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issue – 43
21 June 2016
by Richard Crockett
Publisher & Editor of SAILING Magazine
Reader response is welcome – respond to: firstname.lastname@example.org
Readers are encouraged to forward this to their sailing mates.
As usual there is tons to ‘Talk Sailing’ about, so enjoy the varied editorials and comments this month.
Our Olympic sailors are in their final throes of preparation for Rio 2016. There is a great piece about ‘mal de mer’ – so those of you prone to seasickness, or fear it, should read it.
The high cost of being rescued, written by Brian ‘Mugs’ Hancock is a well written piece, very pertinent and a highly contentious subject.
Enjoy this issue, and please share it with your mates as the more people “Talking Sailing” the stronger our sport will be.
In this issue we “Talk About”…
• Roger Hudson – 470 Olympic Crew
• Vasco da Gama Ocean Race
• What is Seasickness? And 50 Ways Professional Mariners Tackle It!
• Laser Sailors!
• Where Are the Most Dangerous Places in the World to Go Sailing?
• Olympic History: The First Olympic Games for Sailing
• Our Post Isolation Olympic Sailors
• Why Did They Not Chat to Yachties?
• Yacht Racing Forum Partnership with Leading Sailing Publications
• The High Cost of Being Rescued
• ABC’s of ORC Handicap Racing System
• Francis Joyon to attempt Jules Verne Record
• Passing the Port
• Tapping the Table After A Tot
• Special Regulations
• “Pipe Down”
• Some Humour
• How True! This Simply Needs to Be Said!
• I Like This!
• Some Selected Responses to “Talking Sailing”
• A Lasting Gift – A Subscription to Sailing Magazine
• Sailor of the Month – Submit Your Nomination Now
• To Subscribe to “Talking Sailing”
Roger Hudson – 470 Olympic Crew
I have singled out Roger here as occasionally we chat at length on the phone or exchange comprehensive e-mails. I always find chatting to him fascinating and very inspirational, and recently took an hour of his very precious time to chew the fat.
This is a man with his head screwed on the right way! Those who know him know that. Those who don’t, simply have to believe me. He is so good for our sport in so many different ways, and knows exactly where he is going in his sailing, as well as where he is taking his RaceAhead squad and some select sailors within that group.
But, RaceAhead aside, we chatted about the Olympics and the pitfalls of campaigning from the bottom tip of Africa when all the action is generally in the Northern Hemisphere.
Few understand the rigours of an Olympic campaign. It’s not simply waking up one morning and stating that you are going to mount a campaign. This is not Roger, not anywhere close. Everything is carefully planned, every action, training session and more is logged and recorded. It’s about planning, not for today or tomorrow, but way into the future when boats have to be moved from one event to another, or one continent to another – and more. It’s planning the logistics of every single move they make – and all the while they have to keep fit, keep practising, keep their boats in tip-top order, their sponsors happy – and raising the funds to make it all possible.
Roger admitted that he and Asenathi had returned from South America a few days earlier, and were dog tired. Unlike other Olympic teams which have squads of people handling much of what is required off the water – he does it all – both on and off the water. And he does not complain as he simply takes it in his stride knowing that no-one else will.
Something he does not do is complain as he is an action, get it done kinda guy.
Their time back home was to rest before heading back to Rio earlier this week. I could see little rest in their programme as they were gyming, sailing for many hours each day, and getting their logistics in place. In fact Roger was even looking far further ahead and planning the next 4-year cycle after Rio 2016!
I do know that they were on the water for a lengthy spell in bitterly cold rainy weather. Many would have cried off, but NOT Roger, nor Asenathi.
And through all this he had to juggle his family life – which included the birth of his second son just a few days ago. Within days of this momentous occasion in his family’s life he was off again.
Few men could do all this, yet Roger simply does – he does not stop. He has a goal, and that is something he will achieve come hell or high water.
Our sport needs him, and lots more like him.
Vasco da Gama Ocean Race
Following the success of the 2015 and 2016 races from Durban to Port Elizabeth, all the paperwork for the 2017 race, which starts on Thursday 27 April, has been published and made available extensively.
In attempting to keep abreast of the latest trends in ocean racing, and all the while keeping safety as a prime concern, changes have been made.
The major change is that a two-handed division will be permitted for the 2017 race, with strict requirements in terms of safety, plus a non-stop qualifying passage of 200nm being required.
The YB Tracking of the race for the last two years has transformed this event from something that happens over the horizon into something that happens in people’s homes and on their mobile devices. With updates every 15 minutes, the race is as ‘live’ as one can get ocean racing. Phil Gutsche and GIMCO have confirmed that they will provide this service again in 2017.
An aspect that is gaining in support is the Rally Class where cruising types can compete in a safe environment while using their engines for 8 hours in every 24 hour period, and have unlimited use of autopilots.
This race has for many years now been open to multihulls, but few have taken up the challenge! Come on all you multi owners, why not give the race a good shot in 2017?
The Notice of Race; Entry Form; Safety Equipment & Scrutineering Check List; Trophy List; Boat information sheet; Crew List and schedule of deadline dates & information may be obtained from:
The Point Yacht Club: Tel. 031-301 4787; email@example.com or firstname.lastname@example.org
What is Seasickness? And 50 Ways Professional Mariners Tackle It!
A recent issue of the gCaptain electronic newsletter tackled this subject which was written by John Konrad.
One of the first questions I get asked when a landlubber finds out I work at sea is, “Do you get seasick?” In truth I have, just once. I was cooking lasagna in the galley of a 37 foot sailboat racing upwind in 20 foot swells when the kerosene lamp broke. Taken separately, the confined space, heavy rolls, the smell of lasagna and kerosene never bothered me much, but the combination of all four proved insurmountable. Luckily I just went topside and waited for the cabin to air out, but the 60 seconds it took me to escape were pure misery.
The single worst aspect of sea-sickness is not being able to stop it. Seasickness on a boat is never a major problem as it’s usually only a short trip to the nearest harbour but, in the middle of the ocean, your only option is to wait until the seas calm down. This can take days.
So what can you do if you are looking to start a career at sea (or just looking forward to your first cruise ship adventure), but find yourself feeling queasy each time you step into a boat? The good news is that 75% of people eventually get acclimatised to the sea and are naturally cured of the affliction. For the other 25% of you…. find a new career! Seriously, I’ve seen seasick people and it looks miserable, truly miserable.
But for those determined to stick it out, here’s our list of 50 ways to prevent seasickness. Some of these are scientifically tested, others are sailors’ tales, and none of them have been tested by gCaptain editors because, well, none of us are strong-willed enough to pick a profession which makes us sick! So, results may vary, but all of these have been suggested by a professional mariner though we can’t vouch for his/her sanity.
• Fool Yourself – Believe it or not (your choice) but 99% of seasickness is mental. Even the most stalwart mariner begins to feel queasy at times… but quickly solves the problem by telling themselves “I don’t get seasick!”. Repeat it 3 times in the mirror before departure. And make sure you say it with conviction!!
• Look at the Horizon – When a ship is riding to a heavy sea everything is moving. The only thing that is stationary is the horizon and looking at it will often reset your internal equilibrium.
• Follow your nose – Motion sickness is often caused by bad smells. Even pleasant smells, like a girlfriend’s perfume, can often send you for the railings. So if you smell anything strange, move into fresh air fast. And be sure to keep your living area clean… a dirty room or body is a quick way to invite odour.
• Other people – One sure-fire way to get seasick is to watch other people getting sick. Like a schoolyard cold, motion sickness is very contagious. Avoid other seasick people at all cost.
• Ginger – Whether you chew it, suck on it or dilute it in tea ginger has long been a favourite home remedy for motion sickness. Give it a try and, if you believe it works (see rule #1) it most probably will!
Mal de Mer is a common problem and a reason many people simply won’t go sailing. And the horror stories one hears from those non-sufferers simply don’t help either! All the remedies are simply too long to reprint here in full, so the link is provided HERE
I am tempted to ask readers for their worst seasick experiences – but shudder to think what I may receive? Oh, but I’ve asked the question anyway, so go for it (send to: email@example.com) and at the same time let’s have your remedies to cure mal de mer!
Spike Milligan once said that the best cure for seasickness is to sit under a tree!
I have often questioned the sanity of Laser Sailors as more often than not when there is a mad-cap dinghy sailing scheme being hatched, there are Laser sailors involved. I know a few who hatch the plans too!
Anyway, avid “Talking Sailing” reader Len Davis alerted me to the ‘One Wild Ride’ attempt to sail a Laser around Ireland.
He was made aware of this as Gary Sargent (‘Ted’ as he often calls himself after the TV series Father Ted) is a friend of his who visited Cape Town with a team from the Clontarf Yacht & Boat Club in Dublin for the second MAC 24-Hour many years ago.
Gary ‘Ted’ Sargent, a sailor from Dublin, is attempting to single-handedly sail a 13-foot Laser dinghy around the entire coastline of Ireland, starting and finishing in Schull, Co. Cork.
The challenge will take place under the banner of ‘One Wild Ride’ and will raise funds for ChildVision, the only place in Ireland totally dedicated to the education and therapy needs of blind and multi-disabled children.
In addition to charitable fundraising, the challenge is intended to showcase sailing as a sport, our coastline heritage, and in the spirit of adventure, encourage others to challenge themselves.
Ireland’s fractal coastline makes it a rather difficult proposition to measure – the Ordnance Survey of Ireland, for example, measures the coastline at a rather daunting 3,171km. For simplicity, if you draw a line around the country, the approximate distance would be 1500 kilometres. This is the expected distance to be sailed.
The question Davies asks is whether this is the longest passage undertaken by a Laser?
Follow Ted HERE
Where Are the Most Dangerous Places in the World to Go Sailing?
The Telegraph in the UK published this list recently, and it makes interesting reading too.
The Gulf of Aden
Cape of Good Hope
Straits of Malacca
Gulf of Guinea
This is what it said about the Cape of Good Hope: Also known as the ‘Cape of Storms’. Notorious for its violently stormy conditions, huge waves of over five metres as well as wind speeds in excess of 30 knots make sailing around the rocky headland which sits between the Atlantic and the Indian Oceans a perilous task. Freak waves make sailing difficult, unpredictable cross currents even more so.
Interestingly the Bermuda Triangle was not included for these reasons: Despite the myths and legends, three years ago the World Wide Fund for Nature published a list of the ten most dangerous waters for shipping in the world, and left out the Bermuda Triangle. Whilst the United States Board on Geographic Names does not even recognize the name ‘Bermuda Triangle’. It is now widely accepted that the region is no more or no less dangerous than any other region of water in the North Atlantic Ocean.
You can read the full report HERE
Olympic History: The First Olympic Games for Sailing
Following a no-start due to high winds at the first modern Olympic Games in 1896, sailing’s 112-year Olympic history began on the River Seine at Meulan on 20 May 1900.
The venue, a small town 20km away from Paris, played host to 6 of the 8 Olympic classes with the other two sailing from 1 – 5 August off the coast of Le Havre.
The International Yacht Racing Union (IYRU), the international governing body which would become World Sailing, wouldn’t exist for another six years. This meant there was no one established international rule-book for sailing so the 150 competitors from six nations would have followed their local rules – which must have led to some confusion on the water. It also meant that the boats were not standardized like they are today and were instead placed in different ‘Ton’ categories according to the Godinet rule which considered displacement, length, and total sail area.
Despite the lack of structure and less than ideal wind conditions the competition would be a relative success. The French were the big winners, dominating with 24 of the 39 available medals. However, despite the home-nation gold-rush, it was a Swiss sailor who captured the public attention. Hélène de Pourtalès, one of the crew of the winning 1-2 ton class, made history when she became the first ever female Gold medalist of the modern Olympic Games.
Our Post Isolation Olympic Sailors
The next issue of Sailing Magazine has an interview with these Olympic sailors. Since re-admission to the Olympic Games in 1992, sailing has had representation in every South African team, although in some years our representation has been very thin due to stringent qualification criteria.
After tough selection trials off Durban for the 1992 team, South Africa sent a team of 11 sailors covering 6 classes to Barcelona.
Bruce Savage; Richard Mayhew & Giles Stanley
Eric Cook & Geoffrey Stevens
David Hudson & David Kitchen
Martin Lambrecht & Alec Lanham Love
1996 Savannah USA
Bruce Savage; Richard Mayhew & Clynton Wade-Lehman
Dominique Provoyeur; Kim Rew & Penny Alison
Asenathi Jim & Roger Hudson
Why Did They Not Chat to Yachties?
Every now and then we read about colossal and costly blunders. Is the new airport on St Helena Island one of those?
It appears so as no sooner had it been completed at a cost of £250m it was reported that jets cannot land there because it is too windy!!!
It is reported that ‘windshear’ at the seaward end of the runway at a sheer cliff face, is the problem. Windshear is a sudden powerful change in wind direction which can destabilise or even flip large aircraft and has been responsible for crashes around the world.
As a result a royal opening has been postponed indefinitely after test flights raised safety concerns.
Maybe it WOULD HAVE helped to consult yachties and sailing weather experts about wind sheer, as who knows the wind and its vagaries better?
Sad, as I was really looking forward to flying to the island – which still remains remote. I have yet to visit, and was hoping the new airport was the opening I needed.
Yacht Racing Forum Partnership with Leading Sailing Publications
No less than fifteen international sailing publications, spanning nine countries and four continents, have signed media partnership agreements with the Yacht Racing Forum – Including SAILING Magazine which incorporates SA Yachting.
The Yacht Racing Forum is the leading annual conference for the business of yacht racing.
“This support from media worldwide is a great source of motivation for us; it proves that the hard work we have been putting into this event is being widely acknowledged” said Yacht Racing Forum CEO and owner Bernard Schopfer.
The Forum’s media partners are Seahorse Magazine; Skippers; The Sailing Black Book; Course au Large; Cuplegend; Yachts and Yachting; SailWorld.com; Baad Magasinet; marina.ch; SAILING Magazine RSA; Scuttlebutt Europe; Yacht Russia; YachtFilm.TV; Nautical Channel and Wave Magazine.
The Yacht Racing Forum 2016 will take place from November 28 – 29 in Malta; it will be co-hosted by Yachting Malta and Yachting/Events. Preparations for the event continue at fast pace, with great interest from partners and exhibitors.
The High Cost of Being Rescued
by Brian ‘Mugs’ Hancock
The sinking of the yacht Locomotion and the subsequent rescue of the crew has me thinking about the cost of mid-ocean rescues and who should pay for them. Earlier this week Locomotion, an Andrews 45, was en route from Hawaii to California when the boat struck something and started to take on water. According to the crew they were unable to keep up with the flooding and so they took to the liferaft and activated their EPIRB. Because they were relatively close to land a Coast Guard MH-60 Jayhawk helicopter was dispatched to rescue the three crew. The night footage of their rescue shows the boat looking to be in good condition but I take their word for it that it was beyond saving. The crew, as I understand, were very experienced.
So who should pay for the cost of their rescue? Should the owner of the boat pony up? Should the crew? Or should we as a society pay for it? It’s not that simple but as more and more people take to the sea, many of them in less than seaworthy boats, it starts to add up. Let take a look at two extremes. In January 1995 Isabelle Autissier was rescued from her sinking boat while she was racing solo around the world in the BOC Challenge. A wave literally ripped her cabin off leaving a gaping hole in the deck and she was taken off the boat by an Australian Seahawk helicopter. At the time there was great indignation among many Aussies that their hard earned tax dollars was being used to rescue a ‘Shelia’. Yup that Ozzie-speak for a lady. And a French one at that. Autissier claimed, and rightly so, that she had provided the Australian Coast Guard with an excellent training exercise and besides she quipped, “you telling me my life is not worth a million dollars?” Compare that with the two hapless American sailors who earlier this year had to be rescued nine times as they made their way from Norway to England. Seriously, nine times in six months, the last by the RNLI (Royal National Lifeboat Institution) Britain’s excellent volunteer charity that is charged with saving sailors from sinking boats.
It’s true that governments have agencies set up specifically to rescue those in need, and it’s not only sailors. There are many plucked off the side of mountains or found wandering lost in the woods. These are great agencies that do excellent work and we can only applaud the bravery of the rescuers. You only have to watch a few scenes from The Perfect Storm to get my point. I have never been rescued and I hope that I never have to be rescued but here is my take on all of this. We as a civilized society need to encourage people to get off the couch and to start living their lives even if that means taking to sea in somewhat questionable vessels and when they flounder, we rescue them. Look, we rescue people every day. People that made the choice to take drugs and ended up as a junkie. Others, who from no fault of their own, end up homeless. We provide support for all types of situations and that is how it should be. As I said we are a civilized people and that’s how we should collectively act. There are not enough risk takers in the world anymore. We live cushioned lives and we are getting weaker as a result. People can barely function if the temperate goes above 80 degrees or below 50. We have heat and AC to take care of any discomfort. I say let’s urge our fellow sailors to get out there and sail the wide ocean and if you hit something and your boat sinks, we will gladly come and rescue you. Besides what you hit was probably some man-made junk that was floating out there. The ocean is littered with trash that you and I and the rest had a hand in creating. In the recent New York-Vendée race five boats hit man-made crap floating in the water south of Long Island and were forced to return to land for repairs.
So back to the crew of Locomotion. I am sorry that your routine delivery was cut short because you hit something in the water. To the owner of the boat, I am sorry that you lost your boat because it hit some garbage in the water. I think we need to start worrying more about the mess we are making in our endless thirst for convenience and the mess it’s making of the oceans, than the cost of a mid-sea rescue. But that’s just me. I am interested to know what you think.
Former South African Brian Hancock, known locally to his mates as ‘Mugs’ is a prolific author. Follow him and subscribe to his blog HERE
ABC’s of ORC Handicap Racing System
Handicapping is an anathema to many, especially when no ‘rule’ is applied or followed as it can, and DOES become a ‘handicap for pals’ system which is open to abuse. Handicappers are rarely the flavour of the month either!
The Offshore Racing Congress (ORC) has now published a new ORC Guidebook that explains the ORC system of handicap racing. This 20-page guide gives an overview of the principal features of this World Sailing-recognized international rating system that is in use in over 40 countries around the world on boats that range in size from sport boats to Superyachts.
Among the topics explained are the importance of science and measurement, the power of the ORC’s VPP, the accuracy and flexibility of offering multiple scoring options, and the importance of openness and rule transparency. The different pathways to obtaining an ORC International or ORC Club certificate are also explained, with descriptions given of the valuable information found on each ORC certificate.
ORC’s unique web-based Sailor Services portal allowing self-service public access to the ORC system is also explained: this is found on the ORC’s website after a free registration process to create a log-in to the system. Within Sailor Services, the user can search for any certificate issued by any ORC rating office among thousands of boat types in some 90,000 measurement records.
Also within Sailor Services, for a nominal fee, edits made to a measurement record can be used to run test certificates to explore the rating effects of changes in parameters such as sails, rig dimensions, or crew weight; polar performance data can be generated in an ORC Speed Guide; or Target Speeds for windward-leeward racing can be produced from any existing valid or test certificate.
Full report and ORC Guidebook… click HERE
Francis Joyon to attempt Jules Verne Record
Francis Joyon will set off later this year to try and improve on the Jules Verne Trophy record time. He will once again be on his IDEC SPORT ‘ultime’ trimaran with a crew aiming to complete the voyage in under 45 days. The record, held by Loïck Peyron and his crew is 45 days 13 hours and 42 minutes.
Earlier this year in January, Joyon’s record attempt had taken 47 days, 14 hours and 47 minutes, and was not good enough for the record.
His steed will be rigged with its smaller mast as this gives a weight saving of some 2 tons, as will the fact he will sail with just 6 people in total – also in an effort to save weight.
This will be Joyon’s fifth time around the world; the second with a crew, and all in search of records. When asked what motivated him, his reply was simply this: “It’s never the same thing twice. Firstly, it is still something of an adventure and secondly, the goal is still hard to achieve. That means I have at least two good reasons to get back out there. Once again, this is unfinished business…”
Passing the Port
My old mate Warwick Owen of the Due North Rum Club which is based in the Algoa Bay Yacht Club sent me the following traditions of why Port is passed to the left.
Tradition dictates that the decanter should be placed on the table to the right of the host or hostess. It should then be passed to the left, travelling round the table from guest to guest in a clockwise direction until it comes back to its starting point.
There are many arcane and colourful explanations for the custom of passing the Port to the left. One theory is that the custom arose from the need to keep one’s sword arm free in case of trouble. It is sometimes said to have originated in the Royal Navy where the rule was ‘Port to Port’, meaning that the decanter (most likely a ship’s decanter) should be passed to the left. In the Royal Navy the Loyal Toast is traditionally drunk in Port and, in contrast to the other branches of the British armed forces, the officers remain seated.
However, the reason why the custom is followed today is quite simple. If the decanter keeps moving in the same direction, every guest has the opportunity to enjoy the wine and no-one is left out.
So there you have it – from a bunch of Rum swillers ‘nogal’!
Tapping the Table After A Tot
There is no keeping these Rum swilling types down when it comes to the traditions of drinking!
The tapping of the shot glass originated as an Irish tradition.
All liquors are considered spirits and those spirits are believed to have adverse effects on a person’s personality while drinking, so, the tap was a superstitious way of relieving the alcohol of those spirits for a more successful night of drinking.
How the hell can we believe you….?
The World Sailing Offshore Special Regulations for 2016 – 2017 which Govern Offshore Racing for Monohulls & Multihulls, have published an Offshore Racing Environmental Code.
World Sailing is committed to the promotion of care for the environment. In offshore racing we will:
• use holding tanks where fitted and empty at a pump-out station of more than 3 miles offshore.
• in the bilges use oil collection pads and dispose properly ashore.
• use environmentally-friendly cleaning products suitable for the marine environment.
• retain garbage on board for recycling or disposal ashore except on a long voyage when biodegradable waste may be discharged overboard
• avoid the use of 2-stroke engines (except advanced models with pollution control).
• use solar, water power or wind charging when appropriate.
• use shore toilets when in port.
• observe IMO guidelines on biofouling
Not too onerous I would think?
Ever wondered where this expression comes from as parents have been screaming “pipe down” to their kids forever. Apparently, Pipe Down was the last signal from the Bosun’s pipe each day, which meant lights-out, quiet down, time to go to bed.
Seen on a signboard beside an old lugger in a boatyard:
Yes, it is made of wood.
Yes, we are restoring it.
Yes, it will take a long time.
Yes, do engage brain before asking further questions.
How True! This Simply Needs to Be Said!
Bad officials are elected by good citizens who do not vote
I Like This!
There is no monument dedicated to the memory of a committee
Some Selected Responses to “Talking Sailing”
• Thank you for the work you do for the industry and for your informative newsletter. Please could you forward me info on Ferro Yachts as discussed in latest. I have a 45’ Samson C-Deuce and would be grateful for further info on this wonderful material.
My Dad built a Hartley 57 in Orange Grove/Westcliffe when I was growing up – 70’s – popularised by the Cape To Rio Race. We were going to sail around the world. Wasn’t everyone?
My Grandfather, who was the Commodore of Flamingo Yacht Club and the official Measurer for Finns in the Free State, introduced our family to Sailing. His name was Sam McIlrath (sailed the Gold Cup in Maputo) and built SAM Masts (SA Masts out of Spruce for the early Finns).
• I always enjoy browsing your talking sailing. Seeing your article on SAMSA CEO, I am sorry to tell you he resigned yesterday with immediate effect. I have no other details. I believe the marine industry has lost a stalwart supporter, even if his staff structures and performance did not always live up to expectation at the coal face.
• Another winner, Captain! Love the RN story! So appropriate in the nanny-state that Mud Island has become!
A Lasting Gift – A Subscription to SAILING Magazine
Need a gift for a loved one, sailing friend or crew? A subscription to SAILING Magazine will last the whole year round as we produce 12 issues per year – and it costs just R250 per year.
Call 031-7096087 or e-mail: firstname.lastname@example.org
Subscriptions are available as a printed magazine OR a digital e-zine. Your choice.
Sailor of the Month – Submit Your Nomination NOW
SAILING Magazine, in conjunction with MDM Marine Services, North Sails and Southern Spars, back the ‘Sailor of the Year’ Award.
Monthly winners are featured in SAILING Magazine, with the overall ‘Sailor of the Year’ receiving a substantial cash prize.
Sailors of the Month – 2016
February Phillippa Hutton-Squire
March Sibu Sizatu
April Mike Hayton
May Howard Leoto
June Rob van Rooyen
Sailors of the Year
2015 Stefano Marcia
2014 Blaine Dodds
2013 Asenathi Jim
2012 Roger Hudson
2011 Stefano Marcia
2010 Asenathi Jim
2009 Taariq Jacobs
2008 David Hudson
2007 Dominique Provoyeur
2006 Craig Millar
2005 Shaun Ferry
2004 Justin Onvlee
2003 Dominique Provoyeur
2002 Golden Mgedza
2001 John Eloff
Who can make nominations? Anyone (individuals, clubs, class associations or administrators) may submit nominations.
What are the criteria? The award is strictly for ‘sailing excellence’ or in exceptional circumstances, for ‘dedication to the sport’.
What is the procedure? All nominations must be fully motivated in writing, and must be accompanied by a head-and-shoulders picture of the candidate, plus an action sailing pic aboard his/her boat (unedited hi-resolution (300dpi) digital images are required). Motivations must include current performances, a brief CV of the nominee, and other pertinent, personal background information (age, school, employment, home town etc) so that an interesting editorial on the winner may be written. Failure to submit the required material will result in the nomination not being considered.
Deadlines. Nominations must be received by the 1st of every month, although this may be extended at the Editor’s discretion, so it is recommended to submit them as soon as possible.
If you think there is a sailor worthy of nomination, simply send the nomination with a motivation and a photo of the person to – email@example.com