ARC 2009 Preparations

1 - 1
Atlantic Rally for Cruisers

World Cruising Club, 2009
Sec t i on 1 - Pr epar at i ons
Pl anni ng
Planning Check List 1-3
Choosing Crew 1-5
World Cruising Club Members Area 1-5 to 6
Getting to Las Palmas - Passage South 1-7
Clearance Information for St. Lucia 1-7
Heading South - Rally Portugal 1-9
Marina Guide 1-11 to 13
ARC Discounts en route to Las Palmas 1-11 to 13
Madeira 1-15
ARC Europe 2009 1-17
ARC Europe 2009 Entry Form 1-19
Per sonal Pr epar at i ons
Clothing Options for the crossing 1-21 to 23
Crew Training 1-25
Crew Health - Medical Check List 1-26
Medical Kits 1-27
Money 1-27
Passports 1-29
Personal Health - Vaccinations 1-29
Training Centres 1-29 to 31
Travel Insurance 1-31
Visas 1-31
Boat Pr epar at i ons
Boat Preparations Top Tips 1-33 to 35
Book List and Order Form 1-37 to 41
Chart List 1-43
Dressing Overall 1-75
Fishing tips 1-44
Gas 1-45
Power Management on Long Passages 1-45 to 49
Provisioning Tips for an Atlantic Crossing 1-50 to 52
Rigging Preparation 1-53
Safety Equipment Review 1-55 to 62
Safety Demonstrations Las Palmas - Fact Sheets 1-63 to 69
Safety Equipment Requirements 1-71 to 75
Sails 1-77 to 79
Spares: Common ARC Equipment Failures 1-81
Spares and Useful Parts 1-83
Water Management 1-79
1 - PREPARATIONS INDEX
1 - 3
Pl anni ng - ARC2009 Pr epar at i on Chec kl i st
Task Page No. Done
Pl anni ng
Read through ARC Binder
Plan for heading South nd out about Rally Portugal Page 1-9
Visit the WCC Members Area (and tell your crew about it!) Page 1-5
Consider long range communications equipment Section 4
Book SSB Course See below
Order books, charts and ags Page 1-37
Review your insurance cover with onward cruising plans in mind Page 1-82
Source and secure crew Page 1-5
Review crew training needs & book courses Page 1-25
Order ARC team clothing (for delivery to home) From March 09
Check compliance with ARC Safety Equipment Requirements Page 1-55
Pr e-depar t ur e f r om home por t
Book crew ights Page 2-16/5-19
Book crew and family accommodation Las Palmas & St. Lucia Page 2-17/5-17
Arrange Skippers Letter for crew ying in to join boat Page 1-29
Organise forwarding of relevant mail
Notify WCC of any changes to e-mail or mail addresses
Inform crew of Passage Plan & carry out emergency drills Page 1-25
Complete Yacht Information Updates on-line (by 31 October) Page 1-5
Complete Crew Registration on-line (closing date 31 October) Page 1-5
Complete St. Lucia ESeaClear on-line Page 1-7
Order ARC team clothing (for collection in Las Palmas) From March 09
Arrange visas (if required) Page 1-31
Arrange for vaccinations Page 1-29
Prepare and le a passage plan (Solas Reg 34)
Fi nal pr epar at i ons
Rigging check Page 1-53
Spares stock-up Page 1-83
Ensure crew fees are paid [25% surcharge after 1 Oct. 2009] By 01.10.09*
Test position reporting with WCC
*Please note that crew fees can be refunded in Las Palmas at check-in
Key Dat es
13-16 April ARC Long Range Radio Course 1**
17-19 April ARC Sea Survival, First Aid & Offshore Safety Course 1**
04-07 May ARC Long Range Radio Course 2
03-05 July ARC Sea Survival, First Aid & Offshore Safety Course 2
05 September Closing date for clothing orders for postal delivery
30 September Closing date for ordering books and charts for home delivery
01 October Crew fees paid after this date are subject to a 25% surcharge
03 October Closing date for ordering clothing for collection in Las Palmas
31 October Yacht information and crew registration completed on-line
09 November ARC ofce opens - Start of ARC Programme in Las Palmas
22 November Start of ARC2009
18 December 12 Noon local time ARC2009 Finish Line closes
19 December ARC2009 Prize Giving
1 - PLANNING
** See the WCC
website for other
dates available.
C0lNC CkUlSlNC!
4HERESNOREASONTOGIVEUPYOURFAVOURITEMONTHLYREAD
Subscribe tc achting WcrId DigitaI fcr just z.
1hat's a jo% saving cn the reguIar Uk subscripticn price.
*USTBECAUSEYOURECASTINGOFFYOURSHORETIESFORAYEARORLONGERDOESNOT
MEANYOUHAVETOGIVEUPYOURMONTHLYXONTHEYACHTINGSCENE!LLYOU
NEEDISYOURLAPTOPANDANINTERNETCONNECTIONANDYOUCANDOWNLOADYOUR
9ACHTING7ORLDEVERYMONTHEXACTLYTHESAMEMAGAZINEASYOUCANGET
FROMYOURNEWSAGENTORBOOKSTOREBUTONSCREEN
3UBSCRIBINGISEASY*USTGOTOWWWYACHTINGWORLDCOMSCROLLDOWN
CLICKON9ACHTING7ORLD$IGITALINTHE9ACHTING7ORLD%XTRASECTIONANDSIGNUP
)TSTHATEASY
'ET9ACHTING7ORLDONLINEANDONTIME
www.yachtingwcrId.ccm
1 - 5
1 - PLANNING
Choosi ng Cr ew
Dene Your Crew Needs
Know your own limitations and sail within them.
Sail with friends or take on other crew?
Sailing experience required of potential crew.
Insurance policy-minimum crew requirement?
Who will maintain boat? Fair allocation of tasks.
Who has time available for whole or part trip?
Seasickness - can you cope shorthanded?
Try Crew Out First
Try to arrange rst time meeting with crew in
company of other crew members.
Check on references and qualications.
Smokers, diet or medical needs?
Go for a sail and include a night passage.
Skippers Responsibilities
Check your insurance and cover your liabilities.
If taking money make clear it is not a charter.
Agree on who pays for ights home and visas.
Check if crew have their own lifejackets,
harnesses, foulies, sleeping bags, sun protection
Circulate a list of crew rules, and include
smoking, alcohol & lifejacket policy. Outline the
daily routine.
Safety on board - familiarise crew with MOB
procedures; safety equipment; watch keeping
routines; use of radio and other boat systems
(see crew training section for recommended
briengs).
Money
Agree who pays what - boat kitty or daily rate?
Usual to include provisions; drinks; crew meals
out; diesel.
Usual to exclude boat wear and tear; breakages;
lift outs.
Working or Relaxing
What responsibilities do crew have on board?
Are crew expected to work on the boat?
Include family and friends in this discipline.
Changing Crew and Travel Plans
Plan crew changes to avoid long transfers and
extra costs.
Beware of air tickets that cannot be changed.
Have some backup crew in case of dropouts.
Get a commitment in good time.
Circulate an itinerary and contact information
amongst crew and their families.
If you change your plans, keep everyone
informed in a timely manner.
Fi ndi ng Cr ew
Use the World Cruising Club forum at www.
worldcruising.com. Accessed by hundreds of potential
crew with crew details posted regularly, see Media-
Event Forums section on how to register.
Check out the WCC Crewing Forum
Advertise in the classied section of Yachting
World Magazine
Ask at your yacht club.
Wor l d Cr ui si ng Cl ub
Member s Ar ea
Your homepage for all crew, yacht and
event information.
The World Cruising Club Members Area is your
homepage for all rally information. From the
members homepage you can complete crew
registration, update your boat details, add photos
and text about your boat, download all rally
documents and newsletters as well as other helpful
links and information. And you can share all this
with your crew. Visit the members area at:
www.worldcruising.com/MembersArea/
Onl i ne Cr ew Regi st r at i on
To help us manage the rally we require all crew
to log passport details in advance via our secure
website. Each crew member can submit their own
details in advance, however, before they can do
this, you as the skipper, need to invite them to
join your crew.
Just follow these simple actions:
1. Go to www.worldcruising.com and click the link
to go to our Members Login.
2. If you have not previously used the Members
Login, then use the forgotten password link to
set your own access password.
3. Login to our website.
4. Add your crew names (rst & last names) and
e-mail addresses to your boat record for the rally.
5. Invite the crew to register their details.
Step 5 will issue an invitation to the crew member to
login and enter their contact details (name, address,
emergency contacts, passport number, etc).
Pr i vac y
Once entered, this information will be visible to
you as the skipper, but not to the other crew. Crew
members can only see their own details, plus the
names and e-mail addresses of their fellow crew.
We value your privacy and all details are stored in
an encrypted form, to industry standards.
Hel p Sc r een
If you have problems, click the HELP link or email
support from the page.
Continued on next page.
1 - 6
Wi t hi n t he
Member s Ar ea
Vi ew Event Doc ument s
Thi s page provi des
downl oads f or ral l y
documents including
the skippers handbook,
news, safety equipment
requirements etc.
Add/ Updat e Your Boat
Det ai l s
Please check and amend missing data especially
safety and communications equipment. You will be
asked to provide any missing data at rally check
in, so save time and effort by updating your boat
details now.
Add/ Updat e Your Boat Pr ol e
Use this space to add information about your boat
and crew which will appear on your unique rally
boat page on our website. You can also upload a
picture of your yacht. During the rally, your yacht
logs and photos will be accessed from your Boat
Page, making it easy for family and friends to share
your adventures.
Add Your Cr ew
Use this page to invite crew to register their details.
Once registered crew can access event documents
and email addresses for other crew on the boat,
but not other personal data.
How t o Add Cr ew
When you login, your home screen will show:
[Your Entries] any current or previous rally entries;
[Your Boat] you can check and update your boat information if you wish;
[Your Crew] details of the people sailing with you.
In the [Your Entries] box click [Crew Details], this will show any crew assigned
to your boat. Select [Add Crew] to add people to your crew list. It will show your
details as the default you should also update these.
You can now:
[Add/update] to add or amend your own details.
[Add Details] add information for someone else (e.g. a child under 18 years).
[Invite Crew] to register on your crew list.
I nvi t i ng Cr ew
At the top of the page, tick the box for [I would like
to invite someone else]. Next, enter the First Name,
Family Name and e-mail address of the crew member.
Then click [save and send invite email] to invite your
crew. Repeat this for all your crew.
Each crew will then receive an e-mail, inviting them
to login and accept your invitation. They will then
be able to complete the registration with their own
contact details, emergency contacts and passport
information. Please warn your crew to expect this
email.
Once they have accepted, you will be able to view
their details, amend or remove them from your crew
list.
Please note that this process does not charge
any crew fees, though you will get a warning that the
number of crew onboard has exceeded the number
of paid crew places.
1 - PLANNING
1 - 7
Get t i ng t o Las Pal mas . . . t he passage sout h
1 - PLANNING
A question we are often asked is
why ARC participants do not have
to undertake a qualifying voyage,
as in the case of other offshore
events. The answer is very simple;
as the boats have to get to Las
Palmas rst, there could be no
better qualication.
One major obstacle on the
way to the Canaries is the
crossing of the Bay of Biscay.
For boats preparing to cross
Biscay, Plymouth and Falmouth
are good places to wait for the
weather. With Biscay safely
behind, there are many attractive
places on the west coast of
Portugal, while Marina de Lagos
on the Algarve offers a discount
to ARC participants and is a good
place to leave a boat unattended
for a while.
A favourite stop on the way
south is Madeira, although it is
difcult to nd protected mooring
as much of the coast is exposed.
The marina at Funchal is invariably
crowded in October, however
Quinta da Lorde on the SW of the
Island now has a much improved
marina and offers discounts to
ARC participants. The anchorage
at Abra to the east of this marina
offers good protection. Another
alternative is the recently improved
marina in the NW of Porto Santo
harbour which offers discounts to
ARC boats. Holding is good if you
choose to anchor, best protection
from the prevailing northerly winds
being off the town.
Across from Madeira are
the Ilhas Desertas, a group of
uninhabited islands with an
anchorage for settled weather.
Even more attractive are the
Ilhas Selvagens, situated halfway
between Madeira and the
Canaries. The islands are a nature
reserve and those intending to
stop must obtain a special permit,
issued in Funchal by the National
Parks Department. In bad
weather, yachts are allowed to
anchor in Enseada das Cagarras
(3008.3N, 1552.2W) on the
SW side of Selvagem Grande.
Finally, those who still have
a few days in hand might stop in
Lanzarote, rather than sail directly
to Gran Canaria. Graciosa, the
small island north of Lanzarote
makes an attractive landfall. The
main settlement, La Sociedad, is
reached through Estrecho del Rio,
the channel separating Graciosa
from Lanzarote. Boats may stop
for a short time on Graciosa
before proceeding to Lanzarote
to complete entry formalities.
Puerto Calero and the ve
star facility at Marina Rubicon
are good places to leave the boat
if planning to return home, and
both offer attractive discounts
to ARC participants. Due to its
popularity, Puerto Calero is often
full, so places should be booked
well in advance. Marina Rubicon,
conveniently close to Playa
Blanca on the south coast is an
excellent modern development
with two ve star hotels and
plenty of other facilities close by.
Whichever way you go and
however long your passage
south takes, make sure that you
arrive in Las Palmas in good
time to join in the two week ARC
programme there. For further
details of marinas en-route to Las
Palmas and discounts on offer
see marina information following.
NEW Cl ear anc e Pr oc edur e St . Luc i a ESeaCl ear.c om
The Caribbean Marine Association and the Caribbean Customs Law Enforcement Council are currently
piloting a scheme called ESeaClear.com. The scheme allows skippers to pre-register their yacht, crew
and passage details online so as to avoid having to complete lengthy documents, often in multiple copies,
on arrival at their Caribbean destinations.
The pilot scheme is currently running in St. Lucia. Other Caribbean countries will then follow as the
scheme is rolled out, hopefully before the arrival of ARC 2009, making cruising around the islands a lot
easier in terms of clearing in and out of ports.
ARC 2009 skippers should as part of their preparations pre-register on the website
www.ESeaClear.com.
Skippers should rst register the boat (build information, MMSI and call sign information required) & the
potential crew, and then ll out a voyage notication pro-forma for their ARC passage. The information
is stored by the scheme, and future voyage notications - for trips around the Caribbean for example -
should be much easier.
The website is simple to use and whilst it is currently unclear to what extent it will speed up the clearance
procedures in country, it must certainly help as local ofcials will be able to print off a completed sheet
at the time of check-in, instead of skippers being asked to complete multiple paper copies often without
carbon paper!
1 - 9
1 - PLANNING
Headi ng Sout h wi t h Ral l y Por t ugal
For yachts heading south in June
for the start of the ARC, there is
no better way to go than to sail
with Rally Portugal. Now in its
15th year, Rally Portugal attracts
yachts from many different nations,
i ncl udi ng Austral i a, Hol l and,
Germany, Canada and the UK.
Setting off from Plymouth in south-
west England, Rally yachts make
the 550 mile crossing of the Bay of
Biscay together, making landfall in
Bayona, north-west Spain.
In Bayona there is time to
enjoy the rugged scenery of the
Province of Galicia before heading
south. The Rally is structured as a
series of leisurely day sails down
the coast of Portugal. After setting
off each morning the Rally Control
Team drive ahead to the next port
to be on hand to welcome the
arriving yachts, give local advice
and organise the programme. In
each port there will be a party, at
which fun prizes are awarded for
the days sailing results, and in
most ports a tour of the local area.
Once in Portugal there will
be no paperwork to be done by
participants, as the organisers
obtain special clearances for the
event. This is of considerable
benet as visiting yachtsmen
often have to spend many hours
with the numerous ofcials in
each port.
The hospitality of the
Portuguese people is fantastic
and there is no better way to
experience it than in the Rally. A
great many organisations support
the Rally and we are looked after
extremely well, being made to feel
truly welcome in each stopover.
The Rally nishes at Marina
de Lagos where special rates are
available for those who plan to
leave their boats and return home
before continuing their journey
south for the start of the ARC later
in the year. There are excellent
international ight connections
from nearby Faro airport for
crew changes or heading home.
Alternatively it is a good stepping
off point for going on into the
Mediterranean or heading south
for Madeira and the Canary
Islands.
WCC handled port formalities for
us, eliminating one of the hassles
of sailing abroad and organised
excellent tours to places we might
not have discovered on our own.
Dawn Strider Rally Portugal 2007
Ral l y Por t ugal 2009 I t i ner ar y
31 May Depart Plymouth for Bayona Distance 550nm
Visit to Santiago, Welcome Party & Prize Giving
09 June Bayona to Povoa de Varzim Distance 50nm
Visit Alto Minho Region and Porto (by land)
12 June Povoa de Varzim to Figueira da Foz Distance 75nm
Visit Coimbra, Prize Giving
15 June Figueira da Foz to Peniche Distance 55nm
Visit Obidos
17 June Peniche to Oeiras (near Lisbon) Distance 65nm
Visit Lisbon and local area, Prize Giving Dinner
20 June Oeiras to Sines Distance 40nm
22 June Sines to Lagos Distance 75nm
24 June Final Party and Prize Giving in Lagos
A fantastic and
truly memorable
experience
Cheroon
Rally Portugal 2007
1 - 11
Ot her Canar y I sl and Mar i nas
GRAN CANARIA Tel & Website Fax E-mail
Pasito Blanco www.pasitoblanco.com
2745.0N 1537.0W +34 928 142 194 +34 928 142 546 info@pasitoblanco.com
An del Mar www.andelmar.com
2746.0N 1541.5W +34 928 150 120 yanviale1@hotmail.com
Puerto Rico www.puertoricosa.com
2746.7N 1542.5W +34 928 561 141 +34 928 561 632 pricomarina@puertoricosa.com
Puerto de Mogan
2749.0N 1546.0W +34 928 565 668 +34 928 565 024 pmogan@canaldirecto.com
TENERIFE
Marina del Atlantico www.marinamap.com/marina-delatlantico
2827.3N 1614.8W +34 922 292 184 +34 922 247 933 marinadelatlantico@infocanarias.com
Marina Tenerife www.nauticaydeportes.com
2829.5N 1612.6W +34 922 591 247 +34 922 591 390 marinatenerife@nauticaydeportes.com
LA GOMERA
Marina de La Gomera
2805.1N 1706.5W +34 922 141 769 +34 922 141 769
FUERTEVENTURA
Puerto Castillo
2823.0N 1351.0W +34 928 163 514 +34 928 163 999 marcan@abaforum.es
ARC Mar i na I nf or mat i on
All the below marinas offer discounts to ARC participants. Remember, to obtain your discount, inform
the marina on arrival that you are an ARC participant and y your ARC Flag!
UK
Mayower Marina, Plymouth Tel : +44 (0)1752 556 633 Fax: +44 (0)1752 606 896
Location: 50 218N 004 100W E mayower@mayowermarina.co.uk www.mayowermarina.co.uk
50% for 1st night, short stay OR 10% off for up to 1 month (discount voucher enclosed in Handbook)
Port Pendennis, Falmouth Tel : +44 (0)1326 211211 Fax: +44 (0) 1326 311116
Location: 5009.02N 0503.07W E marina@portpendennis.com www.portpendennis.com
5% on 2nd and subsequent days before 1 Sept. 2nd day free, 10% on 3rd and sub. days after 1 Sep
Por t ugal
Marina de Povoa Tel : +351 252 688 121 Fax: +351 252 688 123
Location: 4122.33N 846.12W E marinadapovoa@clix.pt www.marinadapovoa.com
50% discount for an unlimited period
Porto de Recreio de Oeiras Tel: +351 214 401 510 Fax: +351 214 401 515
Location: 3840.60N 919.00W E precreio@oeirasviva.pt www.oeirasviva.pt
50% discount for maximum stay of up to 30 days
Marina de Lagos Tel : +351 282 770 210 Fax: +351 282 770 219
Location: 3705.93N 839.95W E marina@marlagos.pt www.marlagos.pt
1 free night, 10% discount thereafter. Closing date 10 Nov. Discounts for advance payment, cash only.
ARC conditions apply only from the date the boat pays its ARC Entry Fee to WCC.
Madei r a
Marina da Quinta do Lorde Tel : +351 291 969 607 Fax: +351 291 960 066
Location: 3244.5N 1642.7W E marina@quintadolorde.pt www.quintadolorde.com
Porto Santo Marina Tel : +351 291 980 080 Fax: +351 298 983 742
3332.33N 1618.52W E marinaportosanto@quintadolorde.pt
Both Marinas are offering a 20% discount.
Lanzar ot e
Marina Rubicon Tel : +34 928 519 012 Fax: +34 928 519 035
Location:2851.5N 1349W E info@marinarubicon.com www.marinarubicon.com
15% for short stays, 5% on top of the normal discount for long term stays.
Puerto Calero Tel: +34 928 511 285 Fax: +34 928 514 568
Location: 2855N 1342W E reservas@puertocalero.com www.puertocalero.com
10% for short stays, more for longer
1 - PLANNING
Marina Services
450 berths 80m LOA and 5m draft Water and electricity (220 and 380v with up to 200 amps)
Public phones Showers Laundry service Supermarket Pump-out service
Customs and immigration service Bank Bus stop Taxis Fuel dock & bunkering
Chandlers 24-hour surveillance Wifi internet Watersports and diving school
Accommodation Car hire Cultural activities.
The Atlantic Oasis
The ideal base for your yacht
Clean, safe and friendly, Puerto Calero Marina
embodies the best of a relaxed Canarian lifestyle
amidst a beautifully ambient year-round climate.
Comfortable berthing, fantastic facilities and
proximity to neighbouring tourist centre make
for a unique destination.
Boatyard providing maintenance and a complete range of services including:
Hoisting (90 tonne lift) and storage - cleaning - anti-fouling - polishing -
painting - rigging work - sail repair and manufacture of biminis etc. -
engine services - osmosis treatment - inspections - surveying - guardianage
Marina Office / Capitana
Tel: 0034 928 51 12 85
Fax: 0034 928 51 45 68
http://www.puertocalero.com
Reservations: reservas@puertocalero.com
Boatyard: varadero@puertocalero.com
Postal address:
Puerto Calero Marina
Torre de Capitana
35571 Urb. Puerto Calero
Yaiza Lanzarote
Canary Islands
1 - 13
ARC Di sc ount Mar i na I nf or mat i on
For further details see table opposite. Remember, to obtain your discount, inform the
marina on arrival that you are an ARC participant and y your ARC Flag!
Por t ugal
Marina de Lagos, Manager - Martinho Fortunato
First class facilities
460 serviced berths up to 20m LOA
State of the art security system
Easy access to Faro Airport
Close by town of Lagos www.marlagos.pt
Tel: +351 282 770 210 E-mail: marlagos@marlagos.pt Fax: +351 282 770 219
Madei r a
Marina da Quinta do Lorde, Manager Ctia Carvalho
Full range of repair services: sails & rigging, engine & electronics, refrigeration
Laundry, supermarket, free WiFi, gas, restaurants & bars
50% discount available with Naval Yard Cania for haulouts etc.
Tel: +351 291 969 607 Fax: +351 291 960 066
E-mail: marina@quintadolorde.pt web: www.quintadolorde.pt
Porto Santo Marina
Promotional package rate for marina travel lift and boatyard
Tel: +351 291 980 080 Fax: +351 298 983 742 E-mail: marinaportosanto@quintadolorde.pt
Lanzar ot e
Marina Rubicon: Manager Rafael Lasso Lorenzo
A modern marina with excellent 5 star facilities. Boatyard with 90-tonne
travel lift and repair shops.
Tel: +34 928 519 012 Fax: +34 928 519 035
E-mail: info@marinarubicon.com Web: www.marinarubicon.com
Puerto Calero: Manager Constante Lorenzo
Established and exclusive marina with fully functional yard and outstanding
services.
Tel: +34 928 511 285 Fax: +34 928 514 568
E-mail: reservas@puertocalero.com Web: www.puertocalero.com
Gr an Canar i a
Las Palmas, Muelle Deportivo: Manager Manuel Barrosso
With vast improvements over recent years the marina is conveniently
situated near the town, close to repair facilities, provisioning and well
stocked chandlers. The boatyard has a travel lift. For full details of berthing
costs, discounts and facilities in Las Palmas please review the Las Palmas
section.
Tel: +34 928 234 960 E-mail: marina@palmasport.es
Fax: +34 928 232 378 Web: www.palmasport.es
1 - PLANNING
Pr e-ARC Radi o Net
As of 1
st
August 2009 the pre-ARC Radio Net will commence. This informal Net is intended as a way of
bringing together ARC yachts on route to Las Palmas, allowing them to meet on the airwaves. World
Cruising Club will not be able to run the Radio Net, however are suggesting that yachts meet daily on
6230kHz at 0800 UTC. For the last eight years the Radio Net has been a great success, but it does
depend on those using it to make the whole process work. If at rst you do not hear from any other
ARC yachts, keep trying!
1 - 15
Madei r a
The Madeira archipelago lies approximately 600M SW of Lisbon, just off the direct route from mainland
Europe to the Canaries. It is therefore a useful location to break up the journey to the Canaries, either to
rest, explore or make crew changes. The Madeira group has an interesting history, varied geography and is
now mostly well serviced with good yachting facilities, making any of these, good reasons to visit.
The Madeira archipelago consists of the islands of Madeira Grande and Porto Santo and the island groups
of Ilhas Desertas (the Deserted Islands) and Ilhas
Selvagens (The Salvage Islands). The largest island
is Madeira Grande, which houses the capital city and
main port of Funchal, as well as the international
airport. With the exception of Ilhas Selvagens, the
archipelago is grouped tightly together, with the
islands no more than 35M apart. Ilhas Selvagens are
150M south of Funchal.
The layout of the group means that the islands
are probably best explored by making landfall in
either Porto Santo or Madeira Grande and then
travelling south to Ilhas Desertas, Ilhas Selvagens
and ultimately the Canaries.
Por t o Sant o
The most secure place to stop on the island is the
Marina de Porto Santo, located in the harbour at Baia
de Porto Santo. From here you can take a tour of the
interesting island, visiting the many scenic viewpoints,
such as Pico do Castelo or Cabeco de Zimbralinho,
bathing in the freshwater springs at Fonte de Areia
or climbing the islands mountains, Pico de Facho
(506m) or Pico de Ana Ferreira (281m). Those on
a less energetic itinerary will probably nd the long
sandy beach at Porto Santo superb. There is a daily
ferry service between Madeira and Porto Santo which
is worth bearing in mind either to avoid the crowd
of day trippers on Porto Santo beach, or if you want
to take the easy passage to Funchal.
Madei r a Gr ande
Madeira Grande, or more commonly just called
Madeira, is by far the largest island of the group.
Geographically the island cuts an impressive shape,
rising sharply from deep water and with a large inland
plateau, most of it over 1500m. The inland area is
certainly worth exploring, either by hire car, on an
organised tour from Funchal or by using the frequent
local bus services. Once in the mountains there are
several trekking routes of different lengths.
For the less active, or to reward a hard days
trekking, take a trip to one of the islands vineyards
or wine museums and have a taste of Madeiran
wine. There are also several museums that reect
the culture and history of the islands, from the early
island settlers to modern day arts and crafts. Funchal
itself is a well-developed city with a decent range of
shops. It also has a cable car to get to the good views
above the city.
There are several options for berthing the
boat. The island currently has 3 marinas that are
located on the pleasant south coast, in the rain
and wind shadow of the islands plateau. Of these
1 - PLANNING
the more established marinas are at Funchal itself
and further to the East, the new Quinta Do Lorde
marina.
I l has Deser t as
The Deserted Islands are found exactly as named.
Yachtsmen who visit probably do so because of
the slim likelihood of encountering other boats. The
islands, including down to the 100m contour, are
designated as a Protected Area and permission must
be granted to land there. Permission is obtainable
from the ofces of the National Parks Department, in
the Botanical Gardens, Funchal on week days only.
The permit is free and is issued on production of the
ships papers and at least one crew passport.
The options for anchoring are limited only to the
small bay at Carga da Lapa, on the West side of
Ilha Deserta Grande. Here, in good conditions only,
a yacht can anchor. Crew may choose to go ashore
and climb the 400m cliffs onto the plateau or snorkel
in the bay.
I l has Sel vagens
The Salvage Islands are located 150M south of
Funchal. A permit to land is required and obtainable in
the same way as for Ilhas Desertas. The island group
is essentially split into the two islands of Selvagem
Grande and Selvagem Pequena. There are a few
options for anchoring here but visiting yachtsmen
must only use designated sites. There are ofcials
ashore who will inspect a yachts permission to
land.
With the formalities complete, one can take a
walk ashore to explore the natural habitat, usually
in the company of one of the wardens. Although
the islands appear dry and barren from a distance,
their remoteness allows an undisturbed selection of
fauna and ora, and memories of a visit here will last
a lifetime.
www.oystermarine.com
the new oyster 575
UIFXPSMETZPVS0ZTUFS
Head Office: Oyster Marine Ltd Foxs Marina Ipswich Suffolk IP2 8SA England T: +44 (0) 1473 688888 F: +44 (0) 1473 686861 E: yachts@oystermarine.com
Oyster Marine Germany Saseler Str. 192a 22159 Hamburg Germany T: +49 40 64400880 F: +49 40 64400882 E: yachten@oystermarine.com
Oyster Marine USA Newport Shipyard One Washington Street Newport RI 02840 USA T: +401 846 7400 F: +401 846 7483 E: info@oysteryachts.com
46 54 56 575 62 655 72 82 100 125 125
flybridge
motor
yachts
4"*-]108&3]$)"35&3
The all-new Oyster 575 is about evolution and experience.
Evolution in design terms means an exceptionally sleek
deck saloon and best in class cockpit. Experience means
talking to our owners and benefiting from their experience
as well as our own which, with blue water cruising yachts
in this size range, is probably unsurpassed.
Designed by Rob Humphreys and the Oyster Design
Team, the Oyster 575 will be a fast passage maker and
will enjoy exhilarating performance and wonderful on board
comfort and stability.
We are confident that the new Oyster 575 will set the
standard by which cruising yachts in this size range
are judged. If you are considering a quality yacht let us
show you how we can, almost literally, make the world
your Oyster.
Sail to Lagos,
Portugal with the
Annual ARC Europe
Atlantic Rally to Europe
ARC Europe
Cruising Rally from Caribbean
and USA to Portugal
Cross the Atlantic in company
Planned route and plenty of social
activities ashore
Skippers briengs on each landfall
Portugals Premier Marina
Secure modern marina
Friendly bilingual staff
Close to historic old Lagos
For further information about Marina de Lagos or ARC Europe contact:
World Cruising Club. 120 High Street, Cowes, PO31 7AX, England
Tel. +44 (0) 1983 296060 Fax +44 (0) 1983 295959
E-mail: mail@worldcruising.com
Website: www.worldcruising.com/arceurope
www.worldcruising.com
The data in this entry form relevant to the rally will be stored on a computer database system.
If you wish to receive information from World Cruising Club on related events please tick box.
INTERNET CONTACT: Tick if you do wish to receive rally news & information via e-mail.
I wish to enter the CRUISING or OPEN Division.
I will be joining the Rally in TORTOLA ST.AUGUSTINE BERMUDA
I plan to sail to LAGOS Leave the Rally in Horta
How to Enter
The Entry Fee is 550.00 with a supplement of 150.00 for each person on board.
Booking Fee payable with entry 100.00
The balance of Entry Fee 450.00
Less prompt payment discount for entry fees paid before 20.12.2009
The number of crew [ ] x Crew Supplement 150.00
Final Balance
Payment may be made in GB by UK cheque, or US Dollars or in Euros at the current exchange rate plus
$15/ E15 for bank charges. Credit cards accepted plus 1% surcharge. The balance of the Entry Fee and Crew
Supplements will be invoiced to you separately.
Declaration: I wish to enter my yacht in ARC Europe 2010. I have read and understood the Conditions of Entry
printed overleaf and agree to abide by them. I enclose a cheque for .................... payable to World Cruising Club,
or debit my VISA / Mastercard /Debit card number: __ __ __ __ / __ __ __ __ / __ __ __ __ / __ __ __ __
Start Date: __ __ / __ __ Expiry date: __ __ / __ __ Security Nr.: __ __ __
Signed: ....................................................................................... Date: ........................
ARC Europe 2010 Entry Form

120 High Street
Cowes
Isle of Wight
PO31 7AX
United Kingdom
t +44 (0)1983 296060
f +44 (0)1983 295959
e mail@worldcruising.com
w www.worldcruising.com
World Cruising Club is a trading name of World Cruising
Club Ltd. Registered Address: 120 High Street, Cowes, Isle
of Wight, PO31 7AXRegistered in England: 550 7900.
VAT Registration: 874 4561 94
Your
Name
Yacht Name
Address Design
Berthed at
Yacht Club
Postcode Displacement Ton/lb/Kg
Country
Length
overall
m/ft Beam m/ft
Tel Draught m/ft
Fax Year of Build Flag
E-mail Rig Type Sloop ; Cutter ; Ketch ; Schooner ; Yawl ; Other
RETURN THIS ENTRY FORM WITH YOUR PAYMENT TO WORLD CRUISING CLUB
ARC Europe 2010
PROVISIONAL CONDITIONS OF ENTRY
4-1. DATES & COURSE
The Rally will start from the Caribbean on 6 May 2010, and from St.Augustine,
Fl USA on 6 May 2010. Yachts will sail to St.Georges, Bermuda, from where
they will restart on 19 May 2010 and cross the Atlantic to Horta, Faial, Azores.
From there yachts will cruise to Terceira and on to Ponta Delgada, San Miguel
from where there will be a restart on 12 June 2010 to Lagos in southern
Portugal. Weather forecasts and web site position display will be provided
for yachts leaving from Ponta Delgada on 12 June up until 22 June for those
headed towards the English Channel.
4-2. ENTRIES
The Rally will be limited to thirty participating yachts. Places will be allocated
on a rst-come, rst-served basis. A short waiting list may be started once the
limit is reached. Participants should enter the Rally by completing the ofcial
entry form and sending it together with the Booking Fee to the organisers
(see para 4-10 - Booking Fee)
4-3. ELIGIBILITY
a) The Rally is open to monohulled yachts and multihulls between 8.23m
(27ft) and 18.29m (approx 59ft 11) LOA. The length overall (LOA) is the
actual length of the yacht and includes the bowsprit, bumpkin, asymmetric
pole, pulpit, pushpit and externally hung rudder.
b) At the discretion of the organisers, yachts not meeting the criteria in (3a)
may be allowed to join the Rally in the Open Division.
c) The organisers reserve the right to reject, or cancel, the entry of any yacht,
which in their opinion infringes the spirit of the Rally, stating the reason for
doing so.
4-4. QUALIFYING CRUISE
The skipper and one crew member of each yacht must complete a non-stop
coastal or offshore voyage of at least 250 nautical miles onboard the yacht on
which they will be participating. Yachts that have sailed in the ARC or World
ARC or proof of other similar sailing experience will be accepted.
4-5. SAFETY EQUIPMENT INSPECTION/ARRIVAL TORTOLA OR
ST.AUGUSTINE
The ARC Europe ofces open three days before each start; exact dates will
be published in an event newsletter; all boats must be available three days
before either start for a Safety Equipment Inspection.
4-6. BERTHING FEES
The entry fee includes berthing fees for the participating yachts for three days
before the start at the nominated port of departure. Yachts staying for less than
three nights will not be entitled to any refund. Utilities and other services are
not included. A minimum of three days complimentary berthing will be given
on arrival in Horta and two days before the re-start from Ponta Delgada. One
days complimentary berthing is provided on arrival in Lagos. Berthing fees in
Tortola and Bermuda are not included.
4-7. ENTRY FEE
The entry fee includes the following:
Pre-event
ARC Europe Skippers Handbook and Information Pack (including special
offers)
ARC Europe Flag
ARC Europe Newsletter (3 during build up to event)
Chart and Pilot Book Order Service
Access to WCC website participants forum
Calculation of WCC Rating Handicap
On Legs at Sea
Radio Net
Daily Weather Forecast
Position reporting service and display of positions on worldcruising.net
website
Caribbean start & St. Augustine
Three days complimentary berthing before the start (Tortola only)
Safety Equipment Inspection
Seminar Programme
Comprehensive Social Programme
Skippers Brieng (Including Weather Information)
Bermuda
Welcome on arrival and Welcome Pack of Bermuda Tourist Information
Liaison with Customs & Immigration Authorities
Full Social Programme including leg Prize Giving Party
Skippers Brieng (including weather information)
Horta, Faial
Welcome on arrival and Welcome Pack of Azores Tourist Information
Full Social Programme including leg Prize Giving Party
Three days complimentary berthing on arrival
Island tour
Commemorative Plaque
Angora, Terceira
Island tour
Organised Social Programme
Ponta Delgada, San Miguel
Two days complimentary berthing before the re-start
Organised Social Programme
Skippers Brieng (including weather information)
Lagos
Welcome on arrival and Welcome pack of local information
Prize giving party
One days complimentary berthing on arrival
Discounted marina berthing for longer stay
The entry fee for each yacht is 550.
4-8. LATE JOINERS
Yachts that intend to join the Rally at Bermuda will be given a discount of 50
off their entry fee. No discount will be given off the crew fees.
4-9. CREW FEE
A fee of 150 is payable for each person on board including the skipper. This
fee covers one person for the entire Rally. There is no additional charge for
crew changes. Children under 16 years on 01 May 2010 are exempt. Where
a yacht has extra crew for one leg only a fee of 75 per extra crew will be
payable for that leg. Responsibility for payment of the crew fees remains
with the skipper.
4-10. BOOKING FEE
Prior to 1 September 2009 a non refundable booking fee of 100 is payable
to ensure a place in ARC Europe 2010. The booking fee will be credited
against the entry fee, which must be paid in full by 1 September 2009 to
conrm participation. Entries received on or after 1 September 2009 must be
accompanied by full payment of the entry fee.
4-11. DISCOUNT
A 5% discount (20% for ARC2009 participants) on the basic entry fee is
applicable for payments received by the organisers before 20 December
2009. This discount does not apply to crew fees.
4-12. LATE PAYMENT SURCHARGE
Entry fees and/or crew fees paid after 1 April 2010, or received in the Cowes
ofce after that date, will incur a surcharge of 25%.

4-13. ARC EUROPE COMMITTEE
The ARC Europe Committee will be made up of two members of the Rally
staff, a member of the Committee of the local host yacht club and a member
of the local yacht club (who may also be a Committee member) and an
independent vote casting chairman nominated by the organisers. Yachts in
the Cruising Division may not lodge more than one protest during the Rally.
Decisions taken by the protest committee are nal. No protests may be
lodged in the Open Division.
4-14. DEFINITIONS
For the purpose of the ARC Europe 2010 Provisional Conditions of Entry
or any other material issued by the Organisers, the following terms shall be
dened as:
The Rally shall mean the ARC Europe 2010.
Rally Logo shall mean the ARC Europe logo consisting of the World Cruising
Club Ltd. icon, and the text ARC Europe, as shown on the Entry Form.
Issue 2, dated 01 March 2009
1 - 21
1 - PERSONAL PREPARATIONS
Per sonal Pr epar at i ons - What t o Wear
The c l ot hi ng opt i ons f or an At l ant i c c r ossi ng
Nick Gill from World Cruising Clubs technical clothing provider Gill takes a look
at modern sailing clothing and offers some ideas for your sailing kit-bag.
Layer i ng a per sonal c l i mat e c ont r ol syst em
In sailing one thing is certain; you need to be prepared
for all weather conditions. For an ARC crossing this
will include the delivery to the Canary Islands, the
variations in Atlantic weather during the trip, local
Caribbean conditions and then the reverse for the
return crossing. Space is at a premium on board, so
even if budget is not a restricting factor there is a limit
to how much clothing you can take. I believe it is best
to look at your options in terms of layers. Hot or cold,
the layering system makes enormous sense and it is
your own personal climate control system.
Base Layer Opt i ons
The Base Layer is vital. One of its main purposes
is to keep you dry next to the skin and it does this
by wicking moisture away from the body. If you are
wearing cotton it will absorb perspiration like blotting
paper, and then transfer heat from your body 20
times faster than dry fabric leaving you feeling cold
and clammy.
For the cooler part of the journey I recommend
Gill i2 Lite or i2 Tec. There are many choices of long
or short sleeve, crew neck or zip polos as well as
leggings and boxer shorts. Dont forget the boxers, as
damp cotton underwear is no fun! The main difference
between i2 Lite and i2 Tec is that the Tec is slightly
heavier and therefore warmer and also features an
anti microbial nish. This, put simply, reduces the
odour caused by being unable to wash it - very handy
on an extended passage.
For warmer conditions, Gill has introduced
technical long and short sleeve shirts. They are very
fast drying, highly wicking and have a UV SPF 50 sun
protection factor, essential for the latter part of the
ARC rally. This new Technical Apparel range has a
natural feel, is not tight tting and is very comfortable
for long periods.
In many ways there is an overlap between the
warm and cool weather base layers. They both do a
similar job but the warm weather technical apparel
is designed for use on and off the boat despite being
100% technical.
Mi d Layer Opt i ons
There has probably been more development in what
we loosely term mid-layer, than any other area of our
business in the last few years. New materials and
production techniques have considerably increased
the options, whilst at the same time widened their
usage opportunity.
The role of the mid-layer is to provide thermal
insulation. This can come in many forms from a
relatively thin micro eece to a fully waterproof, highly
breathable, insulated jacket and salopettes.
One of the materials
that has had such
an impact at Gill has
been soft-shell. A sandwich material that gives
warmth, water and wind resistance. They are
available in different weights and degrees of stretch
and warmth. My choice is the soft shell race jacket
and pants. As well as warmth, it has a high degree
of water resistance and gives protection for most
conditions. It is so versatile, being just as happy on
shore or even on the slopes.
For a more conventional mid-layer I recommend
the convert range. A lightweight, highly breathable rip-
stop fabric with a Thermore synthetic ll insulation
that compresses easily and insulates when wet. I
recently spoke to someone who had just returned
from an Atlantic crossing who said she did not take it
off for 20 days. It was like wearing a sleeping bag.
Out er Layer Opt i ons
The Outer Layer is for real protection against
the elements and must be completely water and
windproof. In order to work most efciently, the fabric
should be breathable to let the moist air escape from
inside the garment.
There are three suitable options in the Gill range
to suit all budgets. The main difference between the
garment options is the height of the collar and the
durability of the materials. There are two types of
material available; 2 -layer and 3- layer.
The 2-layer option is generally lighter and
because the coating is unprotected, requires a lining
in the garment. It is also less expensive and slightly
less durable.
The 3-layer fabrics are a sandwich with the
waterproof membrane in the middle. The outer
layer gives the texture and the abrasion and snag
resistance, whereas the inner is a scrim and this
protects the coating from wear and tear. Gill 3-layer
garments are the most durable and do not need a
lining, but are also more expensive. This is due not
only to the fabric cost (more than 50% higher) but also
to the taping costs, both in materials and labour.
Out er Layer Gar ment Opt i ons
OS 2 Of f shor e Range
Our most suitable 2-layer option is the OS 2 Offshore /
Coastal Jacket and Trousers. It is mid-weight, packed
with features, has a collar that ends just at the top of
the ears and is the most suitable suit for a wide range
of conditions. If most of your sailing is coastal
cruising with the occasional offshore passage and
a very occasional ARC crossing, then Key West will
do the job. It is reasonably priced, comes in unisex
1 - 23

Layer Very Warm Moderate Cool

Temperature Range > 22 Degrees C Plus 15 - 22 Degrees C < 15 Degrees C

Range Description Range Description Range Description
Base Layer Tech App Quick Drying UV technical shirts in long As very warm plus i2 Tec Base layer
and short sleeve for men and women i2 Tec Base layer
i2 Lite Base layer range

Shorts and Trousers C005 Men's Escape quick dry shorts As very warm i2 Tec Base layer
C006 Men's Quick dry long Haul Trouser
1642 Technical sailing shorts

Mid Layer i3 Micro Fleece tops and bottoms i4 Mid weight feece tops & salopettes
i4 Mid-weight feece tops & salopettes i5 Crosswind jacket & salopettes
i5 Crosswind i5 Crosswind Performance Mid-layer
1610 Softshell jacket 1610 Softshell jacket

Outer Layer IN10 Inshore-Lite jacket & waist pants OS5 Key West Ofshore jacket & trousers OS4 Atlantic jacket & trousers
C019 Intrepid Jacket Drop Seat trouser for women OC2 Racer jacket & trousers
OS4 Atlantic jacket & trousers
OC2 Racer jacket & trousers

Feet 960 Gripper shoe 960 Gripper shoe 909 Tall Yachting boot
909 Tall Yachting boot

Head Gill Polarised foating sunglasses Gill Polarised Floating Sunglasses Gill Polarised foating sunglasses
138 Peaked sailing cap 138 Peaked Sailing Cap 9637 Pro-Racing Goggle
HT1 i3 Beanie HT3 i4 Skull cap

Notes regarding the table:
* The temperature range will depend to a large extent on the wind and / or sea state. Wind strength in particular will afect the type of clothing needed. * In the layering sections there are in many cases more than one option. It can be a choice and not necessarily all.

GILL - WHAT TO WEAR FOR SAILING
T E M P E R A T U R E R A N G E
and womens specic sizing and the womens trousers
have a very useful drop seat.
At l ant i c
As its name implies, the Atlantic is ideal
if you do a fair amount of offshore
sailing and the occasional race. It
is made using a 3-layer, 5-dot, ocean
grade fabric and it is heavier and more
durable with a much higher collar.
Oc ean Rac er
If budget is less of an issue there is the Ocean
Racer jacket, developed with the crew of Volvo Ocean
Race winner illbruck, combining the features of the
Atlantic suit with many innovative design systems that
reduce weight and improve the garment breathability,
but without sacricing performance. It performs like an
Ocean Jacket but feels more like a Coastal Jacket.
Hands and Feet
Wearing shoes and gloves when moving about on
deck is essential to avoid injury. You could potentially
be 2 weeks from outside assistance. As the weather
is likely to be predominantly warm, shoes rather than
boots are the best option. Gills new boat shoe, called
the Decktech, has been tested independently in
wet and dry conditions on varnished wood and glass
bre decking, and proved to have outstanding grip.
Ideal on a rolling wet deck.
Gloves are also important, not just to protect from
rope burn but also from getting ngers caught or trapped.
There are many options but I would strongly recommend
long nger gloves. The Gill Pro-Glove is probably the
toughest on the market using a material known as
Proton Ultra as opposed to the thinner Amara.
What t o Pac k
Weight and space are often a limitation on board
so careful planning of your wardrobe is essential.
The following table lists what I consider to be the
best options from the Gill range. I have split it into
different temperature conditions and different layers.
I have also included the dry weight of the product
as a guide. Whichever brand of clothing you end up
packing, it is denitely worth checking out the layering
and temperature guide as it makes good sense. For
further information visit www.gillmarine.com
Suggest ed At l ant i c Ki t Bag
Technical products that completely avoid cotton.
Shirts can double up as a thermal base layer under
waterproof clothing - perform the same function.
Tec hni c al Appar el Range
Ideal base layer for warm weather sailing offering UV
protection. Available in womens styles and colours.
Quick dry UV shirts:
Sonar Long Sleeve Polo_C003 35.00
Reverb long sleeve Tee_C002 30.00
Equinox Short Sleeve Tee_C001 25.00
Technical Apparel quick dry shorts:
Escape Shorts_C005 40.00
Technical Sailing Shorts with pad_1642 42.50
i2 Lite Base Layer boxers 15.00
i2 Tec Tee Base layer 35.00
Mi d Layer
Convert Jacket 75.00
Convert Salopettes, or 80.00
Crosswind Mid Layer Jacket 100.00
Crosswind Mid Layer Salopettes 100.00
Out er l ayer
Atlantic Jacket_ OS4J 255.00
Atlantic Trouser_ OS4T 180.00
Foot wear
Decktech Shoe_965 65.00
Ac c essor i es
Long nger Pro glove_7450 25.00
Technical quick dry sailing cap_136 15.00
Polarised racing and oatable
Sunglasses with retaining strap_9472 35.00
Large 70 Litre Cargo Bag_ L002 47.50
Wash Bag _ L011 15.00
1 - 25
Cr ew Tr ai ni ng
Proper training is good preparation for any sailing voyage. Skippers are
encouraged to ensure their crew are properly prepared for the ocean
crossing ahead which will ease the pressures on the Skipper, and are
respectfully reminded that they have a duty of care towards their crew.
No matter how much gear you put on your boat, its the experience of the
crew that makes for a safe voyage.
For mal Saf et y Tr ai ni ng
Whilst formal qualications or crew training are not required to participate
in the ARC, it is strongly recommended that as well as completing
the minimum qualifying cruise [500 nautical miles in the 12 months
preceding the start for each yacht], the skipper and preferably some
of the crew undertake formal safety training.
The one day sea survival course is an excellent introduction on how
correctly to use a liferaft and how to handle an emergency situation at sea.
The basic sea survival for small craft course is offered by an increasing
number of establishments around the UK including Hamble School of
Yachting opposite, and a full list of RYA recognised courses can be found
on the RYA website - www.rya.org
It is also a good idea for at least one crew member to have undertaken
a rst aid course. What may begin as a minor medical problem on board
could easily develop into something much more serious for want of basic
medical training on board. Some well-applied, emergency procedures
instituted early on, can make all the critical difference.
Pr e-Depar t ur e Saf et y Br i eng
No matter how experienced your crew, a safety brief by the Skipper is
an essential part of crew training prior to the start of any sailing voyage.
ARC Skippers will be required to sign a declaration prior to leaving Las
Palmas stating they have conducted a pre-departure safety brieng with
all crew members, considered possible contingencies, and methods to
avoid, minimise or cope with emergencies.
The Pre-Departure Safety Brieng must include: Training drills for
MOB, abandon ship, dismasting, re, ood, loss of rudder/steering and the
use of storm sails; stowage and use of all safety equipment (in particular
lifejackets, ares, EPIRBs, re extinguishers, liferaft, danbuoy, rst aid
kit, grab bag); the procedure for making a correct MAYDAY call, including
giving the yachts position; passage and pilotage plan for the crossing.
In addition, it is recommended that the Skipper should: Talk
through the ARC Safety Equipment Regulations with the crew; review the
medical status of crew members taking medications, including seasickness
and remedies; assign a Ships Medic; review safety harness, life jacket
and safety line procedures to be used, issuing each crew member with
their own lifejacket, ensuring it is tted correctly; review cooking stove
and other re and explosion hazards; review ooding control procedures;
review man aloft procedures; urge each crew member to constantly think
about safety and the consequences of every action.
Saf et y Demonst r at i ons Las Pal mas
On the Thursday before the start, WCC runs a comprehensive morning of safety demonstrations in association
with Hamble School of Yachting. These include a Hi-Line Transfer, Flare and Liferaft Demonstration. For
further information on these demonstrations see the fact sheets from page 1-63. These demonstrations are
simply meant as a refresher for all crew and are not a substitute for invaluable formal safety training.
Sea Sur vi val Tr ai ni ng
Training in survival at sea incorporates the worst case scenario of taking to your last resort craft, the liferaft, and
damage limitation skills to enable your yacht to be your liferaft. Courses are designed for sailors who wish to prepare
themselves in the eventuality of a man overboard situation or abandoning a vessel to a liferaft. Safety and survival
at sea can be achieved with careful planning and preventatives. The experience will give you greater condence
in an emergency situation and in the capabilities of your safety equipment. The safety equipment, both mandatory
and recommended for the ARC, can mostly be seen and experienced on these training courses.
Mar i t i me Fi r st Ai d/
Medi c al Tr ai ni ng
When heading off on a lengthy
offshore passage, a cruising
sailor needs to focus on 3 key
areas:-
Basic Medical Skills
Communications
Medical Supplies
A number of establishments
offer advanced medical training
geared towards the voyaging
sailor, in particular Hamble
School of Yacht i ng ( see
opposite).
These cour ses ai m t o
familiarise you with handling
emergencies like lacerations,
burns and fractures. In addition,
you will learn about common
marine-generated emergencies,
such as hypothermia. Training
wi l l provi de you wi t h t he
condence and skills to treat
common ailments as well as
life threatening emergencies,
including how to stabilise a
crew member with traumatic
injuries, and take history and
observations using a rst aid
and medical care system.
Sa f e a n d e f f e c t i v e
treatment can then be made
with Radio Medical Advice via
SSB radio, relay, or satellite
communications, or in the worst
case scenario by the trained
crew member.
Cont act i ng t he MRCC
provides the opportunity to
liaise with a doctor 24/7 or
alternatively there are a number
of compani es that provi de
yachtsman wi th access to
physicians, trained in the art of
remote medical support.
1 - 26
Cr ew Heal t h - Medi c al Chec k Li st
As skipper of a yacht it is your responsibility to know what medical conditions, if any, that your crew may
have. It is worth sitting down with each of the crew and nding out if they have any conditions that they
might be affected by during the crossing. It is worth lling out the table below with the medical condition,
what medication is needed for the condition and any other notes such as what doses are usually taken. This
table can then be a reference point for everybody onboard during the crossing.
Cr ew
Name
Medi c al
Condi t i ons
Medi c at i on Not es
1 - 27
Medi c al Ki t s
Your boats medical rst-
aid kit is as important
as your sail inventory.
Gui danc e on what
medications to include
in your kit for offshore
cruising can be found
in a variety of ways: the
Maritime and Coastguard Agency (www.mcga.gov.
uk) in the U.K have authorised scales of rst aid
and medical kits for inshore and offshore vessels;
other national marine authorities publish similar
recommendations; the Ships Captain Medical Guide
has an excellent recommended drugs list.
Many cr ui ser s wi l l make up t hei r own
comprehensive medical kit made up of a rst aid
and emergency medical grab kit to be kept in the
grab bag and a medical chest split into categories; eg:
dental, gastro, infections etc. Alternatively a number
of companies specialising in medical supplies have
branched out into the offshore medical kit market and
can supply professional pre-packed kits depending
on your requirements. These include: Blue Water
Supplies / Sea Medic: Tel. +44 (0)1534 739594, www.
bluewatersupplies.com; and L E West Ltd: Tel. +44
(0)208 532 7777, www.lewest.com.
It is possible to buy excellent medical supplies
in Las Palmas, however it is better to acquire any
prescription items before leaving your home country
through your doctor. Remember, furnish your boat
with a comprehesive medical kit and you wont have
to rely on your fellow ARC participants to supplement
your supplies if a medical emergency arises.
In addition to the appropriate level of training,
an on-board medical reference book is invaluable.
Reference material is as important to safe passaging
as having up-to-date charts, but an on-board
emergency should not be the rst time you pull out the
medical reference book. Even without formal medical
training, if you have thoroughly read the medical
reference book, youll have a good minimal basis for
emergency medical treatment. See the book list at
the back of this section for recommended titles.
Money
Life on a cruising yacht is not all sitting under
a palm tree! Most cruising will take place in
relatively developed regions and involve the typical
expenses that occur in normal living: buying food,
entertainment, travel, and maintaining the boat.
Only at sea will you stop spending money! It is
therefore important to plan your nances for the
period that you will be away from home.
Regul ar Bi l l s
Make life easy and set up regular payment
systems. Standing orders and direct debits are
good methods. Remember to include household
bills, insurance, and most importantly, your credit
cards in this system.
Ac c ess t o Money
Make sure that your bank is aware of your plans, so
that they can act on telephone or faxed instructions
from you. An account with Internet access so that
you can log into it from anywhere could suit your
needs. Make sure that you take details of your
bank account numbers, bank address, and contact
telephone and fax numbers with you. Keep these
in a secure place with a 2nd copy in case of loss.
Beware of local rate numbers that cannot be
accessed from overseas.
Cash & Car ds
ATMs are widely available in Europe and the
Caribbean, and are the easiest way of getting
money in local currencies. Use credit/debit cards
for other transactions as well. It is a good policy to
have a Mastercard as well as a Visa.
Keep details of all cards and telephone reporting
numbers in case of theft. Have a secure hiding
place on board and keep a back up card there also.
At sea, place cards and passports in the emergency
grab bag.
Cur r enc i es
Gr an Canar i a - Eur os
The currency in the Canary Islands, which includes
Las Palmas de Gran Canaria, is the Euro. The
exchange rate is approximately 1 Euro = 0.87,
and 1 Euro = US$ 1.29.
There is an ATM in the marina at the Sotavento
Centre and a number of banks located close to the
marina in Las Palmas, and at the airport on arrival.
Remember to carry your passport or some form of photograph ID with you in Las Palmas, as proof of
identity is often required when paying by credit/debit card.

Car i bbean - EC$ or US$
The currency in St. Lucia is the Eastern Caribbean Dollar (EC$) which is tied to the US$. The approximate
exchange rate is US$1 to EC$2.7. When making purchases or bartering, always check if the rate quoted is
for EC or US, as the US Dollar is widely accepted throughout the Caribbean. As a standby, it is well worth
having a sum of US$ cash to keep on board the boat, since customs fees can almost always be paid in
US Dollars. In Rodney Bay Marina, there are two banks with cash dispensers, but demand on them during
the ARC can be high, so bring some cash in case you arrive over the weekend or on a public holiday.
Yo
W
Global
Pete
of ya
marine
mar
the w
logistics serv
Our
and
Sup
yach
For
Kirs
Our
to a
From
www.petersandmay.com
Plea
marine@petersandmay.com
You sail the Atlantic
We ship you home!
ers & May are specialists in the safe global shipm
achts, powerboats, RIBs, high-value and delicate
rine cargo. We have been shipping yachts around
world for more than 20 years and provide a besp
vice to ship your yacht back home after the ARC.
unique shipping cradles are the safest in the indu
, with our own in-house team of dedicated Loadin
perintendents, we take care of every aspect of you
hts journey from loading through to discharge.
prices and further information please contact
sty Stratton on +44 (0)2380 480 434
dedicated Yachting Logistics Department can als
nd from the Caribbean.
m spare sails to spars, we can arrange quick and eff
ase contact Stuart Chalcroft on +44 (0)2380 48
c.
ment Westbound shipments
depart UK, Spain and
e
Adriatic in November for
d
arrival in the Caribbean
oke
in December
Eastbound shipments
depart the Caribbean in
ustry
April/May, arriving in
ng
Europe in just three weeks
ur
- ideal for yachts returning
from the ARC
t
so ship spares and equipment
ficient delivery door to door.
80 526
1 - 29
Per sonal Heal t h
This information is intended as a general overview of potential medical problems, and some warnings do not
apply to the countries on the ARC route. However, since individual cruising plans vary widely, it is advised
to obtain specic medical advice for the countries you intend to visit.
The Canary Islands currently do not have any endemic infectious diseases, although it is good general
advice to update your vaccinations for Tetanus and Polio. For the Caribbean, including St.Lucia, vaccinations
for Typhiod, Diptheria, Hepatitis A & B and TB are advised. However it should also be noted that, since many
yachts will be cruising other countries after the nish of the ARC, it is recommended to take medical advice
on any possible requirements for all countries you intend to visit.
For staying healthy while aoat the maxim should be prevention is better than cure. Firstly, it is important
to make sure that all preventative vaccinations are kept up-to-date. Infectious and contagious illnesses are
little risk while at sea, but these do become a hazard while ashore in some places. Secondly, ensure that
good personal and boat hygiene is maintained, since the two greatest health hazards when travelling world-
wide are mosquitoes and unsafe food and water.
Simple precautions will help maintain health.
Prevent mosquito bites by tting screens for
hatches; burn coils at night, and use insect repellent
sprays in the evening.
Remember in the tropics that food spoils far
more quickly, so take care over preparation of food
and drink, keeping left-overs, and food hygiene, to
help avoid stomach upsets.
Cuts and insect bites easily become infected,
and can take a long time to heal in the tropics. Always
disinfect them well and avoid getting them wet.
Persistent wounds may need antibiotics.
Vac c i nat i ons
Required vaccinations are Tetanus, Typhoid,
Polio and Hepatitis A. These are however not
compulsory. Depending on your itinerary, you
should check the prevalence of: Diptheria,
Hepatitis A & B; Menigitis A, B, C; Rabies and
Japanese Enchaphlitis.
Sufcient time should be allowed before travel,
to ensure that the vaccinations have reached full
effectiveness. This time period varies with each
vaccination, and qualied medical advice should be
obtained for the countries on your intended route.
Mal ar i a
Malaria currently is not a problem in the Caribbean.
However, if intending to travel further, then detailed
advice should be sought for the specic areas
to be visited. Seek local medical advice before
departing from one port, what the conditions are
for the next port of call, since advice on malaria
prophylaxis changes frequently.
Yel l ow Fever
This mainly occurs in tropical rainforest areas of
South America and Africa, so it is unlikely that
sailors would encounter it. However, vaccination
certicates can be asked for in Panama, Ecuador
and Brazil. As the vaccination is highly effective
and gives protection for 10 years it may be worth
having this done, especially if one plans to travel
inland during visits to Ecuador or Brazil.
Tr ai ni ng Cent r es
There are hundreds of yachting training schools
worldwide offering blue water training, both
theoretical and practical. To aid you in your search
for the right course we have listed below relevant
international websites and addresses.
Tr ai ni ng i n t he UK
The RYA website has a complete list of UK
establishments offering a variety of yachting
associated courses. To nd a course near you go
to the RYA website at www.rya.org.uk and using
FIND select training centres from the directory.
This will take you to a search page for all RYA
courses, both shore and water based. If you wish
to complete RYA courses outside the UK, there
are a number of European RYA afliated schools,
mainly in Spain and France. RYA based courses
can also be found in Australia and North America.
Full details are on the website.
Passpor t s
It i s essenti al to have a val i d
passport. Some countries require
that the passport is valid for at least
six months after the date of arrival
in that country, so please check
the expiry date on your passport.
Advise all crew joining your yacht,
especially if they are ying in, to check that they
have passaports valid for at least six months.
It is recommended that all crew joining yachts
(other than EU citizens) should arrive with a signed
letter from the master of the yacht stating that the
bearer will be joining said yacht in a specied
port and that the master accepts responsibility for
ensuring the bearer leaves the country with that
vessel. This can save time and problems at the
airport on arrival, especially where a connecting
ight has to be made to reach a yacht. Copies of
such letters in English, Spanish and French are
available from WCC, via the event forum.
YACHTSMANSTRAVELPRODUCTS
x SpecialistsingleorannualYachtTravelScheme
x IdealforARCandotherWCCrallies
x Exceptionallevelofcoverandbenefits
x Standard60daysawayfromUK-periodsupto12months
x Rejointheboatfollowingrepatriation(Gold)
x Medicalandrepatriationcover
www.wc c t r avel .c o.uk
Tel:01892549822
e.mail:enquiries@topsailinsurance.co.uk
TopsailInsuranceisatradingnameofGHInsurance
ServicesLtd.whoareauthorisedandregulatedby
theFinancialServicesAuthority
1 - 31
Tr avel I nsur anc e
It is essential that the skipper and all members of the
crew should have a minimum level of travel insurance
to at least provide basic medical cover for emergency
treatment in the Canaries before the start of the ARC,
and for arrival in St. Lucia, and any onward cruising
plans. As the Canary Islands are part of Spain, EU
citizens can obtain reciprocal health care free of
charge, although it may be necessary to pay and
claim back. Ensure you have obtained your European
Health Insurance card, before traveling [EU citizens
only]. This has replaced the Form E1-11.
Travel insurance is also recommended for non-EU
citizens visiting the Canary Islands, and is essential
when outside your home country. When taking out
a policy, pay particular attention to the conditions of
treatment and repatriation. There are a number of
excellent tailor made policies that provide extra cover
in case the owner of the yacht has to be repatriated
through ill health providing cover for you to pay for
a delivery crew to return your boat home. Specialist
brokers tend to offer more helpful advice than High
Street travel agents. If buying an off the shelf travel
policy check that sailing is not specically excluded
as a dangerous sport.
GH Insurance offer a policy called Yachtsmens
Gold, specically designed for cruising sailors, which
includes coverage of event entry fees should you
have to cancel your participation in the ARC. Find out
about the competitive rates for their specialist policies
at www.wcctravel.co.uk
Vi sas and Cr ew
Canar y I sl ands
Non-EU ci t i zens vi si t i ng
Spain need a visa (visado) in
order to enter and visit Spain,
unless there exists a special
agreement between Spain and your home country.
Countries with special agreements include all of North
& South America, Andorra, Australia, Brunei, Costa
Rica, Croatia, Cyprus, the Czech Republic, Estonia,
Gibraltar, Grenada, Hungary, Iceland, Israel, Japan,
South Korea, Latvia, Lithuania, Malaysia, Malta,
Monaco, New Zealand, Norway, Poland, San Marino,
Singapore, Slovakia and Switzerland. If you are one of
these nationalities, you can enter Spain without a visa
and stay for up to 90 days in any 6-month period.
St . Luc i a
British passport holders may enter St. Lucia for a
stay of up to six weeks without obtaining a visa.
The maximum length of stay will however be at the
discretion of the immigration ofcer.
For a full list of countries whose nationals require
visas to enter St. Lucia go to www.stlucia.gov.lc/
faq/do_i_need_a_visa_to_enter_saint_lucia.htm. A
single entry tourist visa is valid for up to 6 weeks,
apply for extensions at the Immigration department
in St.Lucia.
It is essential to have a valid passport for the
Caribbean with at least three months until expiry.
Special Note: Non US passport holders require visas
for entry into the US Virgin Islands.
If you require a visa, make sure you apply to the
St. Lucia Consulate nearest to your residence, well
before you travel. Generally you should apply for
your visa about 8-12 weeks before the date of your
expected arrival.
Ent er i ng St . Luc i a by Ai r
Current entry restrictions state that passengers must
be in possession or be able to provide proof of an
onward or return ticket and hold sufcient funds for
the stay. For crew travelling to St. Lucia and departing
by sea they must hold documentation from the skipper
of the boat conrming that they will be travelling
aboard and detailing the exact departure date from
St. Lucia and the next destination. Problems can
be avoided if crew also have an onward ticket from
another place further down the route. Copies of crew
letters in English, Spanish and French are available
from World Cruising Club.
Ent er i ng St .Luc i a by Sea
Crew arriving aboard an ARC yacht are the responsibility
of the skipper. This means that crew cannot be signed
off a boat without an air ticket home. If tempted to
take on extra crew in the Caribbean, or offer a ride to
another Island, ensure that the crew has either a ticket
home, or the means to pay for a ticket, otherwise the
skipper will be liable for repatriation of the crew.
Tr ai ni ng I nt er nat i onal l y
The ISAF website lists international sailing
organisations. Go to www.sailing.org/mna for
full details of ISAF Member National Authorities
[MNAs]. Find your country on the world map
and contact your national body to nd out about
available courses.
Fdration Franaise de Voile
Web. www.ffvoile.org
Tel. +33 14 06 03 7 00
Deutscher Segler Verband
Web. www.dsv.org
Tel. +49 40 63 20 090
Koninklijk Nederlands Watersport Verbond
Web. www.watersportverbond.nl
Tel. +31 30 75 13 700
Norwegian Sailing Federation
Web. www.seiling.no
Tel. +47 21 02 97 10
US Sailing
Web. www.ussailing.org
Tel. +1 401 683 0800
Out here, you need to be prepared...
WWW.GAELFORCEMARINE.CO.UK TEL.01463 229400
WI TH 25 YEARS EXPERI ENCE, WE CAN HELP
GAEL F ORCE MARI NE 136 ANDERSON ST REET I NVERNESS SCOT L AND I V3 8DH
PERFORMANCE MARI NE EQUI PMENT
1 - 33
Boat Pr epar at i ons Top Ti ps
Fit equipment well in advance so you can check that
it works and you have condence in it. Preparation is
key and there is no substitute for testing everything.
Remember the boat is going to roll a lot during the
Atlantic crossing and making life comfortable down
below will add to your enjoyment of the trip.
Down Bel ow
Cupboard doors: check catches so doors stay shut
when heeling over.
Galley: make a chopping board that ts snugly into
the sink.
Gas: buy a spring balance for weighing gas bottles.
Fit a duel propane /butane installation. Propane
bottles older than 10 years
old will not normally be
accepted for rell.
Handy items: x a knife and
torch just inside the main
companionway hatch.
Handholds: do you need to
t additional ones to make
moving around down below
easier and safer whilst on
passage?
Heavy objects: secure properly - think rolling.
Infestations: t bug/cockroach traps in bottom of
lockers & bilges (available in Las Palmas).
Laptops: t Velcro to laptop/saloon table/nav area
so secure when at sea.
Lee cloths: are they deep enough for the passage
making you intend to do?
Radar: many coastlines are prone to fog, which
sometimes can last most of the day. Also very useful
for picking up those nightly squalls on passage.
Storage: store pans with paper towel in-between to
prevent rattling and damage to non-stick. Invest in a
roll of non-slip matting thousands of uses.
Upholstery: protect with removable, easy clean
covers whilst on passage.
1 - BOAT PREPARATIONS
Non Slip Mat Material: cut to t the saloon table
and galley work top surfaces. Handy to have place
mats which can be used randomly around the boat
as required.
Mosquitos: fit removable nets to your hatches,
including main hatch. Lewmar make purpose made
screens to t all their hatches.
Night vision: t red lights in saloon, galley & heads.
Oven: make safe by tting a retainer inside to keep
dishes in place when the oven is opened and heeling
over. Rig a crash bar across the stove to avoid nasty
accidents. Dig out those pot holders and invest in a
pressure cooker (no spillages of hot food/liquid).
Ventilation: very important as the weather gets hotter.
Is there a good ow of air through the boat? Try a range
of windscoops and consider tting small 12v fans by
bunks / in the galley.
Water: t a salt water pump in the galley & manually
operated fresh water pump.
On Dec k
Deck shower: best way to shower when in hot
temperatures and good for after swimming. Cheaper
option is a solar shower, easy to store.
Dinghy: you may want to tow your dinghy on short
passages. Pre-prepare a decent bridle with permanent
lines to your aft cleats so you dont lose it!
Drinks: x bottle clips (from Halfords for bike water
bottles) around cockpit for convenience.
Gardening gloves: for handling harbour warps and
chains keep handy.
Heat/Sun: invest in a decent bimini and sun awning
that cover the cockpit and coach roof. It is much
cheaper to get these made before you leave home.
Keep a garden plant spray bottle with water in the
fridge lovely for cooling off.
www.rutgerson.se / 5AILHAPDWAPE / DECKHAPDWAPE / PCPTLICHT5 & HATCHE5
Designed Ior cruising.
Used at any time in any weather.
1 - 35
Set - up: set your
boat up so it can be
sailed by the weakest
crewmember.
Shore Power: bring
a selection of shore
power el ect r i cal
adaptors with you (e.g.
splitters, doublers, 32
& 16 Amp plugs).
Tr ol l ey: a smal l
collapsible trolley is a
must for gas bottles, diesel cans and provisions.
Visibility: invest in a 3 million+ candle spotlight
operating from a 12v socket [obligatory].
Water: an easily stowed at packed hosepipe, with
a selection of ttings, will prove useful.
Sec ur i t y
Dinghy: buy a heavy-duty combination lock and wire
to padlock ashore and to boat. Rig a three or four
point lifting strop to enable lifting alongside when at
anchor overnight.
Outboard: some suggest painting this funky bright
colours to deter thieves, and t a strong outboard
lock.
Main hatch: effective lock on washboards? Should be
operable from below deck to enable a secure yacht
at night when on board. Fit movement detectors with
a noisy alarm.
Money: if keeping money on board, split it up.
Paper wor k
Boat Stamp: ofcials love a rubber stamp.
Equipment List: have a list of equipment on board
with serial numbers.
ID: carry plenty of passport photos.
Ships Papers: photocopy all in advance.
Carbon Paper: for all those forms that have to be
completed in triplicate - invaluable!
Mi sc el l aneous Luxur y I t ems
Breadmaker: nothing beats painless fresh bread!
BBQ: keeps the smells out of the galley.
Cockpit beanbags: greatly increase comfort when
on passage and protect the knees!
Communication: walky talkies are cheaper than
handheld VHFs, smaller and easier to carry/use.
Great if one crewmember goes ashore for shopping
and needs collecting. Range 3 miles.
Entertainment: books on local history of areas on
your route, ora and fauna, constellations. Lonely
Planet Guides are excellent. Audio books great for
night watch. Plenty of ction, very swappable. Board
Games.
Fishing Rod & Lures: always a fun pastime and
saves visiting the local sh market!
Hard bottom tender: for extended cruising,
particularly in areas requiring anchoring, a rubber
dinghy with 4hp motor just wont cope. Consider also
the largest outboard you can handle and a good sized
dinghy anchor.
Laundry: highly recommended is a hand wringer for
wet clothes. See www.lehmans.com.
Memories: digital camera and storage facility. A USB
removable memory stick is also very useful so you
can keep photos taken by friends and take your long
messages home to an internet caf.
Snorkeling gear: great for fun but also for checking the
anchor, freeing nets off rudder, cleaning waterline etc.
Visitors Book: excellent memento of your trip.
GN Espace Gal l ey
Sol ut i ons Lt d
T: + 44 ( 0) 8707 481455
E: i nf o@gn- espace.com
W: www.gn- espace.com
At last - a marine cooker
that really roasts, grills
and bakes to perfection!
Our new gi mbal l ed LPG cookers al l ow you
t o now enj oy genui ne home-f r om-home
cooki ng whi l st onboard.
The hob has pl ent y of room even f or l ar ger
pans, and t he f ast heat i ng oven, l et s you
cook anyt hi ng f r om roast beef t o
mer i ngues, or even bake f r esh br ead wi t h
conf i dence. But the best news is that our
unique Multi-Direction Gimbal system keeps
the cooker level whilst you are cooking
underway.
Alize cooker and GN cookware
www.adlardcoles.com
Adlard Coles Nautical
is pleased to be supporting participants of ARC 2009.
As the largest and best-known nautical publisher
we are sure to have the perfect books for you.
1 - 37
1 - BOAT PREPARATIONS - BOOK LIST
Rec ommended Book Li st
Pi l ot Books
At l ant i c Pi l ot At l as 6 5.00
This is the 4
th
edition of this large format map-book
showing the wind and current percentage information
that would otherwise be obtained from Routing Charts
for every month of the year. It covers the North and
South Atlantic, the Caribbean and the Mediterranean.
There is a good commentary on each month too.
Worth having if you are longer-term cruising.
At l as of Pi l ot Char t s N. At l ant i c 21.00
US Hydrographic Ofce North Atlantic Pilot charts, they
contain lots of useful written text and references, which
are well written and clearly presented. Include all of the
North Atlantic, and Mediterranean. Great value.
RCC At l ant i c Cr ossi ng Gui de
38.00
5th Ed.(2003). A useful book to read
if you have not cruised the Atlantic
before. Introduces all the basic
problems, as well as giving outline
port information on main stopovers.
And a good book to give your crew to
read too, before the voyage, so they will have an idea
of what it is all about if they are new to the game.
At l ant i c I sl ands 37.50
This covers the Azores, Cape Verdes, Madeira
group and the Canaries. The third edition contains
numerous revisions; many new photographs and
some new charts have been included in this important
and well established pilot. This is a very informative
book and useful to have if you are likely to visit islands
other than just the Canaries.
Wor l d Cr ui si ng Rout es 45.00
5th Ed. Jimmy Cornell conceived this book as a
modern version of Ocean Passages of the World,
but geared to cruising yachtsman.
Wor l d Cr ui si ng Handbook 50.00
3rd Ed. (06/01) Companion volume to the above in
many ways, it gives country-by-country information
on all the lands likely to be visited by
the global cruising yacht.
RCC At l ant i c Spai n & Por t ugal
37.50
5th Ed. (2006) An excellent guide
from La Corua to Gibraltar. Lots of
colour photographs and port plans,
which will save a lot of charts if you cruise down
this coast. Latest edition contains updates on all the
marina developments in Portugal.
Cr ui si ng Gui des
Canar y I sl ands Cr ui si ng Gui de 15.00
5th Ed. 2006. Excellent onshore information,
particularly useful as all sorts of facilities are itemised
and identied. Spiral bound.
St r ai t s Sai l i ng Handbook, Annual 6 .50
Excellent guide by experienced local sailor, Colin
Thomas, to the unique conditions in the straits of
Gibraltar describing water movements and the effect
of weather systems in the area. Also includes tidal and
passage information, port and marina details.
Sout h West Spai n & Por t ugal Cr ui si ng
Compani on, Jens Det l ef 24.9 5
A cruising guide and pilot book covering the whole of
the Portuguese coastline (beginning at Bayona) and
then the SW coast of Spain on to Gibraltar. Written
in a fairly light style with plenty of on-shore tips. Full
colour port plans and photos throughout.
A Passi on f or t he Sea
Ji mmy Cor nel l 32.00
Reections on 3 Circumnavigations.
Jimmy Cornells latest book deals
with all essential aspects of offshore
cruising and every specic subject
is dealt with in an informative and
entertaining manner, backed up by
some telling incidents from the authors wide-ranging
practical experience. Primarily aimed at sailors who
are planning their own voyage.
Weat her
RYA Weat her Handbook, Chr i s Ti bbs 13.6 5
Meteorology for mariners in a clear and easy to follow
guide. Written by an ex. Whitbread navigator turned
met-man.
Under st andi ng Weat her f ax 12.9 9
Mi ke Har r i s
2
nd
Ed. Armed with this book and a current weatherfax
chart you will have all the essentials for making
your own forecast. An appendix lists worldwide fax
stations, frequencies, call signs and transmission
schedules.
Conc i se Gui de t o Car i bbean Weat her
Davi d Jones 16 .9 5
2
nd
Ed. This is a unique book giving an insight into
Caribbean weather patterns and dynamics.
Heavy Weat her Cr ui si ng 12.9 5
Tom Cunl i f f e
How to cope with all the sea can throw at you.
A Passion for the Sea
Reflections on three
circumnavigations
Cornell
Jimmy
1 - 38
Radi o, Comms. & Navi gat i on
Admi r al t y Mar i t i me Communi cat i ons, Car i bbean
UK Hydr ogr aphi c Of c e NP29 0 25.6 0
A must have gui de onboard.
Including the Madeira, Canaries and
Cape Verde Islands as well as the
Caribbean and Florida, this book
contains contact numbers, e-mail and
radio frequencies for all emergency
and safety communication, marina
and vessel trafc broadcasts.
Ad mi r al t y Mar i t i me Co mmu n i c at i o n s , UK &
Medi t er r anean
UK Hydr ogr aphi c Of c e NP289 25.6 0
Including the Azores and the Canary Islands
ALRS Vol .3 Par t 1 2007/ 08
UK Hydr ogr aphi c Of c e NP283[ 1] 38.15
Europe, Africa & Asia [excluding the Far East]
ALRS Vol .3 Par t 2 2007/ 08
UK Hydr ogr aphi c Of c e NP283[ 2] 38.15
The Americas, Far East and Oceania
Mar i ne SSB Radi o f or I di -Yac ht s 20.00
Highly recommended for anyone new
to radio, or as an onboard companion
and aide-memoir.
HF Radi o Emai l
Compani on vol ume
which focuses on email
via HF radio. 20 or 35
for both volumes.
Mar i ne SSB Oper at i on, Mi c hael Gal e 14.9 5
3
rd
Ed. A Comprehensive guide to using Single
Side Band Radio and long range communications
equipment. This excellent guide offers advice on
choosing and installing your radio set, how to operate
it and how to pass your operators qualication.
Usi ng PCs on Boar d 15.9 9
Rob But r ess & Ti m Thor nt on
2
nd
Ed. The new edition of this popular book will help
you understand how to get the most out of having a
PC onboard, as well as details on how to set up.
Cel est i al Navi gat i on f or Yac ht smen 9 .9 9
Mar y Bl ewi t t
Now in its 11th Ed, this classic guide to celestial
navigation, includes worked examples related to
current tables.
Reeds Ast r o Navi gat i on Tabl es 17.9 9
Annual publication of astro-navigation tables for
yachtsmen.
Cel est i al Navi gat i on, Tom Cunl i f f e 9 .9 9
Covers sextant technique, how to read tables and
apply them, and how to x a position. Recommened
for the RYA/DTP Yachtmaster Ocean Course.
Ast r o-Nav Pl ot t i ng Sheet s 8.50
Pads of 25 astro-navigation sheets from Imray.
Mai nt enanc e
The Boat Dat a Book 18.9 9
I an Ni c hol son
Contains invaluable information for anyone living
aboard and maintaining their yacht.
The Boat owner s Mec hani c al and
El ec t r i c al Manual , Ni gel Cal der 45.00
A DIY manual for boat owners, includes minor
and major repairs of electrical systems, engines,
electronics, steering systems, pumps, cookers,
spars and rigging. 640pp, over 500 line drawings.
Hardback 3rd Ed.
Mar i ne El ec t r i c al and El ec t r oni c s
Bi bl e, John Payne 35.00
2
nd
Ed. This excellent handbook
pr ovi des owner s wi t h al l t he
information they need to select,
install, maintain and troubleshoot
any electrical or electronic system
on a boat.
Di esel Tr oubl eshoot er 11.9 9
Don Seddon
A guide to xing your engine at sea, covers motors
up to 100BHP.
Out boar d Tr oubeshoot er 12.9 9
Pet er Whi t e
Looking after that Caribbean cruising essential.
Medi c al & Pr ovi si oni ng
Shi p Capt ai ns Medi c al Gui de 36 .00
22
nd
Ed. 19 9 9
This is the standard book carried on all merchant
ships. It is a hardback book.
Fi r st Ai d at Sea, Just i ns & Ber r y 9 .9 9
4th Ed. A highly popular on board reference manual
for rst aid at sea.
The Car e and Feedi ng of Sai l i ng Cr ew 14.9 5
Li n & Lar r y Par dey
After 25 years of ocean cruising, the authors have a
lot of experience to validate everything they say.
1 - 39
Shi p t o Shor e, Jan Robi nson 9 .50
Conjure up the tastes of the Caribbean in any yachts
galley. Based on Jans experiences over 20 years as
a charter skipper and host.
Car i bbean Cr ui si ng Gui des
RYA Book of Car i bbean Cr ui si ng 15.9 9
Full of top-tips for your boat and
equipment preparations. Highly
recommended.
Gr enada t o t he Vi r gi n I sl ands
I mr ay Pi l ot Book 30.00
For a number of years Jaques
Patuellis Les Petits Antilles -
Croisiere et Tourism has been
regarded as the standard guide for French speaking
yachtsmen in the Caribbean. Now fully translated
this A4 guide, running to 300 pages in full colour,
is fully illustrated with photographs from ground
level and the air, plus detailed charts. Each island is
dealt with in detail and pilotage notes are followed
by tourist information and useful data on formalities
and facilities.
Cr ui si ng Gui de t o t he Vi r gi n I sl ands 21.50
Simon and Nancy Scott.
Chr i s Doyl es Cr ui si ng Gui des
Chris Doyle has in recent years become the resident
expert on much of the Caribbean, and his Sailors
Guides are regularly updated, accurate and good
value. They make navigating between so many
islands and reefs straightforward and enjoyable. His
books provide sailing, mooring, shopping, eating and
leisure information as well as technical support.
Wi ndwar d I sl ands 19 .9 5
Grenada to Martinique, 2005/06
Leewar d I sl ands 19 .9 5
Anguilla to Dominique, 2006/07
Tr i ni dad, Tobago & Bar bados 17.9 5
3
rd
Edition
Venezuel a & Bonai r e 18.9 5
Chris Doyle and Jeff Fisher. 2002
The Panama Gui de, 2006 32.9 5
Both Caribbean and Pacific coasts are covered
plus full instructions for the Canal, major rivers
and San Blas Islands and Las Perlas. Stunning
photographs.
Pac i c Cr ossi ng Gui de 40.00
RCC Pi l ot age
Thinking of heading into the Pacic? This book has
a wealth of helpful information.
Ot her Usef ul Publ i c at i ons
Super yac ht Ser vi c es Gui de 30.00
t o t he Car i bbean
The insiders guide to the marine and yacht related
services for every Caribbean Island from Puerto
Rico to Trinidad, compiled using the experiences of
superyacht captains in the Caribbean. Whether you
are looking for a chandlery, diesel engineer, carpenter
or an electronic or refrigeration engineer they are all
covered and island specic. Usefully the guide also
includes contacts for services such as dental care,
travel agents, island tours, car rental, dive shops and
there is even a list of recommended restaurants.
Compl et e Di vi ng Gui des - Car i bbean
Ryan and Savage 19 .9 9
If you are carrying snorkelling and/or diving gear
on board, then these books will be a great help in
maximising your opportunity and enjoyment in the
Caribbean.
Vol.1 Dominica, Martinique, St. Lucia, St. Vincent,
Grenadines, Grenada, Tobago, Barbados
Vol.2 Anguilla, Antigua, Barbuda, Guadeloupe,
Montserrat, Nevis, St. Barts / Kitts / Martin
Whal es, Dol phi ns and Seal s 12.9 9
A eld guide to marine mammals of the world.
Ideal for identifying wildlife during the crossing. 320
pp with 400 colour photos, 110 maps ad diagrams.
The St ar Gui de, 14.9 9
Make the most of the clear,
unpolluted Atlantic sky with
this comprehensive guide to
the night sky. Over 150 colour
photos and 60 star charts.
I l l ust r at ed Wor l d Enc yc l opedi a of Mar i ne
Fi shes and Sea Cr eat ur es 16 .9 9
A Natural History and Identication Guide to the
Animal Life of the Deep Oceans, by Derek Hall &
Amy-Jane Beer.
Lorenz Books: ISBN-13: 978-0754817253
Cr ui ser s Handbook of
Fi shi ng 12.9 9
Scott & Wendy Bannerot
A practical guide to tracking,
catching and cooking your
sh whilst cruising, with a
detailed explanation of skills
involved: gear, maintenance,
t echni ques, cl eani ng,
cooking and recipes are all
covered. With an excellent
guide to the various species, you can look forward
to a sh supper at sea.
A
Chart 100
North Atlantic Ocean Passage Chart
At a scale of 1:7,620,000, this chart covers the North Atlantic
from Brazil to Newfoundland and Gibraltar to the Caribbean.
Interestingly it has been constructed on a conical projection
which means that Great Circle tracks can be plotted as straight
lines rather than curves. The chart shows the main trend of
contours, limits of ice, magnetic variations and key routes as
identified by D M Street.
On the reverse are notes on the routes and small wind rose
charts, with accompanying charts showing excessive wave
heights and storm frequencies for the months that yachts cross
the Atlantic: April to July and October to December.
Chart 100 is an important companion for the Atlantic
yachtsman on passage and an excellent source of planning
information.
17.50
1:7 620 000
WGS 84 DATUM
Water
resistant
paper
North Atlantic Ocean
Passage Chart
100
NEWFOUNDLAND
Lesser
Antilles
Cari bbean
Sea
VENEZUELA
BRAZIL
UNITED STATES OF
AMERICA
N o r t h
A t l a n t i c
O c e a n
CUBA
CANADA
THE
BRITISH
ISLES
NORTH
AFRICA
Islas
Canarias
Arquipelago
da Madeira
Arquipelago
dos Aores
Bay
of
Bi scay
Arquipelago
de Cabo Verde
Bahama
Islands
Bermuda
Florida
Hispaniola
Puerto
Rico
Barbados
Trinidad
Gibraltar
New
York
Nova
Scotia
Cape
Cod
Grand
Banks
Vigo
Cork
C20
C19
C18
Approx.
Ice limit
Chart
E5
Chart E1
Chart E3
Chart E2
Chart E4
Conical projection - Great Circle routes are plotted
as straight lines
Routes: From East to West to the Caribbean and to
the eastern seaboard of the United States and east
to Europe.
Ice limits
Currents
On the reverse
Charts showing wind roses, excessive wave height
contours and distribution of gales for April to July
and October to December
Notes and recommendations on routes
Ice information
Eastern Caribbean and Atlantic Islands Charts
b Pilotage notes. Many of the charts in the series now include sailing
directions on the reverse side
b Designed under the guidance of D M Street Jnr who has fifty years
of unrivalled first-hand knowledge of the area
b Waterproof paper. Each sheet is printed on durable waterproof
paper. Ideal for charter boats where wear and tear is considerable
b Flat or folded. All charts are normally published flat, size 640mm x 900mm (25ins x 35ins),
and most are now available folded in a plastic wallet
b Imray-Iolaire charts are fully supported with corrections available from our website
www.imray.com or on request
b New editions incorporating major new surveys are published at frequent intervals
Imray
For the catalogue of
Imray books and charts
visit our web site
WWW.IMRAY.COM
Imray
ATLANTIC
ISLANDS
ANNE HAMMICK
ROYAL CRUISING CLUB
PILOTAGE FOUNDATION
AZORES, MADEIRA GROUP, CANARY ISLANDS AND CAPE VERDES
Fourth edition
Fully revised
10% discount for ARC participants
RCC Pilotage Foundation
Atlantic Islands
Azores, Canaries, Madeira and Cape Verdes
Anne Hammick
This fourth edition of Atlantic Islands is the only serious guide to the
island groups and is an essential companion for yachts making the
Atlantic passage.
37.50
Imray
IOLAIRE
CHARTS
Compiled by DM Street
Order form continues overleaf
ARC Books and Char t s Or der For m

Items in blue should be ordered using the Adlard Coles order form on the Skippers Handbook
CD. For all other titles and charts return this order form, with your payment, to World Cruising Club,
address below. Prices valid to 30 September 2009. To ensure delivery to your home before the
start, orders must be received by 30 September 2009.
1
0
%

O
F
F

I
m
r
a
y

C
h
a
r
t
s
Book Title Price Order
Atlantic Pilot Atlas 65.00 xxxxx
Atlas of Pilot Charts N. Atlantic 21.00
RCC Atlantic Crossing Guide 38.00 xxxxx
Atlantic Islands 37.50
World Cruising Routes 45.00 xxxxx
World Cruising Handbook 50.00 xxxxx
RCC Atlantic Spain & Portugal 37.50
Canary Islands Cruising Guide 15.00
Straits Sailing Handbook, Annual 6.50
South West Spain & Portugal Cruising Companion, Jens Detlef 24.95
A Passion for the Sea - Jimmy Cornell 32.00
RYA Weather Handbook, Chris Tibbs 13.65
Understanding Weatherfax 12.99 xxxxx
Concise Guide to Caribbean Weather 16.95
Heavy Weather Cruising, Cunliffe 12.95
Admiralty Maritime Communications, Caribbean NP290 25.60
Admiralty Maritime Communications, UK & Mediterranean NP289 25.60
ALRS Vol.3 Part 1 2007/08 NP283[1] 38.15
ALRS Vol.3 Part 2 2007/08 NP283[2] 38.15
Marine SSB Radio for Idi-Yachts 20.00
Marine SSB Email for Idi-Yachts 20.00
Marine SSB Operation, Michael Gale 14.95
Using PCs On Board 15.99 xxxxx
Celestial Navigation for Yachtsmen 9.99
Reeds Astro Navigation Tables 17.99 xxxxx
Celestial Navigation, Tom Cunliffe 9.99 xxxxx
Astro-Nav Plotting Sheets 8.50
The Boat Data Book 18.99 xxxxx
The Boat Owners Mechanical & Electrical Manual 45.00 xxxxx
Marine Electrical & Electronics Bible 35.00 xxxxx
Diesel Troubleshooter 11.99
Outboard Troubeshooter 12.99
Ship Captains Medical Guide 36.00
First Aid at Sea, Justins and Berry 9.99 xxxxx
The Care and Feeding of Sailing Crew 14.95
Ship to Shore, Jan Robinson 9.50
RYA Book of Caribbean Cruising 15.99 xxxxx
Grenada to the Virgin Islands Pilot 30.00
Virgin Islands Cruising Guide 21.50
Windward Islands Cruising Guide 19.95
Leeward Islands Cruising Guide 19.95
Trinidad, Tobago & Barbados Cruising Guide 17.95
Venezuela & Bonaire Cruising Guide 18.95
The Panama Guide, 2006 32.95
Pacic Crossing Guide 40.00 xxxxx
Superyacht Services Guide 30.00
Caribbean Diving Guide Vol.1 19.99
Caribbean Diving Guide Vol.2 19.99
Whales, Dolphins and Seals 12.99
The Star Guide 14.99
Illustrated World Encyclopedia of Marine Fishes and Sea Creatures 16.99
Cruiser Handbook of Fishing 12.99
sub t ot al A -
I mr ay Car i bbean Char t s - * i nc l udes 10% di sc ount
sub t ot al C -
Admi r al t y Char t s
sub t ot al D -
How To Or der
I wish to order the publications marked. I enclose a UK
cheque / Eurocheque for ....................... payable to World
Cruising Club, or debit my VISA / Mastercard.
_ _ _ _ / _ _ _ _ / _ _ _ _ / _ _ _ _
Expiry Date _ _ / _ _ Security Nr.: __ __ __
Signed: ....................................................................
Name: ......................................................................
Date: ....................... Yacht: ................................
Delivery Address:
..................................................................................
..................................................................................
..................................................................................
..................................................................................
Please allow up to 30 days for delivery.
sub t ot al B -
Ref. Description Price Qty
1 Eastern Caribbean General chart 12.15
A Puerto Rico to Martinique 12.15
A1 Puerto Rico 12.15
A11 West Coast of Puerto Rico 12.15
A12 South Coast of Puerto Rico 12.15
A13 South-East Coast of Puerto Rico 12.15
A131 lsla de Culebra & lsla de Vieques 12.15
A14 North-East Coast of Puerto Rico 12.15
A141 East Coast of Puerto Rico 12.15
A2 Puerto Rico to St. Kitts 12.15
A23 St. Croix 12.15
A231 Virgin Islands 12.15
A232 Tortola to Anegada 12.15
A233 (Virgin Is) double sided incl. .A231/2 15.75
A234 North East Coast St. Croix 12.15
A24 Anquilia, St. Martin, St. Barts 12.15
A241 St. Barthelemy 7.65
A242 St. Martin 7.65
A25 St. Eustatius, St. Kitts and Nevis 12.15
A26 Barbuda-South West Coast 12.15
A27 Antigua 12.15
A271 North Coast of Antigua 12.15
A28 Guadeloupe 12.15
A281 les des Saintes & Marie Galante 12.15
A29 Dominica 12.15
A3 Anguilia to Guadeloupe 12.15
Ref. Description Price Qty
A30 Martinique 12.15
A301 East Coast of Martinique 12.15
A4 Guadeloupe to St. Lucia 12.15
B Martinique to Trinidad Passage Chart 12.15
B1 St. Lucia 12.15
B2 Barbados 12.15
B3 The Grenadines 12.15
B30 St. Vincent to Mustique 12.15
B31 Bequia to Carriacou 12.15
B311 Middle Grenadines 12.15
B32 Carriacou to Grenada 12.15
B4 Tobago 12.15
B5 Martinique to Tobago & Barbados 12.15
D Venezuela -Trinidad to Curagao 12.15
D1 Grenada to Trinidad & Carenero 12.15
D11 Trinidad to Carupano 12.15
D12 Carupano to Cumana & Margarita 12.15
D13 lsla de Margarita to Carenero 12.15
D131 Puerto Mochima to Bahia de Barcelona 12.15
D14 lslas Testigos, LaTortuga, La Blanquilla 12.15
D2 Carenero to Aruba 12.15
D21 Carenero to Tucacas 12.15
D22 lsla los Roques, lsla de Aves 12.15
D23 Bonaire, Curacao and Aruba 12.15
D231 Bonaire and Aruba 12.15
D232 Curacao 12.15
Ref. British Admiralty Charts Price Qty
4012 North Atlantic Ocean, Southern Part 20.60
1869 Gran Canaria to Heirro 20.60
1273 St. Lucia 20.60
956 Guadeloupe to Trinidad 20.60
197 North west approaches to St.Lucia 20.60
sub total A - Books
sub total B - Imray
sub total C - Imray
sub total D - Admiralty
Add 10% for postage (to a maximum of 10)
TOTAL PAYMENT DUE -
World Cruising Club
120 High Street, Cowes PO31 7AX, UK
Tel: +44 (0)1983 296060
Fax: +44 (0)1983 295959
World Cruising Club is a trading name of World Cruising Club Limited. Registered Address: 120 High Street, Cowes PO31 7AX United Kingdom.
Registered in England: 5557900 VAT Registration: 874 4561 94
1 - 43
Rec ommended Char t s
I mr ay-I ol ai r e Car i bbean Yac ht i ng Char t s
These are a lot cheaper than Admiralty, at a special
ARC price of 12.15 each except for A233 Virgins
double-sided waterproof chart, which is 15.75. A big
plus point is that they are drawn very much with the
yachtsman in mind, with coverage and scale suitable
to his particular requirements. Also a very large area
of the whole Caribbean basin is covered.
I mr ay At l ant i c Char t s
r r p 13.50 ARC pr i c e 12.15
E1 Azores
E2 Canary Islands
E3 Madeira
E4 Cape Verdes
E5 Bermuda
B1 St. Lucia
Complimentary copy of B1 from Imray in ARC
Skippers Handbook.
r r p 17.50 ARC pr i c e 15.75
100 Atlantic Routing Chart [with DM Street]
This chart covers the North Atlantic from Brazil to
Newfoundland and Gibraltar to the Caribbean. An
important companion for the Atlantic yachtsman
on passage and an excellent source of planning
information.
I mr ay C ser i es
r r p 15.9 5 ARC pr i c e 14.36
C10 Western English Channel Passage Chart
C18 Bay of Biscay Passage Chart
(West Sheet) Falmouth to Vigo
C19 Cabo Finisterre to Gibraltar Passage Chart
C20 Gibraltar to Canary Islands
(combine with E3 & E2)
Br i t i sh Admi r al t y Char t s 20.6 0 ea.
4012 North Atlantic Ocean, Southern Part
1869 Gran Canaria to Hierro
1273 St. Lucia
956 Guadeloupe to Trinidad
197 NW Approaches to St. Lucia
Marigot harbour to Pointe du Gap
Admi r al t y Lei sur e Fol i o Car i bbean 42.00 ea.
SC5640 The Virgin Islands
SC5641 Sombrero Isles to Montserrat and Antigua
SC5642 Guadeloupe to Martinique and Barbados
SC5643 St. Lucia to Grenada
Cor r ec t i ons
Remember you can get up to date corrections for
all Imray and Admiralty charts at www.imray.com
1 - BOAT PREPARATIONS - CHART LIST
Keep your travel under control - let our experts take the helm
For all of your flight requirements, call the Sports Travel Team on 0113 242 2202
www.traveleads.co.uk
1 - 44
Fi shi ng Ti ps
Does the thought of a long passage make you think
of tinned food day in day out? Dont worry, when you
sail the Atlantic you are sitting on the biggest larder
in the world. All you need is the tackle and the know-
how to provide fresh sh whenever required.
Fi sh f or f ood
To catch sh for
supper, simply
pop along to your
l ocal angl i ng
shop and see
what line, lures
a n d s y s t e m
t h e y wo u l d
recommend for
trolling out the
stern of the boat. Dont forget also a pair of gloves
(cheap gardening gloves with rubber outside and
cotton insides are ne) and a gaff (wooden stick with
a hook on the end). A simple system is to troll a hand
line from the aft transom and run a piece of bungee
cord from the line to the boat. When a sh strikes, the
cord takes the strain and you know theres something
at the end of the line. The sh ghts the system until
it is sufciently tired for you to hand-line it into the
boat. The only worry you have is to make sure that
the line you are handling is discarded over the side
of the boat, so that you nish up with a huge loop of
line trailing behind you. You then gaff the sh aboard,
release the lure back into the water and continue
to sh. If you ignore the procedure and leave the
loops of line on deck, you risk danger to ngers and
becoming entangled in the line. This could mean
taking an involuntary swim when a larger sh takes
a liking to the sh you are landing, and takes off at
great speed!
Fi sh f or spor t [ and f ood]
If you want a bit of sport, with the added bonus of
food, you will need a quality reel which holds at least
600m of 50lb breaking strain line, a rod matched to
the reel, a rod holder to hold the rod at the correct
trolling angle, a pair of gloves, a gaff and a selection
of lures that sh at different speeds.
Remember, you are a yacht going forward with
no way of easily slowing down quickly to ght the
sh, so if you do nd a monster do not try to ght it,
give it your best and then cut the line. A large marlin
and a yacht are not the best of soul mates. You may
have the gear to land the sh, however anything over
200lb will have too much meat to store and take too
long to eat.
The biggest mistake made by yachtsman is to use
100m of very heavy line to subdue sh, what is really
needed is the length of line not the weight. A sh can
do 40 knots from a standing start, couple this with
a yacht doing say 6 knots in the other direction and
you will quickly come to the end of 100m. The speed
and power of even a 50lb sh will easily snap a 100lb
line. The art is to use a much longer line with the reel
set to slip at 30% of the line weight (ie. using a 50lb
line the drag should be set for no more than 16lb).
The sh having taken the bait should be allowed to
run against the drag setting, therefore only when the
sh stops taking line should the ght begin.
Get t i ng t he sh t o t he t abl e
Once you have the sh within your sights you will need
to get your gaff ready to hook the sh in the gills and
bring it aboard. If using a rod, keep the lure and sh
in the water until the sh is gaffed, or you can risk the
sh getting away at the last minute. With any luck the
sh will be pretty tired by the time you are ready to
haul it aboard, however dont let this fool you. Your
priority will be to pacify (i.e.kill) the sh as soon as
possible. Land the sh in a conned space (preferably
the cockpit sole) and wet the decks rst to help with
cleaning up afterwards. Take care with the slippery
decks that will ensue.
Make the sh instantly docile by squirting cheap
alcohol into its gills. Strong cheap rum works well in
an old washing-up bottle. Alternatively cut directly
through its spine. Limit mess by using a plastic sh
tray which helps contain everything or tie a line around
the shs tail and hang it over the back of the boat to
drip overboard.
Gutting and lleting the sh takes a little practice.
Start preparing now by visiting the local shmonger
who will show you how. Rick Stein, the well known
British chef, has excellent detail of how to prepare
all types of sh in his cookbooks. Another good book
is From Hook to Table written by Vic Dunaway (try
Amazon). Decent sh knives are a must and keep
them sharp as sh blunt knives very quickly.
Fish will of course freeze well, although freshly
caught sh put straight into your freezer is asking a
lot from the system and could lead to problems if you
are catching sh every day. Explore other possibilities,
such as sushi, sashimi, drying sh, marinating sh and
of course, eating it every night for dinner (so take a
variety of recipes)!
Some Top Ti ps
Choose your time carefully to sh. The full moon
changes the patterns of the sea and therefore it is
unlikely you will catch anything three days either
side. The best of time of day is when the sun is at its
lowest, two hours after sunrise and two hours before
sundown. Look for signs of birds feeding or oating
objects, both tend to mean smaller sh which in turn
attract bigger sh. Try a pink lure for dull days and a
green lure on brighter days and bait the hook with a
ying sh. Dont troll the line too close to the boat as
sh dont like to go into the boats wake. In general,
vary the length of the line according to your speed;
if you are doing 5 knots have 55m run out, if you are
doing 7 knots 75m run out.
1 - 45
Gas
In the Caribbean and North America the
predominant form of LPG is Propane.
Calor advise [www.calormarineshop.co.uk]
that the smart thing to do is to leave the
UK with an installation that is set up for
Propane.
Once in the Caribbean, cylinders can
be relled locally. There is usually no
shortage of local entrepreneurs only too
willing to assist you. Note that Propane bottles older than
10 years old will not normally be accepted for rell.
Power Management on Long Passages
Managing your electrical power when sailing offshore
is important, never more so than on modern yachts
equipped with all the little luxuries which make
life comfortable at sea autopilots, refrigeration,
watermakers and electronic navigation. However,
unlike coastal sailing when a fresh supply of diesel
fuel is close to hand, managing the power taken
from your batteries and the process of generating
electricity to recharge them, requires a different
attitude to power management.
For most skippers the Atlantic crossing is the
rst long passage where it is necessary to produce
the required power on board over a period of 2 to 3
weeks. Turning on your engine or generator just when
you feel like it, is not enough to make
it across the Atlantic.
Therefore your power management
on board has to be approached
systematically. You should start by
calculating the power consumption
of your yachts systems. In this
example, we have looked at a typical
ARC yacht, at 44ft LOA, with a crew
of four.
The Equi pment
Navigation Equipment
By far the most important equipment
on a cruising yacht, a navigation
computer being almost standard.
Current consumption amounts to
approximately 5A; this consumption
includes GPS, VHF, radar, etc. If
you want to be really thrifty, then
you can just switch on some of
the equipment now and then. This can reduce the
average consumption to about 2A.
Navigation Lights
Three separate navigation lights (3 x 25W) or 1 tri-
colour navigation light (25W) are usual.
Autopilot
The average current consumption is approximately
3A and we assume that a crew
this size will occasionally steer by
hand.
Radio
Consumption 2A.
Below Deck Lighting
Several light ttings without restricted use, assume
20Ah per 24-hour period.
Refrigerator and Freezer
Two 50W compressors. In order to keep consumption
down pay attention to the insulation and use a water-
cooled heat exchanger. This can limit the duty cycle of
the refrigerator compressor to 25% and of the freezer
compressor to 50%.
Others: Assume high usage of pumps (e.g. for
washing up, showers etc) working on 10Ah.
Ener gy c onsumpt i on i n 24 hour s
According to our example, the equipment would take
200 Ah out of the battery in a 24 hour period. This
energy has to be fed into the battery again to avoid
a deeply discharged battery.
Consumers Supplied
load
Time /
24-hours
% on Consumption / 24 hour period
Watt Ampere Hour % Kwh Ah / 12V
Navigation equipment 2 24 0.576 48
Navigation lights 25 10 0.250 21
Autopilot 5 12 30 0.216 18
Radio 200 2 3 0.072 6
Below deck lighting, ten
20W lighting point
50 + 50 2 1.2 0.240 20
Refrigerator and freezer
water cooled
24 25 + 50 0.900 75
Others 10
Total consumption per
24 hour period
10 2.376 198
Minimum service battery capacity of a yacht under sail (assuming: initial state 80%
charged and nal state 30% charged and 24 hours autonomy)
400

www.hydrovane.com
001-604-925-2660 info@hydrovane.com
SWEDEN YACHT 45 with 75cm offset - ARC Finish
BOWMAN 40
SHEARWATER 39 JEANNEAU SO 45
G N I T H A Y
MONTHLY October 2006
HYDROVANE included twice!
100
best bits of gear - ever!
C
See us at the 2009 Show
in associat ion wit h
YACHTING
YACHTING
MONTHLY
100 YEARS OF
again rated most popular wind vane!
Latest ARC survey - Hydrovane
NAJAD 373
1 - 47
How t o r ec har ge t he bat t er y?
Generate current with the main engine:
An engine will normally have a 14V 60A alternator
tted. This means that the alternator will deliver 60A
maximum at 6000 rpm. Suppose that the diameter
ratio between the engine pulley and the alternator
pulley is 2:1, then the main engine would have to run
at 3000 rpm to attain 60A charging current. In practice
this is a little high, producing too much noise. For
generating current an engine is generally regulated
to 1000 to 1500 rpm. The charging current will then
be 40% to 80% of the rated values, i.e. 30 to 50A.
This would then mean 4 hours of engine generating
per day. Not an attractive proposition!
How c an c har gi ng be made mor e ef c i ent ?
A second alternator or a bigger alternator?
Here several immediate complications arise. The
charging current might now become so high that
parallel connection of the service battery and the
starter battery using the familiar Bosch relay or
equivalent is no longer possible, because the relay
contacts could fuse together. Therefore, a charging
current isolator would need to be used, and the
alternator or the alternator regulator would need
modifying.
By installing a second equally sized alternator you
can reduce the daily engine running time to 2 hours.
If you still think thats too long or if you cannot install
a second alternator, alternative energy sources may
be looked at.
Ot her Ways t o Gener at e El ec t r i c i t y
Di esel Gener at or s
For larger yachts these are the most efcient way
to generate electricity. They use much less fuel
than a main engine, are quieter and can be set to
automatically come on when required. The units
come in a range of power outputs to suit most needs.
However, like all mechanical equipment, they do
require regular servicing. It is only too easy to forget
this, when the unit is tucked away out of sight in an
enclosed sound proof cabinet.
Results from the ARC2008 survey showed that
50% of the eet had a generator onboard (compared
to 53% in 2007). The most popular brands were Onan
with 23 units, Fischer Panda with 18 and Mastervolt
with 14. See the Yachting World ARC Gear Survey
on their website at www.yachting-world.com from July
2009, to compare how different diesel generators
faired in the ARC.
Some yachts use small petrol fuelled generators.
Although cheap to buy, these are not recommended
for offshore cruising due to dangerous exhaust gases
and the combustible nature of the fuel.
Sol ar Cel l s
These can provide a useful boost to your charging
capacity, however, when judging the output of solar
cells you have to consider in what area and under
what conditions you are sailing. Halfway through an
Atlantic crossing you are at 20N; in November the
sun is at approximately 20S. This means that a 50W
solar panel is unlikely to deliver its maximum power
of 3A. Even if mounted vertically to the sun, which is
not easy during the crossing, you should expect about
13Ah in the Canary Islands and approximately 17Ah
once in the Caribbean. In ideal conditions on a sailing
yacht you should calculate as follows: Capacity of the
panel divided by two corresponds to the delivered
amper e- hour s .
Therefore a 50W
panel can deliver
t h e ma x i mu m
output of 25Ah per
day. It is important
to mount the panels
facing the sun.
Wi nd Gener at or s
In November you
can expect NE
tradewinds ranging
from 15 to 20 knots.
The statistics show
that boats of around
44 ft. normally need
18 to 20 days for
the 2700 nautical
mi l e p a s s a g e
across the Atlantic.
That means that
their sailing speed
averages 5 knots.
Allowing for apparent wind, say 10 knots, a wind
generator with a rotor diameter of 1 metre delivers
approximately 25W (2A in a 12V battery) at a wind
speed of 10 knots this will produce 40 to 80Ah per
24-hour period. However, they can be noisy and work
best with strong apparent winds, for example whilst
lying at anchor in the Caribbean tradewinds.
Where current consumption on board is low, solar
cells and a wind generator can make a considerable
contribution and drastically reduce the necessity
for using the engine to generate power. Even on
somewhat bigger yachts, solar cells and/or wind
generators are also very suitable for charging up the
batteries and keeping them charged.
From the ARC2008 survey data we can see that
24% of the eet had a wind generator onboard. The
most popular make was Duogen with 18 individual
units in the eet, this was closely followed by Rutland
with 10 and then Aerogen with 8 units. See the
Yachting World ARC Gear Survey on their website at
www.yachting-world.com from July 2009, to compare
how different wind generators faired in the ARC.
1 - 49
Wat er Al t er nat or
(pr opshaf t or out boar d al t er nat or )
Under sail extra current can be generated using a
propshaft alternator (disadvantage: increased water
resistance and wear and tear), or using a small water
alternator, transom-hung or towed. This enables
about 12W, or 1A to be generated per knot of speed
through the water, i.e. 40 to 100Ah in a 12V battery
per 24-hour period. However the reduction of speed
and the noise have to be considered as well.
The new Duo-Gen, transom hung generator
appears to overcome all the disadvantages of
traditional designs, and has performed well in the
ARC Gear Survey. See the Yachting World website
for the comments from users - www.ybw.com
Rope Towed Al t er nat or
The rope towed alternator is indeed a clever idea
for power generation, as the above-mentioned rule
applies here as well: 1A per knot of speed through
water. Unfortunately it is not always so easy to handle
the towing line, especially when the wind increases.
To get the rope in, because the alternator is jumping
out of the water under these conditions, it can be
as hard as retrieving a towed bucket on a long rope
back into the cockpit. Furthermore the impellor of
the alternator reduces the boat speed by up to half a
knot. On a 2,700nm passage with a normal speed of
5 knots, losing a constant knot, means adding another
two days to your passage!
Conc l usi on
Solar cells (1m ) and a wind generator (1m diameter)
together or a towed generator - if you can live with
the disadvantages - (say 60W at 5 knots speed
through the water) deliver almost 1.4 kWh = 100Ah
per 24-hour period. The contribution of this energy
is therefore insufcient for total requirements, but it
can reduce engine generation to a very acceptable 2
hours per 24-hour period when under sail (assuming
the thrifty use of navigation equipment). However
you choose to manage your energy balance during
long passages, see our top tips, relevant to every
sailor.
Top t i ps f or power c onsumpt i on whi l st l ong
di st anc e c r ui si ng:
1. Always start with a full battery. Start
charging the batteries by running the engine the
very day of your departure even if you havent
used much energy yet.
2. Always start the engine for charging the
batteries at nightfall. This is the time when most
energy is used on board, cooking the main meal,
eating together, turning on lights, changing sails,
deciding on the sailing tactics for the night, etc.
Let the engine run as long as all these consumers
are on.
3. If further engine hours are needed this
should be done when changing watches during
the night, as during this time there is always a
lot of noise in the boat. One watch is tired, wants
to go to sleep and doesnt care about the noise.
The next watch is preparing for being awake for
several hours by making coffee or tea and looking
at the charts and doesnt care either.
4. Always ll up the fridge to its maximum.
In order to reduce power consumption further,
make use of the generally lower surrounding
air temperatures at night. It is useful to put
the thermostat of the fridge at maximum when
starting the engine. When the fridge is really
full, if necessary by stocking water bottles, the
contents will be cooled down considerably and
can be used as an additional refrigerating store.
When you turn on the navigation lights then turn
off the fridge, as it will then use the stored cold
during the night. As soon as the navigation lights
are turned off in the morning we can turn on the
power consuming fridge again.
5. It is also important to adapt the engine
running times to the actual time on board. When
we are sailing westward the clock has to be put
back by one hour every 15 degrees. This means
that the onboard routine (watches and engine
running times) have to be adapted at 30 W
at the latest, then at 45 W again, etc. so that
we do not run the engine during the day which
would be counter-productive with regard to all
considerations concerning power management
on board.
Rec ommended Readi ng
The Book Ener gy Unl i mi t ed
Produced by Victron Energy and available to
download free from www.victronenergy.com in
the Support & Downloads/General Technical
Information section.
1 - 50
Pl anni ng
1. Write a menu plan for 3
meals each day based on
your estimated days at sea,
and allowing 20% extra for
a slow passage. Take into
account climate changes
during the trip and therefore
the type of food you will be eating.
2. Ask crew if they have dietary requirements, likes
or dislikes.
3. Work out quantities per person x number of crew
(NB: Women tend to eat less than men).
4. Break the list down into ingredients (e.g. lb
of meat per person per meal, 500g of pasta/rice/
couscous for 6 people etc, 1 tomato PPPD (Per
Person Per Day) etc.).
5. Be prepared for fridge/freezer breakdown and
include tinned or dried stores.
6. Dont forget to allow for snacks each day, fruit,
biscuits etc. and to include drinks.
7. Allow at least 2 litres of drinking water PPPD. In
reality however you will probably consume as much
as 3.5 litres of drinking water PPPD (especially
if temperatures are high, the weather is bad and
physical demands are greater, or if dehydrated as a
result of seasickness).
St or age
1. Work out a stowage system and stick to it! Bear
in mind that bilge water and deck-leaks travel a long
way, and most places may get wet at some time.
2. Use water-tight containers whenever possible.
e.g. ziplock bags, rubble bags, and plastic containers
in place of existing package especially cardboard.
3. Stick labels on to all the above, and also on
lockers, etc. and draw a plan of the boat showing
where things are stowed.
4. Prevent movement and abrasion of the stores in
the lockers by using stuffers. These can be pieces
of foam, old bags or cloths. Even old plastic bottles
and margarine tubs and their lids can be useful to
jam between glass jars and bottles. Pack cooking
pans with paper towel in between to prevent rattling
on passage and damage to non-stick.
5. Allocate specic cupboards and under oor areas
for specic items, label the doors if it helps and stick
to the plan so everyone on board knows where to
nd things (a godsend when conditions are rough
and you want to nd something quickly).
6. Do not be tempted to take delivery of boxes
on deck (they carry cockroach eggs) and get rid of
any cartons, drinks trays, and excess cardboard
packaging ashore.
Pr ovi si oni ng Ti ps f or an At l ant i c Cr ossi ng
The only difference between provisioning for a short trip and for the Atlantic,
is the number of days, the heat, and the longevity of the goods that you buy.
It also helps to know what you can and cant buy in the Canaries.
What t o expec t i n Las Pal mas
Huge range of supermarkets and fresh produce
markets. For example:
El Corte Ingles; higher-end supermarket,
extensive range of international products, excellent
translator service, vacuum packing, delivery service,
discount vouchers for ARC.
Carrefour; outside the city, large range of
produce, good value. Offer delivery service.
Hiperdino; close to marina, good range and
value, deliver.
Central market; full of fruit & veg stores, spices
etc. Fresh non-refrigerated produce. Some stalls
deliver.
Las Palmas is much cheaper, with more variety than
St.Lucia. If you have the space and the spare cash, it
is worth stocking up on some of your favourite things
which will be harder to nd in the Caribbean.
What you c ant buy i n Las Pal mas
Marmite; pickles; peanut butter; coffeemate; good
tea; cup-a-soup; squash cordial; good muesli; packet
sauce mixes; chocolate snack fun packs; rye our
and sour dough; tinned meat (hard to get unless you
want spam or meatballs); sausages; back bacon;
Christmas cake; mince pies.
Best Buys
Vacuum packed part-baked bread; croissants
& sliced brioche keep for ages and perk up
when heated in oven.
Fruit and veg. from the market that is fresh
and non-refrigerated including; citrus fruits,
melons, green apples, green pineapples;
potatoes, onions, white cabbage, green
tomatoes, squash, courgettes, avocados.
Meats & cheeses vacuum packed (fresh
meat will last 2 weeks in good fridge
although dont choose bony cuts); Jamon
(spanish ham) but keep well aired.
Smoked salmon.
Wor st Buys
Pepper s: t ur n t o
liquid quickly, but can
preserve sl i ced i n
olive oil in fridge for 3
weeks.
Leeks (smell very strong); mushrooms;
aubergines; carrots; soft fruits & berries;
celery.
Whole stem of bananas all ripen on
the same day! Store hands of bananas
separately to avoid this happening.
1 - 51
7. Overhead nets (soft mesh) are great for hard fruit
and veg and it is easy to spot mould. Folding plastic
storage crates in dark well aired lockers work well for
soft fruit & veg. Pack fruit & veg tightly, but protect
from abrasion with soft towel, or non-slip mat.
8. Rotate fruit and veg daily, remove mouldy or
overripe stock.
9. Organise the fridge with baskets for each meal,
eg: a breakfast basket containing milk, yoghurts,
eggs, bacon etc; a sandwich basket containing bread,
butter, cold meat, cheese etc; a condiments basket
and so on. This saves a great deal of rummaging
and mess as crew can simply take out the basket
they need, place it in the sink and replace when
nished.
10. Organise frozen meat or meals with different
colour bags for each type of meat and clear labels.
11. Frozen meals - allow one cup of food (sauce,
casserole etc.) per person per meal. An easy way to
store pre-prepared meals is to line cups with freezer
bags, pour in the pre-prepared meal when cool,
place in the freezer (preferably your home freezer
before departure to ease the burden on the boat
freezer) and when solid, remove from cup. These
individual portions then stack neatly in the freezer
like bricks, easily removed each morning to defrost
for lunch/dinner.
Shoppi ng
1. Dont have favourites! There are shops everywhere
so dont stock up for a year! Experiment with local
food and drink. It can be fun!
2. On arrival at a new port, do a check of the local
shops and markets, and nd out if any of them like
to receive orders in advance. Warn them of your
departure date.
3. Learn a little basic local vocabulary or take a
phrase book with you for when you visit the local
markets.
4. Try before you buy; there is nothing worse than
buying copious quantities of something you have
never tried and it stays lining the bilge for seasons
on end.
5. Three or four days before departure, put in orders
to supermarket. Buy all non-perishable foods, i.e.
tins, bottles, and dried goods e.g. our, rice, pasta,
salami and ham, sugar, tea coffee. Label and stow.
6. Do your big fresh shop one or two days before
departure to allow plenty of time to scrub fruit and
vegetables. Dry thoroughly before stowing. Avoid
supermarket chilled fruit and vegetables, unless you
have space to keep it cool in your fridge. It goes soft
and rots more quickly than the naturally dry produce
bought at the market.
7. Vacuum-pack meat, (or get the shop to do it for
you) label, and stow in fridge or freezer.
8. Wash and dry eggs and stow in polystyrene
containers. No need to refrigerate or varnish,
Normally last 3 to 4 weeks. Test eggs by holding close
under your nose, and snifng. You can smell through
the shell if they are bad. Avoid cardboard containers
as cockroaches lay their eggs in them.
9. Wholemeal bread lasts well, as does partially
baked br ead.
Making bread at
sea is wonderful,
if weather and
gas suppl i es
allow.
10. Ci t rus and
hard fruits last
well. Remember
to include limes
a n d l e mo n s
f or addi ng t o
tank water and
dr essi ng t he
fresh tuna you
hope to catch.
11. M o s t
count ri es use
metric sizes on
packaging. As a
rough guide 1kg (1000gms) is just over 2lbs (actually
2.2lbs). Half a litre (500mls or 50cl) is 9/10th of a pint.
There are 4 litres to 1 US gallon (4.5 to an Imperial
gallon).
Pr e-depar t ur e
1. Three days before departure, make sure you have
enough gas. A spring balance is useful for checking
cylinders.
2. Prepare ziplock snack bags for each crew
member in advance, allowing a mixture of snacks for
night watch during the passage. This prevents any
raiding of the snack locker and also means snacks
are easy to nd on night watch.
3. The day before you sail, cook a chicken and
divide it into portions or make a stew. Seal, label and
stow.
4. The day of departure, prepare sandwiches for
lunch, hot soup in asks etc. so that your rst day/
night at sea is easy.
1 - 52
Sea Si c kness
1. Avoid alcohol and fatty foods before setting
off. The night before departure, start anti-seasick
routine and then every eight hours until you have
found your sea-legs.
2. Dehydration can be a real problem in hot
climates, and also on long passages especially
if a person is seasick. Plain water is best.
3. Ensure seasick crewmembers are drinking
plenty of uid. Try and get some sugar and salt
into them boiled sweets, some salty crips, or
add sugar to plain water. Fresh ginger in hot sugar
water, or ginger biscuits are also good for settling
the stomach and cleaning the mouth.
Most Usef ul I t ems
- Plastic egg boxes
- Chopping board that ts into the sink
- Green plastic bags [West Marine] for keeping veg
and fruit in the fridge long term
- Overhead netting (soft mesh)
- Non-slip matting (for lining cupboards, stopping
plates slipping etc.)
- Invest in some large plastic dog bowls (one per
crew member). These are fantastic for eating out
of on passage, keep food relatively warm if eaten
on deck and prevent spillages.
- Couscous hot and great mixes available yet
takes hardly any preparation.
- Hot drinks asks
Ot her t i ps
1. After dinner each
ni ght prepare a hot
ask of tea and coffee
for night watch. Avoids
havi ng t o boi l t he
kettle repeatedly and
unwanted noise in the
galley during the night.
2. S a v e g a s o n
passage (eg: for pasta,
bring water to boil in
saucepan, add pasta,
bring water back to boil
and turn heat off, keeping lid on. Eight minutes later
youll have perfect pasta).
3. Make sure the saucepans t beside each other
on the stove, so that you can have more than one
on the stove at the same time.
4. If you dont already have them, buy pot holders
for the stove.
5. Make a retainer for your oven to prevent dishes
falling out when you open it heeling over.
6. Fit a salt water pump in the galley great for
rinsing dirty dishes and pans. Try your potatoes
cooked in part sea water delicious.
7. Dont forget those special celebrations; birthdays;
anniversaries; half way party; land ahoy party; etc.
8. Fresh sh! This is a very useful boost to your
fresh provisions. Some people seem to catch sh
effortlessly, while others are complete failures!
To keep your refrigerator and
essential on-board electrics
running you can rely on
a Rutland. Its quiet, reduces engine
running time and
prolongs battery life.
The Rutland 913 is ideal for
long distance cruises. Combine with
Marlecs quality range of SunWare,
BP Solar and Spectra solar panels
for all year round power.
Talk to the experts with
nearly 30 years experience
today.
Wind & Solar Power
Its free, naturally
(
c
)

h
a
v
e
b
l
u
e
.
c
o
m
Marlec Eng Co Ltd, Rutland House, Trevithick Road, Corby,
Northants. NN17 5XY United Kingdom
Tel: +44 (0)1536 201588
sales@marlec.co.uk www.marlec.co.uk
Voted No. 1 Wind
Generator in
ARC Survey 08!
1 - 53
Ri ggi ng Pr epar at i on
Neil Cox of Solent Rigging gives some top tips for
preparing your rigging for offshore sailing.
If the maxim Location, Location, Location is the key
to business success then equally Vigilance, Vigilance,
Vigilance is the key for peace of mind and safe
offshore passage making. Thorough checking prior to
a voyage and constant vigilance at sea go a long way
towards preventing problems becoming disasters!
Condi t i on
Before heading off on a long cruise you will of course
prepare all aspects of the boat, but especially the rig.
Preferably, this should be done by a professional who
can produce a report on the rigs condition, and offer
guidance on any problems found. Most insurance
brokers strongly recommend that a rig be checked
professionally if it is more than ve years old, before a
boat goes long distance cruising. It is also a good idea
to have the rig properly measured, to make sourcing
new parts easier when away from your home waters.
Obtaining quality parts and having work done on your
rig is far easier at your home port, than elsewhere.
Once away, you shoul d make regul ar ri g
inspections aloft yourself, perhaps after every 1500
miles or after every long offshore passage. I often
hear the comment Yes but stainless steel ttings can
fail without any warning, which is certainly true if you
never look at them! Regular close scrutiny of the rig
will greatly reduce the chance of the unthinkable -
dismasting. One missing or damaged split pin could
be enough to bring down a rig.
Sai l Management
These days, few cruising boats are without reeng
headsails and many systems on the market will give
long, reliable service. However, two crucial factors
affect their serviceability or propensity to thoroughly
spoil your day or night, as equipment failures are most
likely in difcult conditions and in the dark!
A toggle link at both extremities of the forestay
will allow articulation and reduce fatigue.
Also, the halyard should not
be parallel to or converge
with the forestay at the
mast. To eliminate this a
halyard guide tted below
the exit sheave at the top
will prevent the halyard
from wrapping round the
top of the foil. Its important
too that the sliding swivel
bearing reaches the top, so
any sails short of full hoist require a pennant at the
head, below the swivel.
Setting additional running sail combinations on the
remaining halyards can give rise to a cross over at
the top and thereby a wrap potential. It is important
that at watch change, the new crew should be briefed
as to what is set on which halyard and the gybe the
sails were on when hoisted. Remember too that any
unhanked sails will tend to rush over the bow when
dropped urgently in a rising tail wind. Booming-out
poles should be guyed independently of the sheet
and held rmly in position. If suddenly over pressed
the sail can then be handed without the crew pole-
vaulting around the foredeck!
Chaf e
This will occur when any two items make repeated
contact. While weekend sailing does not present a
problem, days and nights of repeated movement can
rapidly destroy ropes and sails. Spreader protection
is often needed to avoid damage from runners, wire,
halyards and emergency stays. All of which must be
stowed taught when not deployed. Ease halyards to
avoid constant wear.
Pr event er s
When sailing down wind, a main boom end preventer
run to the bow, and then usually run back to the
cockpit, will avoid an unexpected gybe when a
signicant wind shift heralds the arrival of a squall. It
will also help when the boat is rolling in big swell/light
winds. If the boom is buried in the sea on a surge, a
preventer attached at the mid-boom position could
cause unnecessary shortening of the boom!
Vi gi l anc e
On your offshore passage take a daily stroll around
the deck trouble shooting for potential snags. Inspect
the pole track for strained rivets and check split
pins for any sign of attack from sheets. The new
arrangement of lines may come into the proximity of
items considered out of harms way.
While cheering at the dolphins under the bow, check
the forestay pins. These are often damaged by the
anchor chain and subsequently fatigue for no obvious
reason while at sea. Look closely at things frequently,
they really dont mind and you may well pre-empt a
sinister problem. Vigilance will go a long way to achieving
that elusive peace of mind in cruising paradise!
brokers@berthon.co.uk
www.berthon.co.uk
t. +44 (0)1590 679222
Wi th you al l the way...
1 - 55
1 - SAFETY EQUIPMENT
Saf et y Equi pment Revi ew
Your safety is our prime concern. In the next few pages you will nd useful information on safety equipment
with some recommendations on what to carry on board. The Rally Safety Equipment Requirements are also
printed as an easy checklist, helping you to prepare and to ensure you have everything on board. These
include more information on mandatory safety equipment requirements for the event. Also see the Safety
Forum on the World Cruising Club website for top tips and further advice on safety issues.
Whilst working through the list, it is a good opportunity to check all your safety equipment is in good
working order, has current certication (where appropriate), and is stored in the best place on board.
The Rally Safety Equipment Requirements will be used as the basis for the
pre-start safety equipment checks.
E.P.I .R.B.
Emer genc y Posi t i on I ndi c at i ng Radi o Beac on
All yachts participating in the event are required
to carry at least a 406 MHz EPIRB.
There are two types of satellite EPIRB, both meet
the rally requirements. The common 406 MHz type
EPIRB operates by sending a signal, which is picked
up by the COSPAR-SARSAT satellite system and
forwarded to a ground monitoring station, from where
the appropriate rescue authorities are informed. This
system contains an ID code unique to your vessel.
The signals are constantly monitored by land stations,
and are therefore much more reliable than older 121.5
or 243 MHz type EPIRBs.
A more advanced version called a GEPIRB is now
available which incorporates a GPS chip enabling
a more accurate position report to be sent with the
distress alert.
The prices of EPIRBs have fallen considerably
in real terms since they were rst introduced to the
yachting market and are now an essential piece of
safety equipment for all yachts undertaking offshore
passages.
Fl ar es
All yachts are required
to carry a minimum
of: 6 red parachute;
4 red hand held; 4
white hand held; and
2 orange oat smokes
(as required for ISAF
Of f shor e Speci al
Regulations Category 1).
Each are must be in date for the duration of the
Rally. Yachts that are going long term cruising should
consider setting off with a complete new set of ares,
as it can be expensive and difcult to replace them
once en route.
Keeping white collision warning ares to hand
for the watch on deck is essential whilst the yacht
is at sea. Ideally they should be stowed (perhaps in
spring clips) within easy reach of the helmsman, in
a waterproof position. Many yachts stow them just
inside the main companionway hatch.
All other flares must be kept in a waterproof
canister, prolonging their life and ensuring their
operability at the required moment.
Li f e Jac ket s
What ar e t he Opt i ons?
There is a wide range of life
jackets available and the
information below should
hel p i n your deci si on.
Certainly an integral harness
makes sense since it will
mean only one piece of equipment to don rather than
two. Modern gas inated lifejackets are generally
a far better choice than the older style permanent
buoyancy type, as they are comfortable to wear and
therefore likely to be worn at all times on deck.
Many people are confused by the difference between a
lifejacket and a buoyancy aid. A buoyancy aid is designed
to help support a fully conscious person who can help
themselves in calm water. A lifejacket however will provide
a specic amount of buoyancy to support an unconscious
adult in the correct orientation to keep their face and
mouth clear of the water. Lifejackets and buoyancy aids
are graded by otation capacity expressed in Newtons
(normally 50, 100, 150 or 275 Newtons). Generally
anything under 100 Newtons is likely to be a buoyancy aid
rather than a lifejacket. The minimum standard for an adult
sailing offshore is a 150 Newton rated lifejacket.
Those sailing with children will need to consider what to
use carefully. Clearly the main priority for young children is
not to let them go overboard in the rst place. Between the
ages of 9 months and about 9 years the only real solution
is likely to be a permanent buoyancy vest of up to 100
Newton. These will generally be ne for children up to 40kg.
Be cautious about using a manually operated gas lifejacket
for young children as whilst there are some available on
the market the chances of a distressed child having the
presence of mind to operate it correctly are remote. Beyond
9 years old an adult 150 Newton lifejacket should be ne,
however it is extremely important to check they t correctly
and are suitable for the childs weight. It may be the case
that a lightly built 9 year old will have to continue wearing a
permanent buoyancy aid for a while. For this reason avoid
buying them over the internet. Unfortunately few childrens
lifejackets are designed to accept a spray hood.
For larger adults who are wearing a lot of clothing, the
150N jacket is not guaranteed to right an unconscious
adult into an upright position. It might be worth considering
a 275 Newton rated jacket in this scenario. One downside
to the 275 Newton jacket is that it can make entering a
liferaft difcult and may need partially deating before
attempting this.
1 - 56
Modern gas inflated jackets have three main
operating systems;
1- Manual pull
- CO2 canister is red by pulling the cord.
- Delivers full buoyancy in approximately 5 seconds.
- Can also be inated orally.
2- Auto inate (salt tablet activated)
- Capsule res within 5 seconds of entry into water.
- Mechanism pierces canister, inating lifejacket in
approximately 5 seconds.
- Can also be inated as manual version or orally.
3- Auto Hammar (Water pressure activation)
- Hammar works on water pressure, only operating
when submerged in 10cm of salt or fresh water.
- No accidental ination even in extreme conditions.
- Cylinder is mounted on the inside of the lifejacket
ination chamber.
- Can also be inated as manual version or orally.
Essent i al ext r as f or l i f ej ac ket s
It is a requirement that
crotch straps are tted for
two reasons; they prevent the
casualty slipping out of the
jacket (particularly the case
with large buoyancy models
such as the 275 Newton
rated jacket) and also assist in their recovery.
It is a requirement that sprayhoods are tted.
When a casualty is in the water the legs act as
natural drogues, orientating
the body such that it lies
facing the oncoming wind
and waves. This can quickly
cause the casualty to be
overcome and possi bl y
drown over time through
sea water ingestion.
In addition to crotch straps
and spray hoods lifejackets
shoul d have a l i ght, a
whistle and retro reective strips.
When di d you l ast c hec k or i nat e your l i f ej ac ket s?
Lifejackets are often dumped and left at the bottom
of some damp locker and generally lead a tough life.
When needed they may be found not to work, which is
too late. As part of your preparations before the start
of the Rally, all life jackets should be given a thorough
overhaul. Lifejackets should be serviced annually,
ideally by an authorised agent. However you too
should carry out frequent checks and maintenance
to your lifejacket. Below is a list of some of the more
important checks that should be completed.
Inate orally and leave overnight
Check outer jacket for wear or tears
Clean zips and lubricate with Vaseline
Check stitching and clean off salt
Check bladder for abrasion especially behind the
bottle, the join to the outer skin and in folds
Check light and expiry date, blow the whistle
Check reective strips
Check cylinder is not loose (common problem) and
is the correct size
Check ring mechanism
Each lifejacket should be marked with the name
of the yacht.
It is import to carry re-arming spares for inatable
lifejackets, especially for yachts that are going long
term cruising. It can be expensive and difcult to nd
spares, as Europe and America use different thread
systems.
The skipper should have clear rules about when
lifejackets and/or harnesses are to be worn. Modern
self inating compact lifejackets are much more
comfortable to wear and are therefore more likely to
be worn voluntarily for a greater part of the time.
Ret r o Reec t i ve Tape
All modern foul weather clothing has this tted as
standard; the tape greatly enhances the visibility of
the wearer to a third party and adds to safety at sea.
The Safety Equipment Requirements require this
to be tted to all lifebelts and lifejackets.
Man Over boar d Equi pment
The Regulations specically state that each
yacht shall have the following:
1. One lifebuoy with a drogue, or a lifesling (without
a drogue), with a self igniting light and whistle
attached, and
2. One lifebuoy, or MOB Module, equipped with a
whistle, drogue, a self igniting light and a pole and
ag (Danbuoy)
At least one lifebuoy should have permanent
buoyancy or be a lifesling.
Inflatable lifebuoys should be tested in
accordance with makers instructions.
Each lifebuoy shall have the yachts name on
them and must be tted with marine grade
retro reective material.
A danbuoy i s a l arge pol e
attachment carrying a ag which
clearly indicates the casualtys
position. Danbuoys can be tted
with a light on the end of the
pole which helps with night time
identication.
Each yacht is required to carry
lifebuoys to aid in the event of
a man overboard situation. The
choice of devices can be broken
down into four main categories;
1. Traditional lifebouy
2. Traditional lifebouy connected to a Danbouy
3. Lifesling
4. MOB Module
1 - 57
Due to the various combinations allowed in the rules,
the area of man overboard equipment has traditionally
caused most problems during the safety checks.
Owners have had to waste a huge amount of time
running backwards and forwards to chandleries to
buy new equipment, whistles and retro reective
tape. It is well worth spending the time now to
get it right.
Li f ebuoy 1
Name of vessel
Reective Tape
Whistle
Light
Drogue
Li f esl i ng
Whistle
Light
Reective Tape
Li f ebuoy 2
Name of vessel
Reective Tape
Whistle
Light
Drogue
Pole & Flag
(Danbouy)
MOB Modul e
e.g. Jonbouy System
In service date
Rec over i ng a MOB f r om t he Wat er
Whilst prevention of a man overboard situation
occurring through the use of rigid safety policies
is the priority, you must consider what to do in the
event of it happening. Many crews routinely practice
getting back to a man overboard, far fewer consider
the possible difculties in getting them back onboard.
There are various methods to achieve this and all
have pros and cons. The important thing is to securely
attach the MOB to the yacht whilst you consider
your options. The type of method used will depend
on many factors, not least of which are the ability of
the MOB to help themselves, the size of the yacht,
the size and strength of the crew and the weather
conditions. Whichever method you choose to use,
it would be well worth practicing it before you leave,
even if it is from the dockside.
1. One option is simply hauling the victim back
onboard under the guardrails, or at the transom,
using the boarding ladder. Beware of using the
transom in anything but calm conditions. Hauling a
wet heavy body is hard work and will require strong
crew. Passing the bight of the genoa sheet over the
side may let the victim get a foot hold and enable
him to help.
2. Using a handy billy system works well. This is
basically a block and tackle system similar to that
used for mainsheets. It can be stored ready to go in a
convenient place. One end can be attached to either
a halyard or the end of the boom with a snap shackle,
whilst the other end
has two safety lines
attached to act as a
lifting strop. If using
the boom instead
of a hal yar d i t
helps to top it up
beyond its usual
position rst. It also
helps to try and
brace it to reduce
movement. All this
takes time. The fall
can be pulled by
hand, such as with
a mainsheet, or led back
to a winch for additional
power.
The advantage of using a
block and tackle as apposed
to just a halyard, is that it
provides huge mechanical
advantage. Using just the
halyard on a normal winch
is extremely hard work,
particularly for one person.
3. The Rescue Sling device is
widely available in most chandleries.
It is basically a helicopter lifting style
strop attached to a long line, which
The Tabl e bel ow shoul d hel p you i nt er pr et t he r ul es and
c hec k t hat you c ompl y.
At least one item is required from both the yellow
and blue boxes, with the required specications
of whistles, tape etc. as indicated.
1 - 58
in turn is attached to the yacht. By circling the MOB he
can grab the sling and be brought alongside the yacht.
The strop then provides an ideal lifting device if attached
to a halyard. However as with the system above, it will be
extremely hard work
to lift a wet heavy
man with just the
halyard and its still
worth considering
a handy billy in
addi t i on t o t he
rescue sl i ng, t o
make life easier.
4. A storm jib can be used
by attaching the luff along
the deck and the clew to a
halyard. The MOB is then
rolled up the side of the
yacht. Trying to sink the sail
below the MOB initially can
be tricky.
5. The Hypo Hoist is a variation on the storm jib
method and purpose-made for the job. It is made
of a meshed material with larger holes to enable
easier use.
6. A variation of the above method is the Jasons
Cradle or Parbuckle. This uses a plastic mesh type
device that again rolls the victim up the side of the
yacht. These are designed to be easier to handle then
a sail and sink more easily under the victim, enabling
easier positioning of the casualty. Traditionally storage
of these devices has been tricky on smaller yachts,
however newer versions devised specifically for
smaller craft are now available.
7. With an unconscious casualty in the water it is well
worthwhile launching a dinghy into the water, or in the
absence of this a liferaft. This will give the rescuer a
stable platform from which to work and enable swift
recovery of the MOB out of the water.
8. The MOB module acts almost
like a personal mini-liferaft with a
danbouy and lifting points. These
are normally mounted on the
pushpit and have a gas ination
device once activated. This
device does of course require a
fully conscious casualty who can
get into the module.
Choosi ng a Li f er af t
Even with todays high performance communications,
which allow your position to be rapidly and accurately
pinpointed, setting off a beacon or transmitting a
MAYDAY will not bring instant rescue. It could be
hours or days before help arrives. It could even be
117 days, which is the longest time recorded in a
liferaft before rescue.
A liferaft greatly increases your chances of
survival. The primary function of a liferaft is to enable
a shipwrecked person to survive awaiting the arrival of
the rescue services. A liferaft may not be
the most comfortable or largest of crafts
but it will give you peace of mind to set
out and enjoy your voyage.
With many manufactures and many
types of liferafts available on the market
today, it is important that the liferaft
used matches the owner s sai l i ng
requirements, as well as ensuring the
liferafts compatibility with any legislation
that may be relevant; this applies both to
existing liferafts and in particular for new
purchases.
Type of Li f er af t
When making a liferaft choice for a transocean
passage, there are several questions to consider; not
only whether to hire or buy, but also additional raft
features, number of people and stowage.
In the main, offshore liferafts are constructed with
two main buoyancy tubes, whereas a coastal liferaft
only has one, which in turn has an effect on the
stability, buoyancy and boarding. Another important
consideration is the contents of the emergency pack
inside the liferaft.
The majority of buoyancy tubes
and arches are constructed
with separate chambers tted
with non-return valves, allowing
the remaining chambers to
stay inated if one becomes
holed. You need to check
the liferaft has been packed
t o al l ow t hi s. Wi t h some
liferafts vertical stowage is
not recommended.
The choice of liferafts
available in the market place
1 - 59
can be bewildering, however whichever raft you
choose for participating in a World Cruising Club event
it must conform to one of the following standards;
For par t i c i pat i ng i n a Wor l d Cr ui si ng Cl ub
event , a l i f er af t shal l be ei t her :

(i) a SOLAS model, or
(ii) an ORC model in compliance with ISAF
Special Regulations Appendix A Part I,
provided the liferaft was manufactured before
01/2003, or
(iii) an ISAF model in compliance with Special
regulations Appendix A Part II, or
(iv) an ISO Standard 9650 Type 1 Group A with
service Pack 1 (>24 hours).
See the ISAF website [www.sailing.org/rules]
for the full text of the ISAF Offshore Special
Regulations.
To fully appreciate what is on offer in the market it
helps to have a bit of background information on how
the liferaft standards above have developed and why
certain features are so important when looking to buy
or hire one.
The Fastnet disaster in 1979 provided important
learning points for manufacturers of liferafts;
14 of the 19 abandoned yachts were later
recovered and 7 people died in rafts. The big
lesson that was drawn from these shocking
statistics is that in the absence of an uncontrollable
re or imminent sinking, the yacht is the best
liferaft.
People soon became incapacitated with cold
to an extent that they were unable to operate
or open equipment such as ares due to poor
design.
Many rafts capsized caused by an absence or
inadequate design of ballast bags.
Boarding from the water was difcult or impossible
due to lack of an adequate entry ladder.
There was nothing to hold onto inside the raft
causing survivors to sustain injuries in rough
conditions.
Poor levels of knowledge resulted in poor
decision making, one example being a crew who
cut a hole in the oor of their capsized raft causing
it to disintegrate.
The Sydney Hobart disaster provided further lessons
in the area of liferaft design and construction;
Many rafts were swept away when they were
deployed before the crews were ready to board.
Capsized rafts in the Sydney Hobart were
i mpossi bl e t o spot due t o havi ng bl ack
undersides.
Many rafts took on large quantities of water in
rough conditions and some rafts simply broke up
in the severe conditions.
Pr i or t o t he
Sydney Hobart
di saster there
were onl y two
main standards
accepted, those
being SOLAS or
ORC.
SOLAS rafts
ar e gener al l y
extremely well engineered rafts designed primarily
for the commercial market and are therefore quite
heavy and expensive, so are not favored by the racing
community or those sailing on a tighter budget. As a
result of the ndings of the Sydney Hobart enquiry and
in the absence of the long awaited international ISO
standard raft, ISAF developed its own specication
of raft which took into account all the ndings of this
report and the earlier Fastnet disaster. This standard
appeared in 2003 and effectively rendered the ORC
raft redundant. The ISO raft followed fairly shortly after
the ISAF standard in 2005 and both are extremely
similar in design standards.
The main improvements in design of the ISAF and
ISO rafts over previous designs are:
Stronger material used for construction
Larger ballast bags
Bottom of raft and ballast bags made in a bright
colour
Improved boarding ladder
Improved packing of contents to aid operation with
cold/numb hands
Li f er af t Spec i c at i on
Once you have established which type of liferaft
suits your needs, you now have to consider the
construction, contents and servicing intervals.
Saf et y Pac ks
Most manufacturers offer their rafts with a choice of
safety pack. The three most common packs used
to be Standard Leisure Pack, ORC and E pack. As
the ORC pack was the minimum requirement for the
Offshore Racing Council, it is important to note that
liferafts manufactured after 1 January 2003 now have
to meet the new ISAF or ISO standard of construction
and pack contents. These pack contents along with
SOLAS are now much more the norm.
The table on the next page will give you an
indication as to the likely contents of various raft types.
This information will be extremely useful in forming the
basis of what to pack in your grab bag. It is important to
note that pack contents can vary slightly so do check
with your agent to get an accurate inventory.
Most service agents will welcome you to view the
raft being serviced and dont forget that you can
ask for extra items to be packed in the raft. Useful
additions might include spare glasses, medication,
documents and so on.
1 - 60
A Tabl e of t he Typi cal Cont ent s Found i n Var i ous Of f shor e Li f er af t s
I t em
Standard
Leisure raft
NOT
ACCEPTED
E Pack
addition
(d)
ORC
(d)
ISAF
Iso 9650
Less than
24 hours
NOT
ACCEPTED
Iso 9650
More
than
24 hours
Solas
B
Solas
A
Bailer 1 1 1 1 1 1 1 1
Pump 1 1 1 1 1 1 1 1
Paddles 2 2 2 2 2 2 2 2
Repair Kit 1 1 1 1 1 1 1 1
Sponge 2 2 2 1pp 2 2 2 2
Survival Instruct. 1 1 1 1 1 1 1 1
Leak Stoppers Set Set Set Set Set Set Set Set
Throw Line 30m 1 1 1 1 1 1 1 1
Signal Card 1 1 1 1 1
Safety Knife 1 1 1 1 1 1 1 1
Sea Anchors 1 1 1 2 1 1 2 2
First Aid Kit 1 1 1 (a) 1 1
Whistle 1 1 1 1 1 1 1
Torches 1 1 2 1 1 1 1
Spare batteries/
bulbs for above
1 1 1 1
Signal Mirror 1 1 1 1 1 1
Anti Seasick pills 6pp 6pp 6pp 6pp(a) 6pp(a) 6pp 6pp
Seasick bag 1pp 1pp (a) 1pp(a) 1pp 1pp
TPAs 2 2(a) 2 2
Scissors 1 1
Fishing Kit 1 1
W.proof Notebook 1
Radar Reector 1 1
Tin opener 3
Graduated
drinking cup
1 1
Red h/h ares 3 3 3 3 6(b) 3 6
Para Rocket
ares
2 Grab bag 2(b) 2(b) 2 4
Bouyant smoke
are
1 2
Water 0.5lt pp Grab bag
1.5lt
pp(c)
1.5lt pp
Food Grab bag
10,000
KJ pp (a)
10,000
KJ pp
NOTES:
(a) = can be carried in liferaft or grab bag.
(b) = At least 3 h/h ares in liferaft and at least one par-rocket are in liferaft. The remainder can be carried in a grab bag.
(c) = At least 0.5 lt in liferaft.Drinking water in grab bag can be replaced by desalinator.
(d) = Only those made prior to 2003 accepted.
1 - 61
What ar e t he desi gn f eat ur es t hat I
shoul d l ook f or when hi r i ng or buyi ng
a r af t ?
Brightly coloured self inating canopy
with internal and external light and
retro reective tapes
Canopy opening big enough to allow
easy access in and ventilation yet
easy to secure in bad weather
2 buoyancy tubes to ensure otation
and separate buoyancy chambers
with non return valves to help otation
in event of puncture
Boarding ramp, bolster or weighted
boarding ladder
Multiple ballast pockets to ensure
stability
Grab lines around inside and outside
of raft
External venting of excess CO 2.
Pressure relief and top up valves
Inatable double oor for thermal
protection
Brightly coloured oor and buoyancy
bags
Rainwater catching system
SART or EPIRB mounting pocket
Self righting rafts are now available
Quality emergency pack usable with
cold/numb hands
Get t o Know your Li f er af t
Whilst a liferaft is a fairly self-explanatory
piece of equipment, unfortunately most
people never see one inated until an
emergency. At this point it could be
deemed as being too late. It is possible
to attend the liferaft service centre when
your raft is being serviced. It is also
highly recommended that owners and
crew attend a Sea Survival Course. Not
only will you learn techniques for survival
at sea, youll also see how to launch
a liferaft and nd out for yourself what
is involved in boarding and righting a
raft, while restrained by a lifejacket and
clothing in a safe environment.
Wi th recent changes to l i feraft
specications it is important to check your
What t o l ook f or i n a l i f er af t
Brightly coloured self
inating
canopy with
internal
Canopy
opening
big enough
to allow easy
access in and
ventilation yet
easy to secure
Grab lines around
inside and outside of
raft are essential
Is the righting system
easy to grasp hold of?
The gas bottle should be on the
opposite side from the opening.
External venting of
excess CO2.
Pressure relief
and top up
valves.
Is the drogue
securely
tted?
Look-out holes also
provide ventilation
A throwing
line is
essential
To make the best use of your raft we recommend
that all crew members participate in an RYA
recognised Sea Survival Course (see page
1-25)
Rainwater
catching system
in bad weather
& external
light and retro
reective tapes
Inatable
double
oor
for
thermal
protection
Boarding ramp,
bolster or weighted
boarding ladder
SART
or
EPIRB
mounting
pocket
2 buoyancy tubes to ensure
f l ot at i on and separ at e
buoyancy chambers with
non return valves to help
otation in event of
puncture
Multiple ballast
pockets to ensure
stability
Brightly
coloured
oor and/or
buoyancy bags
liferafts compatibility to the rules and regulations.
More information
o n l i f e r a f t
speci f i cat i ons
can be obtained
f r om bot h t he
RORC and ISAF
websites.
Usef ul Li nks
ISAF: www.sailing.org
ISAF Special Regulations: www.sailing.org/rules/
Equi pment Resel l er s:
www.gaelforce.com
Manuf ac t ur er s
www.avoninatables.co.uk
www.viking-life.com
www.zodiac.ca
1 - 62
It is extremely important to have a good grab bag.
What you pack in it will to a large extent depend upon
what type of liferaft you have and what it already
contains.
The grab bag should be:
Brightly coloured, waterproof and able to
oat
Marked with Yacht name
Fitted with lanyard to attach to raft
Duplicated to number of rafts carried
Make it easily accessible with its location known
to all crew. Keep another empty bag nearby for
last minute grabs.
When deciding what to pack in your grab bag you
should use the existing contents of your liferaft as a
starting point. If you do not know what is in your raft,
now is the time to check!
On the previous page is a table of the typical
contents found in the various offshore liferafts. This
will give you a good indication, however contents do
vary slightly so check with your service agent.
In order to choose the correct items in
your grab bag it is a good idea to place
them into one of the four survival priorities
categories:
1. Location
2. Protection
3. Food and Water
4. Medical
Clearly location items must be top of
the list as quick location and rescue will
mean not having to rely on the equipment in the other
categories so much, or even at all.
Note Items in blue may already be in the raft
pack. Check the liferaft contents table and check
quantities as you may still need to add more.
Loc at i on
406 EPIRB
SART
Watertight handheld VHF
Watertight handheld GPS
Watertight ashlight
Strobe light
Cyalume sticks
Flash Camera
Extra ares
Radar reector
Signals card
Signal mirror
Gr ab Bags
Pr ot ec t i on
Sun cream
Heat packs
Inatable
cushion
Fold down
bucket
Moi s t hy gi ene
wipes
Diving Mask
Gaffer tape
Second Sea Anchor
Thermal Protective Aids
Decent bailer
Repair kit
Sponges
Food & Wat er
Extra water (only ll bottles to 80%)
Fishing kit
Extra food rations (non thirst provoking)
Graduated drinking cups
Medi c al
Prescription Medicine
Sunburn Cream
Inatable splints
Enema Kit
Anti Emitics
First Aid Kit
Extra sea sick pills and bags
Last Mi nut e Gr abs
Photocopy of passports
Binoculars
Sat Phone
Mobile phone
Wet weather gear & Life jackets
Immersion suits
Man overboard danbouy
SSB receiver
Spare clothing
Sextant and tables
Spare clothing
Sunglasses
Copy of yachts papers
Charts
Compass
Lighter
Multi purpose tool
Pack of cards
Towels
Waterproof notebook
In Las Palmas before the start of the ARC, Hamble School of Yachting in conjunction with World Cruising Club
will be providing a morning of Sea Safety Demonstrations. Whilst these are no substitute for formal safety
training, they are aimed to act as a useful refresher for skippers and crews and encourage discussion and
preparation on board regarding what if scenarios. The following 7 sheets contain the
facts. We recommend you and your crew read through these sheets several times before
the demonstrations so that this vital safety advice is cemented in your mind.
ARC Demonst r at i ons Las Pal mas
Fac t Sheet s
Hel i c opt er Hi Li ne Tr ansf er
Very occasionally the need may arise to evacuate
somebody from the yacht. This may be due to a
medical emergency or possibly because the yacht
itself is in trouble. Within a suitable range of land a
Search and Rescue helicopter may come to your
aid, whilst further aeld many naval ships carry their
own helicopter.
The rescue is normally achieved by the helicopter
lowering a hi-line to the yacht followed by a helicopter
crewman being lowered down to the yacht on the
winch line. The hi-line forms the initial contact with
the helicopter and acts as a guide for the crewman
to come down on the winch line. Most hi-lines are
weighted by something which is about the size of a
bag of sugar. It is very important not to touch it until it
earths, so as to avoid a large static shock. It is equally
important not to secure this line to the yacht...it should
be merely coiled into a bucket.
The whole experience can seem very noisy and
scary, particularly when the helicopter is hovering
above your head, so it pays to have some knowledge
about exactly what is going to happen.
Key Poi nt s
Hi - line transfer to a helicopter may be from the
yacht, the water or a liferaft.
Clear instructions will be given from the helicopter
via radio and the pilot is in total control of the
operation, not you! Listen to what he says and follow
instructions carefully. Sometimes they will y over you
holding out a board showing the number of a selected
radio channel to be used for communications.
Brief the crew clearly before the helicopter comes in
for the hover, as once it is over you the noise makes
communication very difcult / impossible.
The pilot will normally ask
you to put the yacht onto
close hauled/reach course
on port tack. It is vital that the
helmsman concentrates on
keeping a steady course and
speed and is not distracted
by the huge helicopter just
behind him! Some pilots prefer
yachts to keep the main up to
steady the yacht, whilst others
prefer it down.
Generally the diver (the chap coming down on
the wire) will come out of the starboard door of the
helicopter and look to touch down in the port quarter
part of the vessel. The pilot sits on the starboard side
of the helicopter so is able to monitor the operation.
Preparing the yacht beforehand is important. Any
loose equipment or lines that could get blown around
should be stowed or secured. Any obstructions on
the port quarter should be removed if possible e.g.
danbouys. A bucket should be placed in the cockpit
so that the hi-line can be led into it as the diver is
lowered down. A pair of gloves is handy for this
operation to save possible rope burns and to get a
good grip. Spare crew should stay down below so as
not to clutter the cockpit.
Once in position, the helicopter winchman will start
to lower the hi-line which will be weighted with a small
bag weighing about the same as a bag of sugar.
LET THIS TOUCH THE SEA OR YACHT BEFORE
GRABBING IT. THIS WILL EARTH IT AND AVOID
YOU GETTING A LARGE STATIC SHOCK! DO NOT
SECURE THE LINE TO THE YACHT!
The diver will now start to be lowered towards you.
Guide him in towards the yacht and have somebody
detailed to place the hi-line in the bucket as slack is
taken up. Do not try and coil it neatly as you will not
have time and actually neat coils often have much
more chance of snagging on the way back up than
random piles of line. Help the diver over the pushpit
and into the cockpit and listen to what he has to say.
When the helicopter is retrieving the diver and the
casualty it is important to pay out the hi-line and
help steady him and the casualty, who may be in a
stretcher.
Do not alter your course and speed until the
helicopter is well clear of you.
SAFETY DEMONSTRATI ONS FACT SHEET - 1
Fac t Sheet s
Fl ar e Demonst r at i on
The Las Palmas are demonstration aims to give a
quick refresher on the different types, storage and use
of these vital pieces of safety equipment.
St or age
It goes without saying that ares should be kept
in a dedicated watertight storage container within
easy reach and in a location with which everyone
is familiar.
Could you grab them easily if you had to abandon
ship?
Have you got several white collision ares clipped
in the companion way?
Ar e t hey al l i n
date?
Treat a are that fails
to fire as live and
potentially volatile. Do
not put the misred are
back in the container
with live flares. Dunk
it in water and place in
another container, then dispose of it via the local
police or coastguard when ashore.
Oper at i ng Syst ems
There are many different operating systems hence prior
knowledge of exactly how your ares work is vital.
Could your least experienced crew member
operate them in total darkness on a rough
night?
Do you know at a glance which end it fires
from?
Could you operate it safely with cold, wet and
numb hands?
Fl ar e Types
There are 3 main types of ares in use.
1. Hand Hel d Fl ar es
Primary use is to pin point your position to guide
rescuers towards you. They generally come in two
forms; orange smoke or pin point red distress hand
are. Do not waste them all if you are not sure
rescue is within sight of you! The pin point red
distress are can usually be used by day or night.
They will burn for about 60 seconds and are visible
for about 7 miles.
With hand held ares it is important to rmly grip
the ribbed hand hold part NOT the hot part. Hold
the are at arms length downwind at a slight angle
and over the side of the yacht/raft so hot debris falls
cleanly into the sea and not onto the deck or the
crew member holding it. Do not look directly at the
are as it can at worst damage your eyesight and at
best ruin any night vision you had.
2. Or ange Fl oat i ng Smoke
These can only be used during the day and again
give rescuers a clear indication of your location so
again, do not waste all of them until you know that
help is nearby. They will burn for about 3 minutes and
produce thick orange smoke that is visible for about 3
miles and is particularly useful for helicopter pilots to
gauge wind direction and strength at the location.
With oating orange smoke ares ensure you
know which end res and that it is thrown overboard
downwind!
3. Par ac hut e Roc ket Fl ar es
These can be used by day or night and given their
range of about 28 miles they may attract attention
from ships or aircraft that you cannot see.
DO NOT USE IN THE VICINITY OF AIRCRAFT
FOR OBVIOUS REASONS.
Parachute rocket ares must be treated extremely
carefully and once the safety pin is removed treat it
as a loaded gun i.e. hold very rmly and never turn
towards anyone. Parachute ares should be red
about 15 degrees from the vertical (45 degrees in low
clouds/vis) and downwind. They are wind seeking so
will gradually curve back round into the wind as they
climb. It is useful to re another one several minutes
after the rst in case a bridge watch keeper just caught
the rst one out of the corner of their eye and is now
scanning the horizon for conrmation.
These ares will have a little bit of recoil so grip
very rmly. They will deploy to about 300m when
red vertically or 200m at a 45 degree angle.
Fac t Sheet s
Li f er af t Demonst r at i on
Whilst the Las Palmas liferaft demonstration is no
substitute for a full sea survival course, it will give
everybody the rare chance to see a liferaft inated
and actually get inside one. Participants will be able
to see rst hand what it is like to board one from
both the poolside and the water. Participants will
also be able to see a capsized liferaft righted and
ask any questions they may have on the subject of
sea survival. Below are some key points from the
demonstration;
To Abandon or Not ?
YOUR BOAT IS THE BEST LIFERAFT
A boat is always bigger than the liferaft she carries.
A boat can better withstand the sea and provide
shelter.
A boat is far easier to detect and nd by Search and
Rescue.
There are countless stories of crew who die in rafts,
while the yacht that was abandoned remains aoat
e.g. Fastnet Disaster. Of 19 yachts abandoned only 5
actually sank! In the event of ooding, use all available
means to keep her aoat. Anything plugged in the
hole will massively reduce water ingress. People
have even emptied water tanks to aid buoyancy and
re directed the engine intake to the bilge and been
successful.
Send PAN PAN by DSC all ships urgency and
verbally, if yacht is in trouble but not yet in a distress
situation. This will give SAR time to plan and react if
the situation deteriorates.
DO NOT ABANDON UNLESS SHE IS
ABOUT TO GO UNDER OR YOU HAVE AN
UNCONTROLLABLE FIRE.
Pr i or t o Abandonment
The Skipper must take charge and raise the alarm
by whatever means (verbal, foghorn, stamping feet
on deck, whistle etc.)
The Skipper must keep calm, delegate, keep an
overall view of the situation and be ready to take
action to maintain the safety of life.
Cold, hypothermia and drowning are the single
biggest killers in abandoning yachts, not lack
of food or water.
All crew need to put on extra
layers of clothing (it will not
make you sink). Socks, hats,
shoes etc.
Take foul weather gear.
Put on lifejackets.
If time allows get everyone to
drink as much as possible to
avoid urine retention.
Get al l crew to take sea
sickness pills. Nearly everyone
is sea sick in a liferaft.
Note that whilst this is being done other tasks such
as preparing the liferaft and grab bag should be
taking place.
Send distress call via DSC VHF, MF or HF.
Activate the EPIRB if there is no response on the
radio.
Fire 2 parachute rocket ares. One 5 minutes after
the rst. Do not waste anymore until you know help
is nearby.
Use any of the prescribed SOS signals.
Retrieve the grab bag(s) and any last minute grab
items such as extra clothing, food and so on.
Abandonment
Prepare the liferaft.
Ensure it is tied on to the yacht!
Do not launch and inate too early. One yacht in
the Sydney Hobart disaster had two washed away
before they got into them.
Move the raft to launching position. Midships on
leeward side is generally good unless the yacht
is on re.
If the vessel has keel problems, abandon from the
stern.
Do not inate on deck.
Launch the liferaft into the water and pull the painter
(ensuring it is attached to the yacht rst!) Take slack
of painter back onboard to save having to haul the
liferaft back to the yacht once it is inated.
When fully pulled out give the painter a large pull
to inate the raft.
Boar di ng t he Li f er af t
Always try to board the raft directly
from the yacht so as to keep dry.
Entering the water should be
avoided at all costs. However if this
is unavoidable the following should
be borne in mind:
If possible enter the water slowly
from the boarding ladder as this
will reduce the effect of cold shock.
Jumping into cold water can kill.
Fac t Sheet s
If jumping from the yacht consider where you jump
off, taking into account:
1) drift of yacht and not getting trapped by debris.
2) position of liferaft, if there is one.
3) without a liferaft, the bow or stern may give
more positive escape from yacht.
4) other hazards such as debris or burning oil.
When jumping into the water from the yachts
side:
1) Check water is clear of obstructions.
2) Hold lifejacket down with hand.
3) Block nose and mouth with other.
4) Jump feet rst and together.
5) Look straight ahead.
If there are several crew in the water UNITE and
stay together. By creating a crocodile formation
as shown in the above picture the entire crew can
safely make their way to the raft. Once in the water
board the liferaft as soon as possible. Body heat
is lost 26 times faster in water. Only swim if help
is close by, otherwise get into the huddle position
and do not exert yourself until your breathing rate
has returned to its normal level.
Hold onto lifelines of raft and dont let go until you
are boarded.
Boarding the liferaft with a cumbersome lifejacket
and numb hands is very hard. Use all lifelines and
boarding aids as well as the buoyancy in your jacket
by bobbing up and down and launching yourself in.
If you are alone, partially deating your lifejacket
can help liferaft entry.
If all crew are in the water, the 2 strongest should
try and board rst. They can then assist others
to board by grabbing them under the arms and
pulling them in.
Once in the liferaft people should space out evenly
around the perimeter of the raft and hold on using
the hand holds.
I ni t i al Ac t i ons Onc e i n t he Li f er af t
Cut t he Pai nt er
Cut as near to the yacht as possible as it may come
in useful. The knife is near the door. Paddle clear of
the yacht and look for other survivors if applicable.
Use quoit to rescue them, tying it to the raft rst and
throwing it over their head.
St r eam t he Dr ogue
This will stabilise the raft, reduce drift and keep you
near the last position of the yacht as well as drastically
reducing risk of capsize. It will also keep raft opening
away from wind and spray.
Cl ose Raf t Ent r anc e
This will keep in heat and keep out spray etc. Use
slip knots on doors. Dont forget if CO2 vents inside,
you will need to allow this to escape. In hot climates
you will need to ventilate the raft so keep doors open
and wet the canopy.
Mai nt ai n t he Raf t
Maintain the security of the raft by checking for leaks
and bailing out.
Sec ondar y Ac t i ons i n t he Li f er af t
Identify person in charge of raft . May not be
the skipper if he is missing or injured physically
or psychologically. Replacement must be strong
willed and provide leadership and re assurance
as shock sinks in.
Apply rst aid to anyone that needs it.
Post a lookout.
Look for other survivors , useful debris and any
other craft or SAR operations.
Open equipment pack.
Issue sea sickness tablets to everyone, even the
strongest stomachs will suffer in a raft, especially
when someone else next to you is ill. Not only
does seasickness cause a physical and mental
low ebb, it will mean losing valuable body heat
,
Fac t Sheet s
and uid and hasten the onset of hypothermia. Put
head between legs, keep warm and use Thermal
Protective Aids.
Dry and inate raft .
Bail out, which could be easier said than done if you
havent got a decent bailer or pump in your liferaft.
Remember to keep one sponge uncontaminated to
use to collect condensation in the raft for drinking
water.
Urinate. It is important to do this within rst 2 hours.
Retaining urine does not help dehydration and
retention will cause problems later.
Get warm. Wring out wet clothing, huddle together
and if necessary pump up inatable oor. Most heat
is lost through conduction via the raft oor, so sit
on lifejackets, cushions, fenders etc.
Arrange watches and routines as soon as
possible. If you have enough people then put 2
people on watch for between 20 minutes and 2
hours depending on weather conditions.
Ensure everyone knows how to keep a lookout and
how/when to use all the signalling equipment.
OUTSIDE WATCH - suitably dressed, secured to raft,
watchful for all dangers or sources of help, collecting
any useful debris, alert to possibility of catching rain,
checking for abrasion to raft or lines.
INSIDE WATCH look after casualties, in charge of
safety and security of all survival equipment, ensure
signalling devices are ready to hand, organise
collection of rainwater, maintain liferaft maintenance
such as bailing.
Check liferaft for correct operation and damage .
Rafts are designed for 30 days in all conditions but
are prone to accidental damage. Remove sharp
objects, check for damage from shoes, check for
abrasion from sea anchors or water containers
attached to raft, take care when cutting, keep all
gear stowed correctly.
Keep raft well trimmed. Sit on oor with backs to
tubes, do not sit on tubes.
Check canopy light and switch off during the day.
Adjust canopy to either conserve heat or ventilate.
In warm conditions move sea anchor to adjust
ventilation.
Sur vi val Pr i or i t i es
Loc at i on
Prepare and use detection equipment. Fast detection
by search and rescue authorities (SAR) is the top
survival priority. If you are rescued quickly the other
survival priorities are less important.
1) EPIRB
If this is not already activated do it now and do not
switch off until instructed to do so by SAR. EPIRBS are
designed to oat outside the raft but ensure it is well
attached. In rough weather bring inside but ensure the
raft does not have any metallic lining and make sure
the aerial is vertical and cover the strobe light.
2) SART
Turn on. They have 96 hours on standby and 8
hours in operational mode. Put as high as possible.
The unit will sound an alarm if interrogated, a great
morale booster.
3) Radar Reector
Place as high as possible but NOT at the same time
as SART as they interfere.
4) VHF
If you have the battery capacity then send frequent
MAYDAYS and maintain a listening watch, otherwise keep
use minimal so it can be used when rescue is sighted.
5) Flares
Do not use these until you are sure rescuers will see
them.
6) Signalling Mirror
This has been detected at over 100 miles! Catch the
sun and reect it around the horizon.
Pr ot ec t i on
In Northern European climates the COLD is likely to be
your enemy. Remove and wring out wet clothing and
put back on, then distribute spare dry clothes from grab
bag. Huddle together for mutual warmth but do not upset
trim. Sit on lifejacket (calm conditions) or anything else
you have. Use Thermal Protection Aids.
In HOT CLIMATES:
Do not inate the oor.
Wet the canopy.
Wet clothes with sea water but bear in mind
possibility of skin sores.
Ensure clothes are dry by dusk.
Keep as sti l l as
possible in shade and
cover neck and exposed
areas.
Food and Wat er
Water Rations
You can live without
water for between 7 to
10 days and without
food for between 20 to 30 days. No water or food
for rst 24 hrs, thereafter minimum rations mean
Fac t Sheet s
0.5 litre per day. Many rafts do not have water so you
must supplement. Use 80% full bottles so they oat
and can be towed behind raft. In Northern European
waters you are highly unlikely to be adrift for more
than 48hrs and hypothermia or drowning are your
biggest enemy.
Start collecting rainwater straight away.
DO NOT DRINK URINE OR SEA WATER.
Drink rainwater rst as bottled water will stay fresh
longest.
You can purchase hand de salinators. They are not
cheap but can make up to 5 litres an hour. They are
made by PUR and Katadyn.
Use the graduated drinking cups to divide up water
rations.
Have lots of containers which will double as bailers
or rain collectors.
Funnel Good for transferring water between
containers.
Food rations
The 10,000 Joules in SOLAS A and ISO >24 rafts is
about 3 days supply in mild conditions,
much less in cold conditions. Liferaft kits are designed
for consumption with minimal water so are high in
carbohydrates and low in protein.
DO NOT BUY DEHYDRATED FOOD FROM
OUTDOOR SURVIVAL SHOPS as this is high in
protein.
Examples of good food are boiled sweets,
chocolate, dried fruit, energy bars, glucose tablets,
tinned fruit and sweetened tin milk.
Fishing kit Some rafts have limited kit but get
some advice on the smallest kit and what you
need. Ensure it is stainless steel so it does not rust
in the grab bag. As sh is high in protein it does
mean consuming water, however at some point
you need food as well. It also helps pass time and
boosts morale.
Medi c al
Treat any immediate
i nj ur i es qui ckl y.
PREVENTI ON I S
THE KEY WORD
HERE THOUGH.
Conditions that need
to be guarded against
include;
Hypothermia
Keep war m and
share body heat. Re
warm victims slowly to avoid heart problems. Do not
administer alcohol or vigorously rub their limbs.
Heat exhaustion and heat stroke
Sponge down the body, expose to wind chill and give
frequents sips of cool slightly salted water.
Immersion foot
Caused by having wet feet for long periods. Dry feet
and rub vigorously. Gently exercise if possible.
Fi r st Ai d Ki t
Medical supplies in the raft along with the knowledge
to use them will make a big difference to the crews
chances. SOLAS rafts have to have a Cat C medical
kit together with waterproof instructions, others have
a limited kit. If yours is basic consider buying a CAT
C kit for the grab bag. Particularly useful are;
Prescription tropical anti bacterial ointment
germs breed quickly in a raft.
Inatable splints.
Personal medication for conditions e.g.
angina.
Seasick bags only 1 per person supplied in
most rafts! Paper ones are useless.
Extra sea sick pills you only get 6pp in most
rafts. Sea sickness means losing lots of valuable
uids and also makes you prone to hypothermia
which can kill.
Anti emetic in suppository or injectable form for
severe sea sickness.
Sunburn cream.
Tr anspar ent and wat er pr oof adhesi ve
dressings.
Ment al At t i t ude
THE WILL TO SURVIVE IS PARAMOUNT. PEOPLE
CAN BECOME LISTLESS, UNMOTIVATED AND
GENERAL APATHY CAN SOON SET IN. SEA
SICKNESS IS ONE OF THE MAJOR CAUSES. KEEP
EVERYBODY BUSY WITH RESPONSIBILITIES
AND ROUTINES.
BELIEVE YOU WILL SURVIVE.
Ri ght i ng a Capsi zed Li f er af t
Swim round to where the bottle is and climb onto it.
Reach up and grab straps on bottom of raft.
Lean back and use knees as fulcrum.
Pull the raft over on top of yourself.
Use the wind direction to help.
Use the air pocket under raft to breathe.
Turn on to back and pull yourself out.
Do not swim out face down as you may be trapped
face down by lifejacket buoyancy.
How t o i nc r ease c hanc es of sur vi val
wi t hout a l i f er af t
Never swim aimlessly. On entry to cold water
your breathing rate will shoot up to 60 breaths a
minute. Exerting energy swimming may bring on
heart failure and will certainly rapidly increase heat
loss from the body.
Rig spray hood and lifejacket light.
Use whistle to attract attention.
Adopt the HELP position. Heat Escape Lessening
Position.
In rough seas try and oat with your back to wind
and waves (this is very hard to maintain due to legs
acting like drogues). Protect your airway, ideally you
will have a sprayhood. Without a spray hood your
chances in rough conditions are limited.
Unite with other survivors and huddle to increase
your visibility and warmth.
Fac t Sheet s
1 - 71
Wor l d Cr ui si ng Cl ub Saf et y Equi pment Requi r ement s
The following safety equipment requirements have been drawn up to ensure the minimum level of safety for
yachts participating in the Rally. The ISAF Offshore Special Regulations have been used as a guideline to
compile these regulations. The checklists below have been designed to help you prepare your yacht
for participation in the event; please use the tick boxes to work through the equipment required,
before your arrival in Las Palmas. Divisions II (Racing) and VIII Invitation Racing requirements are ISAF
Offshore Special Regulations for Category 1 and these Safety Equipment Requirements.
These safety equipment requirements do not override any greater safety requirement demanded
by the yachts national, or ag country, maritime authorities or appropriate regulatory bodies. Yacht
owners considering taking fare paying guests or crew should consider the implication in relation to
their national or ag regulations as required by the appropriate proper authorities.
The regulations are in two sections:
Sec t i on One
Mandat or y Saf et y Equi pment Requi r ement s
This equipment must be carried and all items will be
sighted during the safety equipment inspection prior to
the start. Failure to comply may lead to disqualication
from the Rally.
Sec t i on Two
Recommended Safet y Equi pment Requi r ement s
Whilst equipment in this section is not mandatory the
organisers strongly suggest that all the recommendations
in this section are complied with. The Safety Equipment
Ofcer will be available to discuss points made in this
section during the inspection.
Gener al Requi r ement s
It is the entire sole and inescapable responsibility
of each skipper to ensure that all necessary
safety precautions whatsoever are taken in
respect of himself the crew and the yacht.
All safety equipment that requires regular
servicing must be in date at the start of the Rally,
and remain in date for the duration of the Rally. (The
Test Certicate for the liferaft will be inspected during
the Safety Equipment Inspection).
All safety equipment carried must:
a. be of type, size and capacity
commensurate with the size of yacht and
number of crew
b. function correctly
c. be easily accessible
Each crew member must be fully conversant with
the operation of all safety equipment carried and
know its stowage positions.
Li f er af t :
A purpose made, self inating, liferaft of sufcient places to carry all the
crew, shall be either:
i) A SOLAS model
or
ii) An ORC model in compliance with ISAF Offshore Special Regulations
Appendix A Part 1, provided that the liferaft was manufactured before
01/2003
or
iii) An ISAF model, in compliance with ISAF Offshore Special
Regulations Appendix A Part II
or
iv) An ISO Standard 9650 Type 1 Group A with service Pack 1 (>24
hours).

Each raft shall be capable of being got to the lifelines within 15
seconds.
Each liferaft shall have a valid inspection certicate from the manufacturer
or approved servicing agent, valid for the period of the Rally. The
certicate, or a copy, shall be carried on the yacht.
See ISAF website [www.sailing.org/rules/] for the full text of the ISAF
Offshore Special Regulations.
1 - SAFETY EQUIPMENT REQUIREMENTS
Sec t i on One - Mandat or y Saf et y Equi pment Requi r ement s
Owner / Ski pper WCC
1 - 72
VHF:
A VHF radio transceiver having a rated output power of 25W and capable
of working on all standard international channels must be tted.
An external cockpit extension speaker should also be tted to the set.
The radio shall have a masthead antenna; an emergency antenna shall
also be carried.
Long Range Communi c at i ons Equi pment :
Each yacht will be required to report their position daily directly to
worldcruising.net, via Inmarsat C, D+, or other system capable of sending
an E-mail message whilst at sea.
EPI RB:
An Emergency Position Indicating Radio Beacon.
A Satellite EPIRB transmitting on 406MHz is required,
correctly registered with the appropriate authority.
Radar Reec t or :
Permanently mounted in, or capable
of being hoisted to, a position at least 5m (15 feet)
above deck.
Octahedral reectors must have a minimum
diagonal measurement of 18 in (457mm).
Any reector other than octahedral, must have
a documented RCS (radar cross-section) of not
less than 10 sq.m.
Fl ar es:
Flares stowed in a watertight container,
with as a minium;
6 red parachute ares;
4 white hand ares;
4 red hand held ares;
2 orange smoke
Li f ebuoys:
Within reach of the helmsman for instant use:
1. One lifebuoy with a drogue, or a lifesling (without a drogue), with a
self-igniting light and whistle attached, and
2. One lifebuoy, or a MOB Module, equipped with a whistle, drogue, a
self igniting light and a pole and ag (a danbuoy).
At least one lifebuoy shall either be a lifesling or have permanent (eg.
foam) buoyancy. Every inatable lifebuoy shall be tested at intervals in
accordance with its manufacturers instructions.
Each lifebuoy shall have the yachts name on them and must be tted
with marine grade retro-reective material.
Bi l ge Pumps:
One manual bilge pump securely tted, operable from on deck with
companionways and hatches shut. (It is recommended that a second
manual bilge pump, operable from below decks, is also tted).
Unless permanently tted, bilge pump handles shall be provided with
a lanyard, securely attached, and catch, or similar device, to prevent
accidental loss.
Owner / Ski pper WCC eerr // Sk Ski p i WWCCC
1 - 73
Owner / Ski pper WCC Navi gat i on Li ght s:
Navigation lights must be tted so that the yacht shall, at all times, comply
with the International Regulations for Preventing Collision at Sea. Two
independent sets of navigation lights are required. For example, the
primary set (bow and stern lights), the secondary set (masthead tricolour);
ashlight/torch battery operated, handheld lights are not acceptable.
Spare bulbs of correct wattage shall also be carried.
Har ness:
If separate from a combined lifejacket/harness, shall
have a safety line not more than 2 metres long with
a strap hook at each end. It is recommended that
a second snap hook should be placed at the middle
of the point line.
Each harness shall have a crotch strap.
There shall be a harness and safety line provided
for each member of the crew.
Li f ej ac ket / Combi ned Har ness:
Shall have:
a whistle
a light
yacht name
retro-reective tape
a crotch strap
a spray hood
a safety line not more than 2 metres long with a snap hook at each
end. It is recommended that a second snap hook should be placed
at the middle point of the line.
There shall be a lifejacket/combined harness provided for each member
of the crew.
Heavy Equi pment :
All heavy equipment (i.e. anchor, batteries, gas bottles and stoves) shall be
rmly secured to prevent damage from possible knockdown or capsize.
The f ol l owi ng equi pment shal l al so be t t ed/ c ar r i ed:
Emergency grab bag (see Appendix 1)
A recognised secondary or alternative method of navigation
Securely tted taut double lifelines around the entire deck
Jackstays along port and starboard side decks
Fire extinguishers (at least two)
Fire blanket (secured near the galley)
Companionway washboards to be capable of being secured shut
from inside and outside and with lanyards to prevent accidental loss
1 - 74
Sec t i on Two - Rec ommended Saf et y Equi pment Requi r ement s
I t i s r ec ommended t hat t he f ol l owi ng equi pment be c ar r i ed:
Dinghy and oars
Handheld VHF transceiver
Nautical almanac
Charts and pilots for the route taken by the Rally
Sextant and tables
Water resistant torch with spare bulb and batteries
Storm jib
Storm trisail or deep reef in mainsail
A second manual bilge pump operable from below deck
White parachute ares (provide illumination for Search & Rescue)
Maststep. The heel of a keel-stepped mast should be securely
fastened to the maststep or adjoining structure.
Drogue or Sea Anchor. A drogue (for deployment over the stern),
or alternatively a sea anchor, or parachute anchor (for deployment
over the bow), is strongly recommended as a means to reduce the
risk of capsize in heavy breaking seas
It is highly recommended that each person on board carries a
knife at all times whilst at sea
A durable stowage chart of safety equipment, displayed for the full
view of the crew
Owner / Ski pper WCC
Softwood plugs securely attached adjacent to each tting to
enable any through hull tting to be closed off
Throwing line 15m 25m (50ft 75ft) length, readily accessible to cockpit
High powered search light (operable on deck from 12/24v supply)
Emergency tiller or secondary steering device
Hacksaw and spare blades (Bolt croppers for yachts with rod rigging)
First aid kit and manual
Foghorn
Buckets (at least two) of stout construction and tted with lanyards;
capacity to be at least 2 gallons (9 litres)
Echo sounder and log
1 - 75
Appendi x 1 - Gr ab Bag Cont ent s
The ORC recommends that a grab bag accompanies
each liferaft. The following contents are recommended
and should be appropriately packed and waterproofed
(packing should be openable by wet ngers without
tools):
second sea anchor and line
two safety tin openers
waterproof hand-held VHF transceiver
EPIRB
a rst aid kit with any medications
one plastic drinking vessel graduated in 10, 20
and 50 cubic cm
two cyalume sticks or two watertight oating
lamps
one daylight signaling mirror and one signaling
whistle
two red parachute ares and three red hand
ares
non-thirst provoking rations and barley sugar or
equivalent
at least half a litre per person of drinking water
in a dedicated and sealed container
one copy of the illustrated table of life-saving
signals
nylon string, polythene bags, seasickness
tablets
Contents of the grab bag are not necessarily additional to the items required by the Safety Equipment
Regulations - the grab bag offers a suitable place to stow items where they will be quickly found or readily
carried to the liferaft.
Appendi x 2 - Cr ew Tr ai ni ng
The skipper and at least one crew member should
have undertaken training within the ve years
before the start of the Rally in both theoretical
and practical sessions in the following sessions.
The ORC recommends that all crew members
do likewise.
care and maintenance of safety
equipment
liferafts
storm sails
re precautions and re ghting
damage control and repair
heavy weather crew routines, boat
handling, drogues
man overboard prevention and recovery
giving assistance to other craft
hypothermia
rst aid
search and rescue systems
using communications equipment (VHF,
GMDSS, satcoms etc.)
weather forecasting
Dr essi ng Over al l
All ARC yachts are asked to dress
overall whilst in harbour in Las
Palmas & St. Lucia to create a
festive atmosphere!
From Forward:
E Q p3 G p8 Z p4 W p6 P p1 I Code/AP T Y
B X 1st Sub H 3rd Sub D F 2nd Sub U A O M
R p2 J p0 N p9 K p7 V p5 L C S
To Aft
In the box is the correct sequence of ags for
dressing overall, so there is no need to search
out your Admiralty Manual of Seamanship, or look
through back issues of your favourite yachting
magazine! When putting your flags together
remember that they should all be the correct way
up, so you need to work from the top of the mast
downwards. Rigging downhauls is a good idea.
1 - 77
Sai l Congur at i ons
Pol ed-out Genoa and Mai nsai l
Probably the most
common ri g for
crui si ng yachts.
The furling headsail
is poled-out using
a securely guyed
pole fixed to the
mas t and t he
mainsail is secured
by a boom-end preventer. It
is often necessary to reef
the mainsail to balance the
forces more evenly. This
combination can be quite
roll-inducing as the wind
force is acting in different
ways on each sail.
Sai l i ng wi t h a Gennaker
To ensure the best speed out
of the gennaker downwind
it should be flown high;
Downwi nd Sai l i ng
Choosi ng Your Sai l s
When choosing what sails to use for an Atlantic
crossing the rst and most important factor to consider
is the material you want them to be made from. Things
to watch out for with Spectra, Kevlar and Carbon is
that they do not like ogging and as hard as we all try
to stop this happening it will happen at some point.
This disadvantage is the same with laminated sails,
if they og they will be more likely to delaminate in
patches. It is advisable to ensure that there is a nice
percentage of Dacron in the sail, which will ensure
durability and will also give good handling qualities.
Your sails will be in use for between 12 to 24 days,
which is equivalent to 50 to 100 normal sailing days
at 6 hours per day. Add in the effect of the sun, which
being close to the equator is much more intense than
at higher latitudes, and you can see why the wear on
sails is so much greater for ocean voyaging.
At l ant i c Downwi nd Sai l i ng
When sailing downwind the apparent wind drops so
you need to increase your sail area to compensate.
However with more sail area and waves from the aft
sudden forces can be exerted on the whole rig, so it
is best to wear gloves at all times.
Once out at sea, typically with 15 to 25 knots of
consistent NE trade winds, the boat will start to roll
with the waves coming on the aft quarter. This is when
the chafe will begin. Chafe will occur everywhere that
two items can rub together. This is manageable for a
weekend, but cannot be tolerated when long distance
sailing. There are potential chafe points all over the
boat, but especially at the end of the spinnaker pole
and at the top of the mast where halyards roll into
the mast. Chafe is not just restricted to sheets; it can
also occur where sail cloth rubs against any standing
rigging and where sails touch other sails; e.g. a
spinnaker rubbing against the furled up headsail.
Chaf e
Spi nnaker
Sheet s
To pr ev ent
the spinnaker
sheet s f rom
chang in the
end of the pole
ensure that the
sheets are covered with a cloth; leather or suede.
Sheets should also be checked every day and if the
sacricial band is worn then replace it. It is cheaper
to replace the cover than the actual rope. Bear in
mind if you attach your sheets to the tack rings of the
spinnaker with shackles over a long passage they
may wear the tack ring away. Tying the sheets allows
worn rope ends to be cut and shortened (assuming
you began with long enough sheets!).
At l ant i c Waves
For the Atlantic crossing you will need to be
prepared for a 30 degree heeling angle. You
should rig a boom-end preventer (not mid-boom)
in case of accidental gybe. Lead the preventer as
far forward as possible and ensure that the control
line and the kicker can be easily released from the
cockpit if the boom end hits the water.
This also applies to the headsail if you have a
pole rigged that can touch the water, be prepared
to ease the downhaul and tighten the uphaul.
Alternatively use higher cut headsails if you have
them.
Mast head
To keep halyard chafe at the masthead to a minimum,
ensure that the halyards line up correctly with their
sheaves. If they are out of alignment then the halyard
will run to the side causing a chafe point.
Bl oc ks on Dec k
As with the masthead, the lead of the rope into the
block is very important. If the rope is not fed correctly
then the block cannot follow the direction of the pull
and will not only chafe the rope, but it will also not
do its job properly.
Pr event i ng mor e c haf e
To help prevent chafe, stabilise the rig and prevent
movement as much as possible. Put the mainsheet
traveller to leeward and tighten the boom-vang/
kicker. Add chafe patches to the main sail wherever
it touches the rig. This should also be done for the
rst reef position.
1 - 78
Convent i onal spi nnakers cause
disturbed airows
adding a purchase at the tack will make the curve
of the sail easier to control. It is also good to lead
the sheet further forward to keep the windward luff
towards the middle of the boat. You could use a tacker
to keep the tack close to the headsail.
Twi st l e Ri g
The twistle rig consists of two high cut headsails
that are poled out on either side of the boat. This
gives good vision ahead and keeps the clews well
clear of the water. The poles are opposed, but not
set on the mast, allowing for lateral movement.
Poles should be as long as possible, though
stowage for big poles can be difcult.
The magic of the rig is in the xing of the
inboard ends of the poles. The poles are xed
together using a universal joint, which is then
attached to an uphaul and downhaul. This means
that the poles are free-standing and not xed to
any part of the mast or the boat and can move
with the motion of the boat.
Some sailors report that the twistle rig does
help reduce the amount of rolling, though this is
subject to the wind strength and the size of boat.
However, the weight of the poles high above the
water and the sheets lead far astern trying to lift
the stern are not perfect for light boats. It can
also be dangerous to set-up in heavy swells.
The twistle rig is a complicated rig that might
take some practise and modications to perfect
its use on your boat.
Twi n Pol ed-out Headsai l s
Similar to a twistle rig, but with the poles xed to the
mast. This works best when each headsail is on a
separate stay, allowing both to be easily furled whilst
keeping the poles rmly guyed. Try to have a gap as
wide as possible between the sails in order to prevent
induced rolling.
Spi nnaker Sai l i ng
When using a spinnaker you will only get lamina air
ow from a wind angle of 140 degrees or less and with
a wind angle of 140 to 180 it will be purely resistance
sailing. The spinnaker top will use the mast as a lever
and will pull the
bow down and the
rudder out of the
water. The sheets
wi l l t r y t o t ur n
the boat around
d u e t o b e i n g
lead aft. Another
disadvantage of
the spinnaker is
that the mainsail
i s bl ocki ng hal f
of the sail as well
as the exit for the
wi nd out of the
spinnaker. If you
try to reduce this
by pulling in the
sail it will increase
the healing which
in turn will make it harder for the helmsman.
To make spinnaker sailing more productive, let
the halyard down about 1 to 3 inches to get the sail
away from the main. Use the pole to lead sufcient air
into the spinnaker and stabilise the sail, which can be
further helped by using the uphaul and downhaul to
their full potential. Try sailing without the mainsail and
just the spinnaker up. It will be quieter, the mainsail will
not be exposed to the sun or chafed, and the airow
over the boat will be better and the rig less twisted.
Some spinnakers will cause rolling because the air
will try to escape from the sail and will nd a side and
produce an eddie which will unsettle the sail and make
the boat roll more. This may make the spinnaker collapse
or even broach. A broach can sometimes be followed by
a loud reopening bang and a ripped sail, or at worst a lost
rig, and is therefore to be avoided at all costs.
Re t r i e vi n g t h e
Spi nnaker
To g e t t h e
spinnaker down is
often the hardest
part of ying the
sail. To make it
easier, use a sock
and let the sheet
go in stages until
the sail aps. When the sail aps pull down the sock
and secure the dousing line on the deck. Not only is
it under control, it is ready to use again right away.
What i s needed f r om a Downwi nd Sai l ?
The perfect downwind sail would be able to cope with
a variety of wind angles and will allow the air to escape
in the centre and not at the sides. The sail would also
create upforce at the bow rather than burying it into
waves. A sail that is able to cope with all of these
conditions and criteria is the Parasailor
2
.
1 - 79
The pat ent ed Par asai l or
2
The Parasailor
2
is a spinnaker
with a huge hole in the upper
part that means no induced
rolling as the wind can escape
cent ral l y, and eff ect i vel y
creating a security valve for
too much wind. The specially
designed wing creates lift,
keeping the bow up and stern
down. As air is forced through
the wing, it pushes out the
shoulders of the sail, very much like a sail batten,
keeping it ying in lulls and allowing the sail to rell
slowly without the bang and jerk associated with
traditional spinnakers, preventing stress on the rig and
your nerves! Autopilots can work easily with the sail
and it will y from 100to 180. Based on technology
from the sport of paragliding, it is produced to aviation
standards giving a durable and UV-resistant sail that
can be own with or without pole.
About t he Aut hor
Thomas Wibberenz is a professional
skipper and experienced offshore
sailor of both monohulls and
cat amarans, who has been
involved with the development of
the Parasailor
2
spinnaker. He is also an examiner
with the German Sailing Association and an adviser
on tting out cruising yachts for long distance sailing.
As well as preparing yachts for the ARC, Thomas
has also sailed the Atlantic many times.
Points of Sail - Segeln individuell
Hermann-Rennerstr. 12
22609 Hamburg, Germany
Tel: +49-40-82 31 07 89
Mob: +49-171-68 24 011
E-mail: thomas@pointsofsail.de
Wat er Management
I n t he Car i bbean
Water is readily available in the Caribbean although
costs vary from island to island. It is likely you will
be anchoring more than staying in marinas, so most
replenishing will be done by dinghy and jerry cans.
Water is undoubtedly one of the vital things
to plan for. In a survey of round the world
yachts, the average water consumption
worked out at 14 litres per day. However on
the boats that did not have watermakers,
the average consumption was only 7 litres per day.
It was also clear that boats with pressurized water
systems used much more water.
Wat er maker s
Watermakers have undoubtedly made a great
difference to water consumption and have brought
in a whole new era of water management. The
latest generation of reverse osmosis watermakers
are very effective and reliable, but if you have one
you should still plan to start with full tanks and use
the watermaker to top up at regular intervals - just in
case of failure.
It is interesting to note that watermakers work
better in warm water than in cold, so you should nd
output increasing just when you need it.
Pl anni ng
You should plan to start the crossing with full tanks, but
it is sensible to carry a reasonable amount of water in
additional containers - ideally plastic jerrycans - both
to extend the supply and to act as a reserve in the
event that something contaminates the main tanks or
they leak. The large plastic bottles of drinking water
available in most places are preferred by many as
the water has a better taste. When carrying water in
additional containers, dont ll them completely full as
they will then oat if thrown overboard in the event
of an emergency.
You can reduce water consumption by tting a salt
water pump in the galley and using it for the initial
washing of crockery, pots and pans, but you may
want to rinse with fresh water. Seawater should be
diluted if it is used for cooking as it is more salty than
the general requirement for cooking.
Boats with more than one tank should have their
tanks on divided systems so that the tanks can be
isolated from each other. Use one tank at a time so
that a leak in the system wont lose all your water.
It is also a good idea to turn off pressurized water
systems and rely on hand pumping fresh water. This
has two benets, rstly it reduces consumption and
secondly, in the event of a leak, it prevents all your
fresh water being automatically pumped straight into
the bilge.
Yacht watermakers and equipment for serious blue water sailors & livaboards
MAKING WATER DRINKING WATER
The worlds smallest watermakers
Mactra Marine Equipment Unit 20, Worle Industrial Centre, Worle, Weston-super-Mare BS22 6BX
Tel: 0044(0)1934 517288 Fax: 0044(0)1934 520684 Email: info@mactrashop.co.uk web: www.mactrashop.co.uk
More fresh water for less amps. Here is a selection from the range...
30M12 30 litres per hour using
8 Amps @ 12V (24V available).
20 Amps @ 12V (24V available).
18 Amps @ 24V (12V & 220V available).
Katadyn 06 Survivor Hand operated.
Makes 1 litre per hour (Liferafts & Grab Bags).
Katadyn 35 Survivor Hand operated.
Makes 4.5 litres per hour.
Katadyn 40E Survivor
Both electric & hand operated.
Makes 5.7 litres per hour.
1 - 81
Common Equi pment Fai l ur es
Completing an Atlantic crossing, with persistent trade
wind conditions can exert constant demands on
certain areas of the boat. These may also be those
areas that do not get regularly tested during short
coastal cruises and day sailing, such as spinnaker
sails and spars. Below is a summary of some of the
key equipment failures that may occur on extended
passages. By considering them now, in relation to
your own boat, you will be able to judge if you are well
prepared to avoid being struck by similar problems.
Sails are
the primary
engi ne of
any yacht
and so will
i nevi t abl y
suffer some
wear and
tear during
e x t e n d e d
passages.
Sai l i ng i n
persistent downwind conditions exerts greater stress
on spinnakers and foresails. A deep and varied sail
locker may be desirable but can be weighty, bulky
and expensive. Many sails can be sufciently well
repaired using a decent sail repair kit and can then
y again, albeit with some care. Before departure, it
may be worth talking through or practicing sail repair
with your crew.
Boats may also suffer damaged spinnaker poles or
damage to the tting and track, where it attaches to the
mast. In downwind
conditions its likely
youll want to pole
out foresai l s or
use a spinnaker
and so this tting
becomes ver y
important. It may
be impractical to
have a secondary
track and spare
pol e, and so i t
woul d be worth
checki ng t hese
key ar eas f or
wear and t ear
before departure
or carrying spares
(especially the boom
end ttings) to replace the arrangements on route.
Consider carrying a heavy duty rivet gun and rivets
to effect repairs. If you are unable to jury rig an
alternative the inability to pole out could cost you a
knot and eventually a day.
The constant tradewinds also mean that crews
can maintain the same sail plan for prolonged periods
of time. The danger in doing so though is that the
toll taken on the running rigging is difcult to asses
before its too late. Boats can suffer snapped halyards,
which require the remousing of a replacement. To
avoid taking a trip up the mast, it would be prudent
to check all running rigging before departure and
regularly en route, by dropping and re-hoisting the
sails. Some crews replace halyards periodically, using
the old halyard as a mouse. It may also be worth
tting a spare main or headsail halyard, or at least
a secondary block with a mouse in place, in case a
replacement is needed.
In our experience, damaged autohelms, steering
systems and to a lesser extent, wind steering gear,
may also be a problem for some boats. Whilst steering
problems are sometimes to do with a control box, it
may be a fault with the ruddershaft or mechanisms,
such as cables and quadrants, often hidden in
inaccessible places under cockpit soles and jam
packed lazarettes. Make sure you know where your
lines run and that you can get to them. Whilst not
having an autopilot wont stop you getting there, it
may spoil the fun in doing so, particularly for short
handed crews.
Generator, alternator and electrical problems
also challenge crews from time to time. Often these
are repairable with replacement alternator belts and
lters. Key is therefore carrying sufcient suitable
spares for your trip. For most electrical problems a
good multi-meter helps to nd where the fault lies
and a good crimping tool, wire strippers and sufcient
spare connectors and spades helps to solve the
problem.
On reading this, you might think your passage will
be overwhelmed with problems. In fact, many boats
complete their trips without a single problem. And of
those that do, our experience shows that they will only
have experienced a minor, solvable problem such as
a blown navigation light bulb or a blocked heads. Key
to having a problem free crossing is having a careful
and planned schedule of maintenance both before
and during the crossing and taking sufcient spares
with you, should equipment fail.
Broken Mast Car
Make-shift pole end made at sea
Admiral Marine Limited is authorised and regulated by the Financial Services Authority.
For more information
please contact:
Tel: +44 (0) 1722 416106
E-mail: quotes@admiralyacht.com
Web: www.admiralyacht.com
Admiral Boat insurance specialises in the provision
of policies for blue water cruising yachts and have
been a strong supporter of World Cruising Club
Events for many years.
Admiral are able to offer
competitive rates and
additional features not
available from other
insurance companies.
Exclusive
insurance for World Cruising
Club rallies
1 - 83
Spar es & Usef ul Par t s
Round the world skipper Julian Wilson gives some top tips
for preparing a spares kit.
In engineering there is a term: single point failure. This
refers to a single item that can cause a whole system to
stop working. For example, if the propeller dropped off
there would be a distinct lack of mechanical propulsion!
Sadly a yacht is full of these single point failures, but
the good (?) news is that most systems have items
designed to wear down, corrode or break. Smaller
parts will self- sacrice in the name of saving the whole.
These are generally the serviceable parts.
Nowadays, both budget and available space can
signicantly constrain quantities of spares stowed
aboard a cruising yacht. In an ideal situation, if
something breaks it is replaced with a new one rather
than repaired. This is however often impractical
for many reasons, but it also somehow dees the
cruisers ethos of being self-sufcient at sea and
recycling. That is, traveling A to B without the need
for assistance (save a forecast or two) and arriving in
good shape and humour. The spares you carry can be
the difference between a good trip and a bad one.
Its well worth considering keeping a few major
items in your spares locker. For instance, how much
easier is it to replace an entire water pump whilst on
passage than to strip down the broken one and mess
about with impellers or diaphragms? However, as I
mentioned earlier, this is often far from practical and
can be expensive. Repairs are nearly always best
done in harbour, which gives you less motion, and is
therefore far more conducive to servicing.
Thr ee mai n c at egor i es of spar es exi st :
1) Safety: Items that allow your yacht to oat and go
in the direction you want it to go in, therefore parts for
the maintenance and repair of sails, engines & bilge
pumps.
2) Comfort: Spares for maintenance of onboard
cooking facilities, fresh water pumps & toiletry
needs.
3) Luxury: Parts for non-essential items that make
for a more pleasant cruise, such as shing tackle
spares.
Many spares will fall into more than one category,
but at the end of the day its you who has to rate their
necessity over cost, e.g. spare autopilot or just a spare
belt for it. Category 1, 2 and 3?
If there IS the budget and space then you may like
to consider this list of essential spares. This has to
be a complete head pump. Nobody likes to dismantle
a head pump at sea to x a single oozing washer or
O-ring. Unbolt the old one, x on a new one, and its
maybe only ten minutes of unpleasantness. Consign
the leaking pump into a couple of sealable plastic bags
and store it for servicing ashore (where you CAN get
half a mile downwind of everybody). This can then be
stripped, sanitised, repaired and made ready for the
next occasion. Well worth the investment!
Ext ended c r ui si ng shoppi ng l i st
1 ) Toilet pump complete.
2 ) Toilet pump service kit.
3 ) Fresh water pump complete.
4 ) Fresh water pump service kit.
5 ) Engine & generator spares: impellers, fan
belts, anodes, lters (air, oil & diesel).
6 ) Engine & generator oil (for 2 complete oil
changes each).
7 ) Autopilot spares, belts etc.
8 ) 2 x large snatch blocks and 2 x large snap
shackles.
9 ) Sail repair (see page 1-29): Sticky backed
dacron (large sheet), 3 rolls spinnaker tape and sail
repair kit.
10) Sheets of various lengths, halyard, winch
handles
11 ) Watermaker temporary lay-up chemicals &
lters & oil.
12 ) Spare gas regulator and 1m gas hose.
13) Spare lifejacket gas cylinders.
14 ) Bosuns bag: Good handful of Jubilee clips,
nuts, bolts, washers, screws, split pins, contact and
epoxy glue, bulldog clips (size suitable for repairing
steering cable) & shackles, gasket glue, tubes of
silicone.
15) Electrical spares incl. fuses, bulbs (in particular for
lifering & lifejacket lights), connectors. Multimeter.
16) Diesel biocide.
17 ) Gas powered hot knife.
18) Spare high capacity bilge pump.
19 ) Sta-Lok emergency rigging kit.
Spar es i n t he Car i bbean
Spares are not impossible to nd in St. Lucia, but is
is easier and cheaper to stock up in Europe before
departure. Island Water World, the chandlery on site
at Rodney Bay Marina, does have a wide range of
stock and if they dont have what you want, they can
normally get it sent over from one of their other stores
on a neighbouring island. However nothing beats
having sufcient spares to cover all eventualities
prior to the crossing.
Top Tip is to ask new crew members ying out to
see you, to bring spares with them in their luggage (if
small enough). This guarantees you are going to get
them and saves alot of hassle with unreliable delivery
and postal services (see Las Palmas and St. Lucia
sections for further details on mail/couriers).
War r ant y Car ds
Warranties differ between manufacturers, some
cover parts but not labour, and some cover both
if an authorised dealer installs the item. It is
recommended that all owners check that they have
completed warranty cards or a dated invoice with
serial numbers on it for all equipment on board.

ARC 2009 Preparations

Diunggah oleh

Informasi Dokumen

Deskripsi Asli:

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

ARC 2009 Preparations

Diunggah oleh

Hak Cipta:

Format Tersedia

1 - 1

Atlantic Rally for Cruisers

ARC Europe 2010 Entry Form

ARC Books and Char t s Or der For m

Anda mungkin juga menyukai