilges should be pumped dry every hour as it is normal for them to have some water in them. In the event of flooding due to a failed seacock or hull damage the following steps should be taken. •

Commence bilge pumping immediately

•  The swimmer them places the lifting strop under the casualty’s arms and tightens it around the chest using the adjustable loop

The Clipper fleet is fitted with several types of fire fighting

•

Close watertight bulkhead doors

equipment including both foam and CO2 extinguishers, fire blankets

•

Identify source of water ingress

• Both the casualty and the swimmer are hoisted back on board

and a manual fire pump. It is important that all crew members know

• Stop water ingress by closing seacock or plugging hole

Remember that the swimmer will also be cold and wet after this and should also be treated as a casualty.

exactly where each piece of equipment is stored as well as when and how it should be used. Carbon dioxide extinguishers are primarily for use in the engine and generator compartments. They should not be used on cooking oil fires as the blast of gas

with a wooden bung or other object •

Prepare life rafts and crew for abandonment

•

Use all forms of communication to raise alarm

• If possible manoeuvre vessel relative to weather to reduce motion which could result in early swamping

can cause oil to splash. Do not use on people as the cold gas can cause burns.

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ROPES AND DECK WORK There are many ropes and lines onboard a yacht. They need to be kept tidy otherwise they will become tangled, preventing us from reacting quickly when we need to. Ropes should always be neatly coiled before being stowed.

Cleats

Cleats have many uses on boats but perhaps the most common is for securing mooring lines to the deck when mooring the yacht in a marina. As the Clipper yachts are so heavy it is important the mooring lines are secured properly to ensure the boat is safe but also to prevent the mooring lines jamming under tension. Using them correctly is very simple

Coiling a rope 1) In order to make all of the

4) Pull a loop of rope through the top

coils the same length use

of the coil

the width of your arms each time

Put a turn all the way around the cleat

2) Always coil the rope in a

5) Finally push the end of the rope

clockwise direction into

through the loop. The line can now

your left hand. Twist your

be hung up with a clove hitch or

right hand away from you

round turn and two

each time you form a coil,

half hitches

Follow this with a figure of eight

And then another turn all the way around

This is enough to hold the boat and it will never jam. OXO is a good way to remember it. Mooring lines Every time we moor the yachts it is important to ensure that they are secure. The boats should always be secured with a minimum of a bow and stern breast line and two springs. Often we will add two extra breast lines.

this will stop the coils kinking

3) Keep coiling until you have about two metres left then wrap the rope three times tightly around the coil near the top

SIR ROBIN’S TOP TIPS Everything on board should be stowed neatly and ready to use. This is especially true of ropes. You don’t want to be untangling them at the time they are needed.

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ROPES AND DECK WORK Winches

Clutches

Everything on board a Clipper 70 is big and heavy; for this reason we use winches for pretty much everything we do. The winches operate under enormous loads and, if not treated with respect, could cause serious injury - hence the need to understand how to use them correctly.

Since it would be impractical to provide a separate winch to deal with all the various control lines, clutches are provided for some of them. These devices grip a line under tension by means of a lever and cam, which enables winches to be freed for other purposes.

Using winches

Using them correctly is very simple 1) Always load the rope clockwise around a winch

3) Once you can’t pull any more put a fourth turn around the winch and then a final turn into the self tailor

2) Put three turns around the winch and pull in as much as you can. You should never operate a winch with less than three turns

4) Put the winch handle into the top of the winch and start turning it anti-clockwise. The winch has two gears so, once it gets hard to turn, try going the other way 5) Once you have finished, put the winch handle away. It should never be left on the deck. Finally put one more safety turn around the winch to prevent the rope being kicked

Clutch open

Clutch closing

Clutch closed

2) To release a rope from a jammer

3) To close the jammer

Using jammers

out of the self tailor Always be aware that the line you are pulling in has two ends. Winches are very powerful and can easily damage sails and other deck gear. Always have one eye on what you are doing at the other end of the line.

Easing and releasing winches 1) Be very careful when letting

2) If you need to release a rope

a rope out on a winch, there

quickly, first ease the pressure

is a lot of tension on it. To

off and then lift the line up

1) A n example of both open and closed

let a little bit out, carefully

vertically and flick off all the

jammers. The white plate section

simultaneously pull the release

take the rope out of the self

turns except the last one

simply winch the line tight until the

at the forward end of the handle

white plate section is visible and

trigger whilst pushing the sliding

indicates the jammer is open

the release trigger clicks closed

part of the mechanism back

tailor but keep tension on it. Put the flat of your left hand

inside the body of the jammer

against the winch (as shown in the picture) and use both hands to slowly ease it out

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ROPES AND DECK WORK Clipper 68 and 70 deck gear In addition to the aforementioned deck gear, both the Clipper 68s and 70s have additional pieces of deck equipment, the pedestal grinder, which is often called the coffee grinder.

Before grinding make sure that the pedestal is connected to the working winch and disconnected from any lazy winches. The grinder is very powerful and can easily damage sails and other deck gear. Always have one eye on what you are doing at the other end of the line.

In Level one, using the individual coffee grinder on the Clipper 68 will be good preparation for using the twin system on the Clipper 70 in later training and the race. Situated in the centre of the clipper 68s deck it enabled two people to work together to operate the primary winches and perform some of the harder jobs more quickly. Two people should work together on the grinder. One crew member should stand on each side of the pedestal and take hold of one outside handle and one inside handle as shown in the picture. This will help to stop your heads banging together. Make sure you do not stand too close to the pedestal or you might hurt your hands by hitting your lifejacket buckle as you turn the handles.

Connecting the grinder to a winch: The grinder is designed to operate both primary winches. It is important however that the grinder is only connected to one winch at a time. This is done using two levers which are situated at the base of the grinder pedestal. A winch is connected when the lever is pointing towards it, and disconnected when the lever is pointing either forward or aft. Winch selection levers.

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Pointing out towards

Pointing aft away from

the working winch

the working winch

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WORKING WITH SAILS Each of the Clipper Race yachts carries eleven different sails which can be used in a variety of combinations to suit the conditions. Each sail has a specific wind range within which it will provide optimal performance. The best sail combination will depend on the following: • • • •

Wind speed Sea state Point of sail Condition of sail

Below is a guide to the maximum wind ranges for each sail. The key to maximising the boat’s performance is knowing the conditions in which each sail will perform best and this is where experience is key. Each sail has its own idiosyncrasies and knowing these will help prolong their life and also make the yacht go more quickly. A good starting point is to have a guide to the basic settings for each sail and one to indicate which combination of sails makes the yacht go faster in any given conditions.

Sail

Recommended maximum wind strength

Main

Reef to conditions

Yankee 1

18 knots apparent

Yankee 2

24 knots apparent

Yankee 3

30 knots apparent

Staysail

35 knots apparent

Spinnaker 2.2oz 30 knots apparent Spinnaker 1.5oz

20 knots apparent

Spinnaker 0.75oz 12 knots apparent Windseeker

6 knots apparent

Always remember that your sails are your power. Without them you will not be able to race so you need to make sure they are properly looked after. They must never be

Mainsail Controls

Headsail Controls

Halyard

Halyard

•

Trodden on

•

Allowed to flog

•

Stretched out of shape

This is the rope used to hoist the mainsail. We use the halyard to adjust the luff tension which affects the shape of the sail.

This is the rope that pulls a sail up the mast. It is also used to adjust the luff tension of a sail which, in turn, will adjust the draft position. As the luff is tensioned the draft position moves forward.

•

Sheeted in before they are fully hoisted

•

Allowed to rub (chafe) against the rigging

Sheet

Sheet

This is the line used to control the angle of the mainsail. It has a dedicated winch on the port side in front of the helm. Care should be taken when adjusting the mainsheet as the loads can be large. There should always be a minimum of three turns on the main sheet winch.

This is the rope that pulls the sail in and out. By pulling it in the headsail will be sheeted in and the boat will be able to sail closer to the wind. When the boat bears away the sheet will need to be eased.

Inspection on a regular basis should be a high priority

Sail Anatomy •

Head

- Top of the sail where the halyard is attached

•

Clew

- This is the aft corner of the sail where the main outhaul or jib sheets are attached

•

Tack

- This is the front corner of the sail

•

Foot

- This is the bottom edge of the sail

•

Luff

- This is the front edge of the sail

•

Leech - This is the aft edge of the sail

Vang The vang is operated from the snake pit. The line applies a downward force to the boom and must always be released before any manoeuvre that results in the boom being lifted. The main purpose of the vang is to control the amount of twist in the sail when off the wind.

Traveller The traveller is used to adjust the angle of the mainsheet which helps us to control the amount of twist in the sail. Both traveller lines are operated from one winch on the starboard side of the cockpit. Always ensure that both lines are jammed off before taking anything off the winch.

Car position The position of the headsail car can be moved forwards or backwards. By doing this we adjust the angle of the sheet. If the car is moved forwards the sheet will exert more tension on the leech of the sail, decreasing the amount of twist and allowing the foot to become fuller. Moving the car back will increase the tension in the foot and flattens the lower section of the sail while increasing the twist in the sail.

Points of Sail A modern yacht will sail at any angle to the wind up to an angle of about 40ºeach side of the wind. Depending on the direction in which we want to travel we could be required to sail at many different angles to the wind. Each time the boat changes direction the sails will need to be adjusted. The diagram below shows the different points of sail and the associated sail trim.

The above three mainsail controls work in harmony with each other to control both the sheeting angle and the twist of the sail. This complex interaction will be demonstrated during your practical training.

Cunningham The cunningham is employed by attaching a handy billy (block and tackle) to the cringle (metal ring) just above the tack and then applying tension. Like the main halyard the cunningham is used to adjust the luff tension and the shape of the sail.

Leech line The leach line is used to prevent the leech of a sail flapping or vibrating. On the mainsail it is adjusted at the tack.

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WORKING WITH SAILS Close-hauled or beating

Using tell tales for sail trim

When sailing a straight line, keep the sail almost entirely hauled in for maximum speed. If your destination requires you to sail closer to the wind than the yacht is able to point, you will have to zigzag to it. This zigzagging upwind is called tacking or beating (to windward). Aim as close as you can to your destination with the wind on one side. After a while, tack and aim as close as you can again. Continue like this until you reach your destination.

Tell tales are small strips of wool or ribbon which are attached to the sails. Their purpose is to show the air flow across the two surfaces of the sails. When trimming sails we try to get them so they are flying on both sides which shows even air flow on both sides of the sails. On the headsails if the windward tell tale is not flying the sail needs to be brought in whereas if the leeward tell tale is not flying it needs to be let out. The tell tales on the main sail are attached to the leech; let out the sail until all of the tell tales fly then bring it back in until the top tell tale only flies 50 percent of the time. Please be aware, tell tales may only be used when the wind is on or forward of the beam.

• Ensure the correct reefing line is ready to go on a winch and have the other two ready to be pulled hand tight • Have the topping lift ready to be winched in

Shaking out a reef

This is the reverse of the previous evolution Preparation • •

Depowering the main (VMT)

We will look at sail trim in more detail at Level 2.

•

•

Good sail trim is essential to generate good boat speed. The wind is constantly changing so the sails will need constant attention. Remember TRIM, TRIM, TRIM!

•

•

When sailing a straight line, let out the sail just slightly from completely hauled in for maximum speed.

Beam reach When sailing a straight line, position the sail at just over a 45° angle to the boat for maximum lift.

Broad reach When sailing a straight line, position the sail at an angle of 45° or more to the boat to catch as much wind as possible. With the spinnaker up this is ideal for high boat speeds and high adrenaline levels.

Running When sailing a straight line let out the sail nearly perpendicular to the boat for maximum speed. As modern sails are aerodynamically efficient, using a sail in drag mode (i.e. dead downwind) is actually slow, as the drag creates less drive than the lift of the sail would. Therefore it is quicker to sail at angles to the wind and gybe, rather than dead downwind. It is safer and more comfortable, too.

Basic sail trim There are two simple rules for trimming sails • •

If in doubt, let it out A flappy sail is an unhappy sail

An over-trimmed sail is less efficient than an under trimmed one. Overtrimming causes the sail to produce more sideways and heeling forces which are detrimental to boat speed and direction. An under-trimmed sail will flap and generate less lift. It should be noted that a sail is most efficient just before its point of collapse.

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Sail Evolutions Sail changes on a yacht are like gear changes in a car – the whole idea is to get back up to speed as quickly as possible. The crew is divided into two fundamental groups – the trimmers and the changers. The trimmers have to concentrate on sail trim all the time, even during evolutions, and the changers have to execute the evolution in as efficient and safe a manner as possible.

Reefing Reefing the mainsail or shaking out a reef are both evolutions that are performed time and time again as they are a quick and easy way to react to a change in wind speed. The Clipper 70s use a slab reefing system which, as the name suggests, allows large sections (slabs) of the sail to be taken out of or put into play. The following explanation does not specify individual winches for the lines used as winch selection will depend on the tack the boat is on and which reef is being worked on.

Putting in a reef Preparation • Flake the main halyard on deck for a smooth drop and take up all the tension on the main halyard winch so as to allow the jammer to be opened

 ase vang and mainsheet whilst the topping lift is pulled hand tight E until the sail is sufficiently depowered

Shaking out the reef

SIR ROBIN’S TOP

Close reach or fine reach

Set up the main halyard on its winch with the jammer open Set the working reefing line on a winch with its in-boom jammer open. If the other two reefing lines are involved (e.g. if the first reef is shaken out, the second and third reefing lines will also have to be let out) they will have to be flaked on deck and their in-boom jammers opened

 elease the reefing line. It is vital that the aft end of the sail is R released before the luff end, to prevent mainsail sliders being pulled from the mast track Once the reefing line is free the cunningham can be released and the mainsail halyard winched up to the desired height and luff tension The two other reefing lines must be checked to ensure they do not catch as the sail goes up

Depowering the main (VMT)

Trimming the main (TMV)

• Release the vang, easing it out to avoid the boom bouncing up •  Ease out the mainsheet until the mainsail depowers, grinding up the topping lift to support the boom

•

Lowering the main

•

 he topping lift is now released and the mainsheet and vang T applied as necessary to properly trim the sail

Tidying up All lines are tidied up ready for use

• Ease out the main halyard until the reefing cringle can be attached to the cunningham, then pull the handy billy tight so that the cringle is as low as possible Setting the reef • Grind in the main halyard to the desired luff tension. While this is happening the relevant reefing line can be pulled in by hand on a winch • Once the luff tension is correct, grind in on the reefing line until the clew cringle of the sail is down to the boom Trimming the main (TMV) • Ease the topping lift so that it is loose and pull the main in until it is correctly trimmed. Finally apply the vang as required Tidying up • If the first reef was put in, both the second and third reefing lines will need to be pulled in by hand to stop them flogging around. If the second reef was put in, only the third reefing line will still be loose and so need pulling in • The lines should be tidied up as usual, and made ready for use

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WORKING WITH SAILS Headsail Changes The speed of a headsail change is not measured by the overall evolution time but by the time that the yacht does not have a trimmed headsail up, otherwise known as being bareheaded. To minimise the time for which the yacht is bareheaded, a racing change is usually done.

Great care should be taken not to let go of the end, even when the halyard is connected to the new sail. As with the sheets, the snakepit crew should control the tension on the halyard to allow the bowman to work unimpeded.

•  The new sail is tacked on to the appropriate deck strop and then hanked on to the bottom of the forestay by the bowman, who will be in the pulpit. Depending on which sail is already flying the lower two hanks may need to be undone on the existing sail. •  The headsail halyard is put on to the appropriate winch, the jammer released and the halyard flaked to ensure a smooth drop. •  The sail bag is taken down below and the foredeck crew should place themselves along the foot of the sail. The furthest forward crew member should be as close to the tack of the sail as possible as he or she will be vital in gathering in and controlling the major part of the sail. Dropping the old sail •  On the bowman’s signal the halyard is smoothly eased out so that the bowman can release the hanks of the old sail as they drop down to his or her level. The speed of the drop should be matched with the speed at which the bowman can undo the hanks. •  The foredeck crew gathering in the sail should tie it securely with pre-positioned sail ties as quickly as possible and then two of them stand by to sweat the halyard. •  When the old sail is safely under control, the cockpit crew ease the sheets in order that they may be changed from the old clew to the new and one member goes forward in order to change the leeward sheet car to its new setting. The windward car can be changed while the foredeck crew are preparing the hoist. •  The foredeck crew member at the clew of the sail should change the sheets from one sail to another as soon as possible. The working sheet should be changed first. The cockpit crew should closely observe this operation so as to give the right amount of slack whenever it is required. •  Once the old sail is completely un-hanked the bowman swaps the halyard from the head of the old sail to the head of the new sail.

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Helming

We tack and gybe to turn the yacht through the wind resulting in the sails changing sides. When we are sailing upwind we turn the boat so that the front of the boat passes head to wind; this is a tack. Downwind we turn with the back of the boat passing through the wind; this is a gybe. Both tacking and gybing require a lot of crew members as all of the sails have to be transferred from one side of the boat to the other.

On ‘Helm’s a lee’ make your turn. Just before you turn, look down a line perpendicular to the yacht’s heading and to windward. This gives you an idea of your new heading. Turn the yacht steadily and remember to start to straighten up before you think you need to.

When tacking or gybing all crew members must be in a safe position, ideally in the cockpit. Watch out for the boom and mainsheet which will travel across the deck. Also remember that the low side of the boat will become the high side and vice versa. Crew members in the snakepit should also be aware of the yankee sheets as they can flog wildly during a tack.

Preparation •  The new sail should be brought up from below tack first and pulled up to the bow along the windward side of the boat.

Tacking and Gybing

Tacking Raising the new sail • When the bowman, the mast men and the cockpit crew are ready the sail is hoisted smartly. The final tension is applied under the control of the bowman at the pulpit. • During the hoist the cockpit crew should endeavour to ease enough sheet so that the hoisting party is not battling against a partially filled sail but at the same time trying not to let the sail flog excessively. • Once the sail has been hoisted it is then trimmed immediately.

Tacking involves turning the bow of the yacht through the wind so that the wind moves from one side of the yacht to the other. The sails will also swap sides. In order for this to happen the yankee and staysail sheets will need to be released from the working winches and hauled in on the opposite side of the boat. The mainsail will change sides of its own accord however may need to be tended if the sheet is eased or if adjustment to the traveller is required. There are four basic command calls ‘Stand by to tack’ - Everyone should move into the correct positions by the relevant winches and prepare to tack.

SIR ROBIN’S TOP TIPS Communication is the secret here. The bow team, snake pit and cockpit need to work in unison. Remember communication is not just verbal; keep your head up and watch what is happening in other parts of the boat so you can react to their needs.

Tidying up • The old sail should be brought back on the windward side of the boat and neatly flaked with the luff forward. Be careful to pack it in the correct bag and have the tack end of the bag matched with the tack of the sail. • The sail bag is taken down below and the foredeck crew should place themselves along the foot of the old sail. These crew should position themselves as near to the tack of the sail as possible as they need to control and gather the main bulk of the sail.

‘Ready about?’ - This is a question: ‘Are you ready to tack?’ If you are shout, ‘YES!’ ‘Helm’s a lee’ - The helmsman is initiating the turn. Safety turns should be removed from winches. ‘Lee ho’ - The boat has turned through head to wind and sails should be released from the working winches and pulled in and trimmed on the new side.

On ‘Stand by to tack’ keep on going. Make sure you know which way you are going to turn (to windward).

‘Lee ho’ will be called sometime through your turn; just keep on going. As your experience grows, you will be making the calls through the tack and you will learn several techniques to make tacking easier.

Headsail sheets On ‘Stand by to tack’ one crew should go to each working winch, make sure the line is flaked and clear to run (no feet in the line etc). DO NOT REMOVE THE SAFETY TURN! Two crew should go to the lazy winches. One should make sure there are three turns on the winch, pull in any slack and be ready to pull the sheet in, whilst the other gets and holds a winch handle and readies themselves for winching. On ‘Helm’s a lee’ the crew on the working winches remove the safety turn. KEEP THE SHEET IN THE SELF TAILOR! On ‘Lee ho’, the crew on the working winch should spin the turns off the winch apart from the last turn which strips any twists out of the sheet, and LET GO! The crew on the lazy sheet should pull it in. When the sail is over on their side and they can no longer pull it in, the sheet should be loaded onto the winch and final tension applied by winching until the sail is trimmed for course.

Main sheet On ‘Stand by to tack’ make sure the slack has been taken up on both traveller lines and they are secured by the jammers. If the mainsheet has been eased, take the winch to three turns and prepare to pull in the slack during the tack.

There are four main action stations: running backstays, helming, headsail sheets and the main sheet.

On ‘Helm’s a lee’ pull in any slack in the mainsheet to prevent it catching on deck gear or crew as it passes across the deck. Once the yacht has settled on its new course, trim the main as appropriate. Wait for the main to settle on its new side before adjusting the traveller.

Running backstays

After each tack all lines should be tidied.

On ‘Stand by to tack’ one crew mans each running backstay winch. The lazy runner (on the low side) should be brought back until it is just touching the mainsail. It should then be loaded up onto the winch, and a winch handle inserted. DO NOT WINCH! On the working winch, all spare line can be thrown off. DO NOT REMOVE THE SAFETY TURN – the runner is still needed to support the mast! On ‘Helm’s a lee’ remove the safety turn from the high side winch. On ‘Lee ho’ ease the working runner to the guard position. Winch the new runner tight. Once the headsails have filled, on the new tack, send the old runner all the way forward and close the new runner tricing line clutch taking out any slack.

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WORKING WITH SAILS Gybing is similar to tacking – the difference is the stern of the yacht passes through the wind. Because of this the sails are powered up throughout and the mainsail particularly will come across with a bang. Gybing

Helming On ‘Stand by to gybe’ keep going straight but get an idea of what your new course will be. On ‘Bearing away’ start your turn. Keep the turn slow; you have a lot of time in a gybe. When the wind fills the main from the new side there is a tendency for the yacht to heel and round up. This can be avoided by a small amount of opposite rudder at the right time. When the yacht is under control and the main is filled from the new side, head up onto your new course.

The main is often well out and, for safety reasons, this needs to be brought into the centre before a gybe. It also allows the lazy runner to be brought aft. There are four basic command calls ‘Stand by to gybe’ - Indicates preparation for a gybe ‘Ready to gybe?’ - This is a question and needs an answer. If you are ready a ‘Yes’ will do, but if not call, ‘No’ and put your arm in the air to signal this as your shout may be drowned out by other crew’s shouts. ‘Bearing away’ - Indicates that the helmsman is initiating the turn. ‘Gybe ho’ - Indicates the boat has turned through the eye of the wind. As with tacking there are four main action stations: running backstays, helming, headsail sheets and main sheets.

Main sheet On ‘Stand by to gybe’ pull in the main, initially by hand and then winch it until the boom is secured in the centre of the boat. Also check that the slack has been taken up in both traveller lines and secure them both with the jammers. On ‘Bearing away’ wait for the mainsail to blow across the boat and then ease out the sheet in a controlled and smooth fashion. ‘Gybe ho’ will not be called until both headsails are backed, the mainsail will already have swapped sides by this time so do not wait for ‘Gybe ho’ to be called. Once the yacht has settled on its new course trim the main appropriately.

Running backstays On ‘Stand by to gybe’ one crew mans to each backstay winch. The lazy runner (on the low side) should be brought back as the mainsail is centred until it is just touching the back of the mainsail. It should then be loaded up onto the winch, and a handle inserted. DO NOT WINCH. On the working winch all the spare line can be thrown off.. DO NOT REMOVE THE SAFETY TURN - the runner is still needed to support the mast! On ‘Bearing away’ remove the safety turn from the old ’working’ runner and send it all the way forward. Whilst this is taking place the new working runner should be winched on tight.

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Headsail sheets On ‘Stand by to gybe’ one crew mans each working winch to make sure the line is flaked and clear to run (no feet in line etc). DO NOT REMOVE THE SAFETY TURN. Two crew should go to the lazy winches and make sure there are three turns on the winch and be ready to pull the sheet in. Two other crew should be ready on the coffee grinder and ensure it is connected to the lazy winch. On ‘Bearing away’ remove the safety turns from the working winches but keep the sheets in the self tailors. On ‘Gybe ho’ the crew on the working winches should spin the turns off the winch, just leaving the last one to strip any twists from the line, and LET GO! The crew on the lazy sheets should pull it in. When the sail is on their side and they can no longer pull it in, the sheet should be loaded onto the winch and final tension applied by winching. It is very important for the sheets to be held until ‘Gybe ho’ is called as, if they are released early, the sails will end up in front of the forestay. Winching them back is hard work, time consuming and may result in damage to the sail or hanks. After each gybe all lines should be tided.

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DECK ROLES

On board the Clipper Race yachts we have an ethos of full participation; you will be able to get involved in all areas of the boat. Often, however, we find that crew will go on to specialise in the areas where their strengths lie. By specialising they become more efficient at a job, understand how that job fits in with others on board, and this improves communication. In order for a crew member to specialise they need to understand all the roles so, even if you wish to be bowman, a few days in the snake pit will be invaluable. When training, specialisation is not encouraged, partly for this reason and partly to allow everyone to experience as much as possible. The definition of the roles below is not absolute; each team finds different defining edges to each job. Each watch should be able to fill each slot so when all the crew is up, there will be double the hands in each area. To avoid confusion, clear guidelines need to be laid down for situations when the whole crew is up, otherwise crew will get in each other’s way.

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Mast

Helm

The mast crew is normally made up of the last two members of the foredeck crew. They need to be able to work together in order to hoist as quickly as possible. Like the rest of the foredeck team they need to be strong and agile as well as being able to tie bowlines quickly under pressure and sometimes underwater!

The art of good helming is the ability to maintain a steady course and get the most out of the yacht in all conditions and especially in light winds.

Bow

Snake pit

Trimmer

The bow is the high adrenaline position on the boat. The bowman leads the team on the foredeck and anything in front of the mast is their responsibility. You will need to be agile, strong and prepared to get very wet as you will often need to climb out to the end of the bowsprit.

A good snake pit is always a step ahead of the game ensuring that each line is ready when needed.

A good trimmer has an eye for what works built up by experience through trial and error. They should not be afraid to reverse what they have just done in a bid to find optimum sail angles. Good communication with the helm is paramount.

Foredeck

Cockpit

Watch leader

The foredeck crew works closely with

The cockpit is where all of the sheets are controlled. Every crew member should be able to operate any point of the cockpit rapidly and accurately. If the cockpit crew get it wrong it can cause a lot of extra work for the rest of the crew.

The watch leader is the skipper’s right hand man. He or she is responsible for running the yacht when the skipper is sleeping. They must maintain a cohesive functioning team, coordinate sail changes and trimming as well as ensuring a steady course and standard of helming. In addition to this they must always have an eye on the meteorological and tactical situation. With good, all round knowledge they are able to act quickly to remedy a problem encountered during a manoeuvre.

the bow and should be able to step into their shoes if they are injured or on mother watch. They play a key role in sail changes and preparing sails pre-hoist, as well as helping at the mast with the mainsail during reefs. Like the bowman you will need to be strong and agile.

This is the centre of operations for every manoeuvre. In the snake pit you control all of the halyards as well as many other sail controls. You should be able to lay your hands on any line, day or night, and prepare it for action in a flash. A small mistake in the snake pit can disrupt the momentum of any manoeuvre.

A good helm should develop a natural feel for the yacht and have the ability to remain focused when everyone else is working rapidly around them. They are often the first to notice changes in wind direction or strength and should communicate this information to the Watch Leader.

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FURTHERING YOUR KNOWLEDGE Sail Trim

Racing Rules and Tactics

Weather

Sailing Theory and Practice

North U. Performance Racing Trim by Bill Gladstone

2013-2016 The Rules in practice by Bryan Willis

North U. Weather for Sailors by Bill Biewenga

The Complete Day Skipper by Tom Cunliffe

A clear, concise, well illustrated book explaining the Racing Rules.

North U Weather For Sailors explains weather from a sailor’s perspective, starting with global weather and narrowing in to explain how local forces and regional weather patterns interact to create the sailor’s weather. From there the workbook shows how to interpret forecasts and apply predictions to improve your sailing performance. Included are dozens of examples showing how to see if a forecast is ‘coming true’ and how to apply a forecast to a particular race or cruise.

Perhaps the best and most readable book on sail trim around. Covers sail trim, helmsmanship and boat handling with extra emphasis on honing your trim skills. Excellent for beginner and advanced.

North U. Trim CD The CD puts performance in motion and shows how changes in trim change the sailing performance of your boat. Use the interactive ‘sail shaper’ to see how different sail controls change sail shapes. Understand how to adjust angle of attack, depth and twist to match different sailing conditions. Detailed trim guidelines are provided for mainsail, jib, genoa, spinnaker and asymmetric spinnaker trim.

IRPCS International Regulations for Preventing Collisions at Sea This gives the text of the International Regulations for Preventing Collisions at Sea (IRPCS) together with a commentary after each rule for yachtsmen. It is thus the most effective way for yachtsmen to become familiar with the ColRegs, as they are colloquially known.

www.sailtrain.co.uk/Irpcs/index.shtml Excellent tutorial for the International Regulations for the Prevention of Collisions at Sea.

SIR ROBIN’S TOP TIPS The beauty of sailing is that there is always something new to learn. Read as much as you can and, if you have the opportunity, sail on as many different boats as possible. It is all great experience and will help you on your race.

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North U. Performance Racing Tactics by Bill Gladstone This is perhaps the best and most readable book on racing tactics around. It is perfect for both the beginner and more experienced. Topics include strategy, tactics, race preparation, starts, upwind, reaching, downwind, rounding marks and wind shifts.

North U. Tactics CD The CD covers starting, upwind and downwind topics, including strategy, tactics and rules using animations, graphics, photos, photo sequences, video, and the interactive wind shift simulators. Additional topics include mark rounding, finishing and distance racing tactics.

Navigation, Strategy and Tactics by Stuart Quarrie As the title suggests, this book covers all aspects of a fascinating subject. The layout makes it simple to extract information, while both the text and line diagrams explain a complex subject in easy to understand diagrams. Anyone who is interested in navigation or tactics should have a copy whether or not they are the navigator on the yacht.

RYA Weather handbook (Northern and Southern Hemisphere) by Chris Tibbs This RYA handbook explains the complexities of weather and is full of practical and useful advice on how to understand weather maps and improve your forecasting skills.

Weather at Sea by David Houghton Best selling colour-illustrated basic textbook on meteorology for yachtsmen. Set book for the RYA Coastal Skipper and Yachtmaster Offshore courses.

Weather on the web https://www.fnmoc.navy.mil/ Brilliant site for everywhere except southern Africa. http://grads.iges.org/pix/wx.html Good for far south but not very detailed. www.weathersa.co.za/ South African Bureau. www.bom.gov.au/nmoc/MSLP.shtml Southern hemisphere weather. Has archives – very good. www.nhc.noaa.gov/ US National Hurricane Centre, leads on to North Atlantic forecasts.

Very readable book covering basic boat handling, seamanship, navigation and life aboard.

Blue Water Sailing Manual by Barry Pickthall This is the manual for ocean sailing and racing offering up-to-date advice on topics as diverse as equipment, setting sails, rig strength, electronic navigation, weather routing, preparing the crew, boat handling, night sailing, heavy weather tactics, jury rigs, survival techniques and much more.

Ocean Sailing by Tom Cunliffe A full-colour guide to crossing an ocean, by a favourite author who has done lots of it, in a sailing or power yacht. Covers sextant work, ocean weather, navigation, skippering, etc. Ideal reading for the Yachtmaster Ocean certificate.

Racing Skipper – Techniques to Make You a Winner by Mike Golding A guide to winning in all types of yacht. Use the Golding technique to tune the boat, motivate the team and hone your strategy. As skipper of Group 4 Mike Golding won the BT Global Challenge and is one of UK’s most successful racing skippers.

Coastal and Offshore Navigation second edition by Tom Cunliffe Upgrade your navigation to Yachtmaster standard. This edition now also covers electronic navigation.

Seaman’s Guide to The Rule of the Road by JWW Ford An extremely useful visual aid. This easy to read study guide provides clear and simple questions and answers to a complex subject.

Sail and Rig Tuning – Ivar Dedekam An excellent book for novices and experts alike. In this book the author has distilled those rules of thumb and theories pertaining to sail trim and rig tuning commonly agreed upon among the sailing community. What makes this book different from most other books on this topic, is the short, concentrated text with adjacent corresponding illustrations.

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CLIPPER 2015-16 RACE TRAINING DATES

GLOSSARY OF BASIC TERMS Aft: toward the back of the boat. Backstay: Fixed length of wire from masthead to stern of boat Backstay: Fixed length of wire from masthead to stern of boat Bearing away: turning away from the wind. Boom: a pole running at a right angle from the mast. Bowsprit: Fixed strut protruding from the bow of the boat. Serves to keep the spinnaker away from the forestay Cleat: Used for securing mooring lines Clew: After corner of a sail Coffee Grinder: Used to drive either primary or mainsheet winches onboard Checkstay: Stabilises middle part of the rig Cunningham (also called a downhaul): adjusts the tension of a sail’s luff. Downhaul: line running out to the end of the bowsprit. Attaches to the tack of the spinnaker, used to control the shape of an asymmetric spinnaker

Mast: a pole usually going straight up from the deck, used to attach sail and boom.

LEVEL 1

LEVEL 2

Obstruction: an object that a boat could not pass without changing course substantially to avoid it, e.g. the shore, perceived underwater dangers or shallows.

2014 Dates

2015 Dates

2014 Dates

Outhaul: an adjuster that tensions the sail’s foot.

28th Feb - 6th Mar

27th Feb - 5th Mar

8th Mar

Port: the left side of the boat when you are looking forward.

7th Mar

- 13th Mar

6th Mar

14th Mar

- 20th Mar

21st Mar

- 27th Mar

28th Feb -

5th Mar

29th Mar - 3rd Apr

7th Mar

-

12th Mar

13th Mar - 19th Mar

12th Apr

- 17th Apr

14th Mar -

19th Mar

20th Mar - 26th Mar

31st May - 5th June

21st Mar -

26th Mar

28th Mar - 3rd Apr

27th Mar - 2nd Apr

14th June - 19th June

28th Mar -

2nd Apr

Reaching: sailing with the sail eased.

4th Apr

2nd Apr

5th July

4th Apr

9th Apr

Reefing: reducing the amount of sail area.

11th Apr - 17th Apr

10th Apr - 16th Apr

19th July - 24th July

11th Apr -

16th Apr

Rig: the arrangement of a boat’s mast, sails and spars.

17th Apr

17th Apr - 23rd Apr

26th July - 31st July

18th Apr -

23rd Apr

25th Apr - 1st May

24th Apr - 30th Apr

16th Aug - 21st Aug

25th Apr -

30th Apr

Port tack: wind across the port side. Primary winch: Biggest winch on a boat, normally used for yankee sheets Pulpit: fixed metal railing enclosing bow section of foredeck Pushpit: fixed metal railing enclosing aft deck area of boat

- 10th Apr

- 23rd Apr

- 12th Mar

- 8th Apr

-

2015 Dates 13th Mar

- 10th July

-

Fairlead: prevents chafe of mooring lines

Rudder: underwater part of a boat used for steering.

Forestay: fixed length of wire from masthead to bow of boat onto which yankee sails are attached

Running: sailing before the wind with the sail out. Running backstay: used to oppose the load of the inner forestay

2nd May - 8th May

1st May

- 7th May

6th Sept - 11th Sept

2nd May -

7th May

Foot: Bottom edge of a sail

Sail trim: the position of the sails relative to the wind and desired point of sail. Sails that are not trimmed properly may not operate efficiently. Visible signs of trim are luffing, excessive heeling and the flow of air past tell tales.

9th May

8th May

- 14th May

13th Sept - 18th Sept

9th May

-

14th May

16th May - 22nd May

15th May - 21st May

21st Sept - 26th Sept

16th May -

21st May

23rd May - 29th May

22nd May - 28th May

27th Sept - 2nd Oct

23rd May -

28th May

30th May - 5th June

29th May - 4th June

4th Oct

30th May -

4th June

Sextant: a navigational instrument used to determine the vertical position of an object such as the sun, moon or stars. Used with celestial navigation.

13th June - 19th June

5thJune

11th Oct - 16th Oct

6th June

-

11th June

27th June - 3rd July

18th Oct - 23rd Oct

13th June -

18th June

Sheet: Line used to control the trim of a sail

4th July

27th Oct - 1st Nov

Gybe: the action of turning the boat before the wind, i.e. turning her so that her stern goes through the wind. Halyard: Line used to hoist a sail Hank: Clip attached to the luff of a headsail used to attach the sail to a stay Head: Top corner of a sail Headsail: Any sail forward of the mast Head up: sailing closer to the wind. Inner forestay: fixed wire between upper section of the mast to the deck (runs parallel to forestay). The staysail is hanked onto this. In irons: boat is pointing into the wind, sail is flapping and probably also going backwards. Jackstay: a strong webbing strap running the length of the boat on each side. By clipping the lifeline to this, it ensures that Jack stays on the boat. Jammer/Clutch: Device used for holding lines in place when not on a winch. Kite: another commonly used name for a spinnaker. Lay line: the course on which your boat, sailing close hauled on starboard tack, can just make a windward mark which is to be rounded to port is the starboard tack lay line for that mark. The most windward line on which you would approach the mark on port tack is the port tack lay line. Leech: Aft edge of a sail

Seacock: a valve going through the hull which can be shut from inside the boat.

Shrouds: Fixed wires preventing lateral movement of the rig Spinnaker: a very large lightweight sail used when running or reaching. Spreader: spars extending toward the sides from one or more places along the mast. The shrouds cross the end of the spreaders, enabling the shrouds to better support the mast. Stanchion: Metal post supporting guardwire railing Starboard: the right side of the boat when you are looking forward. Starboard tack: wind across the starboard (right) side. Stern: the back end of a boat. Tack: Forward corner of a sail

Clipper 2015-16 Race Crew Manual

18th July - 24th July 25th July - 31st July 1st Aug

- 7th Aug

8th Aug

- 14th Aug

15th Aug - 21st Aug 22nd Aug - 28th Aug 29th Aug - 4th Sept

12th Sept - 18th Sept

Windward: the direction the wind is coming from, upwind. Yankee/Staysail car: moveable turning block for adjusting sheeting angle of headsails

- 11th June

- 9th Oct

11th July - 17th July

Traveller: Transverse track allowing sheeting point of the mainsail to be moved from port to starboard and vice versa

Letterbox: the gap between the foot of the mainsail and the boom.

Mainsheet: line that controls the position of the mainsail.

- 10th July

5th Sept - 11th Sept

Vang (also called a kicker): a device used to keep the boom from rising.

Luffing: pointing the boat into the wind, sail flapping.

- 15th May

Tacking: changing direction by turning the bow through the wind.

Leeward: the direction the wind is going downwind.

Luff: Forward edge of a sail

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Mark (buoy): an object the sailing instructions require a boat to pass on a specified side.

19th Sept - 25th Sept 26th Sept - 3rd Oct

2nd Oct

- 9th Oct

10th Oct - 16th Oct 17th Oct - 23rd Oct 24th Oct - 30th Oct

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PERSONAL LOG LEVEL 3

It is always helpful to keep a record of all the sailing you have competed, whether it is because you are working towards more advanced qualifications or just so that you can look back at your past experiences.

LEVEL 4 Provisional

2014 Dates

2015 Dates

2014 Dates

2015 Dates

1st Oct

- 6th Oct

11th Feb - 16th Feb

N/A

6th May

10th Oct

- 15th Oct

18th Feb - 23rd Feb

15th May - 21st May

17th Oct - 22nd Oct

25th Feb - 2nd Mar

25th May - 31st May

24th Oct - 29th Oct

4th Mar

4th June - 10th June

29th Oct - 3rd Nov

11th Mar - 16th Mar

14th June - 20th June

5th Nov

- 10th Nov

18th Mar - 23rd Mar

25th June - 1st July

12th Nov - 17th Nov

20th Mar - 25th Mar

19th Nov -

25th Mar - 30th Mar

24th Nov

26th Nov - 1st Dec

- 9th Mar

- 12th May

Dates From, To

Name of Vessel Class, Size

Details of Voyage Course Type, Race Leg, Port Visited

Days Onboard

Distance Logged

Night Hours

Skipper’s Signature

28th Mar 3rd Apr 2014

Level 1 Training Clipper 68 - EXAMPLE - EXAMPLE - EXAMPLE 7 180nm 0 Ben Bowley EXAMPLE - EXAMPLE Gosport UK

27th Mar - 1st Apr 1st Apr

- 6th Apr

8th Apr

- 13th Apr

10th Apr

- 15th Apr

15th Apr - 20th Apr 17th Apr

- 22nd Apr

22nd Apr - 27th Apr 24th Apr - 29th Apr 29th Apr - 4th May 1st May

- 6th May

6th May

-

8th May

- 13th May

15th May

- 20th May

11th May

22nd May - 27th May 29th May - 3rd June 5th June

- 10th June

12th June - 17th June 19th June - 24th June

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PERSONAL LOG Dates From, To

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Name of Vessel Class, Size

Clipper 2015-16 Race Crew Manual

Details of Voyage Course Type, Race Leg, Port Visited

Days Onboard

Distance Logged

Night Hours

Skipper’s Signature

Dates From, To

Name of Vessel Class, Size

Details of Voyage Course Type, Race Leg, Port Visited

Days Onboard

Distance Logged

Night Hours

Skipper’s Signature

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