Winter 2013 I Edition 20

FREE COFFEECOUPON INSIDEsee page 2

is the official publication of

Queensland Cruising Yacht Club Sinbad Street, Shorncliffe QLD 4017

PO Box 399, Sandgate QLD 4017P: 07 3269 4588F: 07 3269 0818

E: membership@qcyc.com.au www.qcyc.com.au

COMMODORE

Phillip Lazzarini “Sassy”

VICE COMMODORE

Scott Murphy “Out of Orbit”

TREASURER

Lawrie Bingham

COMPANY SECRETARY

Glen Somerville

DIRECTORS

Malcolm ‘Fred’ Robb “Maranatma”

Peter Watkins “Aelous”

3 From My Desk4 Commodore’s Report5 New Members Welcome 6 Cabbage Tree Creek Dredging7 Australia Day8 Stripey10 QantasLink Brisbane to Gladstone 12 How I didn’t win the 2013 B2G14 Vintage Yacht Regatta 16 Menus18 Multihull Report19 Wags, Sags or Fags?20 America’s Cup23 Boat Diseases25 What a Ship26 Explanation of Some Common Sailing Terms28 Amity Boats30 Tide Times31 Snippets

CONTENTS

EDITOR/ADVERTISING - Mark Gordon Looking Glass Publications W: www.lgpub.com.auM: 0456 557 772 E: mark@lgpub.com.au ART/PRODUCTION - Sammy Gordon Looking Glass Publications W: www.lgpub.com.auM: 0497 645 550 E: sammy@lgpub.com.au

The opinions expresses by the authors and contributors of articles in Cruisin News are not necessarily those of Queensland Cruising Yacht Club Inc, nor does Queensland Cruising Yacht Club Inc guarantee the accuracy of statements made by contributors or advertisers or accept any responsibility for any product or statements made herein. Queensland Cruising Yacht Club Inc does not accept liability for advertising material published in Cruisin News which may contravene the Trade Practices Act. Other than for the purpose of review and subject to the Copyright Act, no part of this publication maybe reproduced in any form without the prior written permission of the publisher.

Cover Picture:“Arcadia” by N Statham

Welcome to this, thicker than normal, edition of Cruisin’ News. In addition to more pages, there have also been some changes in the layout of the magazine which we hope will add to your reading enjoyment. In addition to the hard copy of the magazine, you can also now read Cruisin’ News on line; you will find the links on the ‘News’ page of the Club website, www.qcyc.com.au

Since the last edition of Cruisin’ News there have been a number of the biggest sailing events on the Club’s calendar. However, for many of you, the main event will have been the reopening of the Restaurant and Bar. As so often happens, there was a couple of teething problems in the first months but, with these now ironed out, patronage is increasing nicely.

Feedback from members in the last couple of months has been excellent so if you haven’t been and experienced what the Club now has to offer, make sure you pay us a visit soon. In fact, have a coffee on us during August and September by making use of the voucher at the bottom of this page.

Over the next couple of months, a general tidy up will be undertaken around the Club grounds. The office is aware of the owners of some property, but many items including dinghies are unknown. If you have items outside of your vessel please make sure they are clearly marked and contained within the area that you rent. Please also ensure your dinghy is clearly marked and let the office know which it is and where it is stored. Once the tidy up does begin, anything which cannot be allocated to an owner will be removed, sold and/or destroyed.

The new membership year began on the 1st July. Your annual fees should have been paid; if not please pay immediately to avoid deactivation of your fobs and removal from the membership register.

To close this month, I have some important news for those of you who race, either at the Club or elsewhere. The Yachting Australia safety audit sheets have suddenly become a lot easier to complete thanks to the Club now having its own YA approved Auditor. Fred Robb will be able to complete audits upon request or simply just advise new owners on getting their vessels up to scratch whether it be for the Brisbane to Gladstone or Club Racing. The service is free other than expenses and can be booked through the office.

EXP-

30/

09/2

013

Original vouchers only. Copies of this voucher will not be accepted

Receive a FREE COFFEE when you spend $10 or more on any Sunday breakfast

FREE COFFEE

FROM MY DESKby Nigel Statham

Photo by M Hobbs

NOT AVAILABLE IN ONLINE VERSION

NOT AVAILABLE IN ONLINE VERSION

Phillip Lazzarini

COMMODORES REPORT

The first half of 2013 has been an exceedingly busy time around the Club. The successful completion of the Surf to City Race, our signature event the QantasLink Brisbane to Gladstone Yacht Race and of course everyone’s favourite, the Vintage Yacht Regatta weekend.

We have also recently held our Summer Series Gold Cup Trophy Night and played host to the Interclub Night Race Series presentation of trophies, where the other three major Moreton Bay Yacht Clubs who participate with us in this historical series of races helped to provide our Chef with over eighty guests for dinner. Congratulations to John Farmer and the hardworking crew of Doctors Orders who took out the 2012-2013 QCYC Gold Cup. A thank you, also, to John and the crew, who selflessly kept us topped up with appropriate beverages for the remainder of the night.

By the time you read this, we will have completed another successful Winter Series supported, once again, by Northside Marine and Gill. The series comprises 10 races over some seven weeks, with some of those days including two windward/return races. For our sailing members there is no need to explain how physically hard this can be on an average crew keen to do their very best.

This high level of activity by a relatively small Club is only possible because of effective management provided by Nigel, Amanda, our new chef Adam and of course our army of willing and resourceful volunteers. Many of those volunteers provide their own time and money to not only assist our various events and programs, but also to acquire necessary skills and qualifications, where appropriate. My heartfelt thanks goes out to those volunteers, both experienced and relatively new, who provide QCYC with an additional capacity to box well above our weight in regard to conducting major yacht races and events.

It was my recent honour to give something back to two such volunteers by presenting a very special Club Award at our Trophy Presentation Night. The award I am talking about is the Derek Grainger Award, presented only when appropriate to acknowledge exceptional meritorious volunteer service. It has been three years since it was last presented.

Derek Grainger was a QCYC member for many years who provided encouragement and support to junior sailors and members and who was one of the toughest sailors I have known. His sons Peter and Don, who can certainly attest to this, remain involved in the club to this day. After Derek’s passing, his family wished to provide a memorial award to acknowledge members who provided truly exceptional service and support to junior sailors, and the Club’s general well being, on a voluntary basis.

The two very deserving members who received this award were Phillipa Bolt for her 2011/12 year contributions and Clem Collins for his contributions during the 2012/13 year. Needless to say both Phillipa and Clem are continuing to give their time and service to the Club in many ways.

They are both self effacing genuine people who will be embarrassed by this publicity, but we should acknowledge what they do for QCYC and it’s members. Phillipa assists the sail training program on Saturdays and the Sailability program on Mondays, having in the past even had her working roster changed to ensure she could continue to assist at Sailability. Clem also assists with both of these worthwhile programs and in addition, helps to maintain and repair the dinghy fleet, and provide general maintenance services free of charge around the Clubhouse and grounds.

A special thank you to Phillipa and Clem, and to the many other volunteers at QCYC who allow us to provide our worthwhile programs and services to members and the wider community.

As members will know, since completion of the Clubhouse renovations we have taken over management of both the bar and kitchen and now employ all necessary staff directly. A benefit of this change has been the employment of our new chef, Adam Cook, who I am told by members and visitors alike is doing an excellent job. So what is stopping you, get down to the Club and sample some great meals, in the new much improved surroundings. Thanks are also due to Peter Watkins, who as a volunteer, has been assisting Adam with the service preparation and clean up.

ABOARD TO OUR NEW MEMBERS WelcomeWe would like to extend a very special QCYC WELCOME to our most recent new members.

Welcome Aboard, and please remember that the office and all members are always ready and willing to assist you with any request or assistance.

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At long last, the dredging of Cabbage Tree Creek has been completed by the Department of Transport and Main Roads contractor. With the exception of one less pile on the other side of the creek following a ‘little bump’, the results are all positive. The Club is still waiting for a copy of the official soundings but our own experience shows the channel to be at least 2.2m LAT along its entire length up to the boat ramp and the pile moorings to be surrounded by water at all states of the tide. A further bonus of the works is the tidal stream appears to

have improved which, hopefully, will assist in maintaining the depth in the future.

Unfortunately, we were unsuccessful in securing agreement on an equitable sharing of the costs from all the berth holders in regard to having the entire marina, which is our responsibility, dredged. Despite this, the contractor was employed to deepen the channels between the fingers and alongside the visitor’s berth where there is now a healthy two metres of water. It is difficult to estimate when a full dredging project of the marina will now proceed.

This year’s Australia Day was memorable for all the wrong reasons; Brisbane was lashed by strong winds and heavy rain for 2-3 days. Two of the boats on the piles broke their moorings, one partially sunk and at one point, Revolution had 13 warps between it and the marina. Thankfully, due to the hard work of a number of members and their efforts in looking after the boats in the marina, all things considered, damage to the marina was minimal.The week after the storms, a working bee was organised to help clear up the debris that had been left. On behalf of the Club and the other members, thanks go to:Peter Thompson, Rick Humphries, Lloyd Godwin, Bill Fea, Barry Kairl, Tia Grant, Rod Watkins, Geoff Billsborough, Col Graham, Ian Gidlow, Chris Brown, Fred Robb, Russell Menere, Bart Brameijer, Tony Rigby, Paige Hope, Clem Collins, Jasper Lucas, Guy Badgery, Phillip Lazzarini, Jacob Brown, Steve Lys, Horrie & Kay Hunt, Phil Wrench, Sam Hollingworth, Chris & Marius Kortyka, Jack Morrison, Tom Wilson, Jasper Lucas and anyone else who we have missed.

AUSTRALI A DAY

8

Adapted for Cruisin’ News from articles by Bob Ross, Rob Mundle and Herb Prendergast.

stripey

Ian ‘Stripey’ Grant, the tireless Brisbane sailing writer and press officer for the Queensland Cruising Yacht Club’s Brisbane-Gladstone race for many years, died on Good Friday, after the start of the annual Queensland coastal classic.

In recent decades Stripey was best known as a yachting journalist who travelled the length of the coast reporting on sailing activities for newspapers, magazines and radio. He was a man who had time for everyone and every event.

His favourite annual race was the Brisbane to Gladstone, and had he been there for the start on Good Friday, March 29, this year it would have been his 53rd year of involvement with the classic. Sadly though - and quite ironically - it was just a few hours after the start of this year’s race that Stripey passed away in Brisbane’s Greenslopes Private Hospital: the consequence of a heart attack following a major stroke four weeks earlier. He was 76.

Making this loss even more poignant for his family and many friends was the fact that his death came just three weeks after his ‘Child Bride’ of 52 years standing, Marie, passed away following a long illness.

In sport, Stripey had two loves - hockey and sailing.

Had it not been for injuries he would almost certainly have been selected to the Australian Olympic hockey team for the 1956 Games in Melbourne.

His passion for sailing started when, as an inquisitive eight-year-old, he was swept along by the excitement of skiffs being prepared for racing on the banks of the Brisbane River at Bulimba. He was soon ‘adopted’ as a ‘boatshed boy’, helping some of Queensland’s legends of skiff sailing by polishing the steel centreboard or ‘wooling’ spinnakers, balloon jibs and ringtails.

Before long he found himself afloat, sailing as a bailer boy - shovelling water out of the bilge of the skiff as fast as it came in. He was bailer boy aboard Culex III when she won the Australian 18ft skiff title in 1949. Bob Miller, who later changed his name to Ben Lexcen and went on to design the 1983 America’s Cup winner, Australia II, was also a close sailing associate.

Writing about the Brisbane to Gladstone, close friend and Race Director Herb Prendergast said “He witnessed the first start in 1949 at the age of about 13 after pedalling

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his bike from Bulimba to Woody Point Jetty with his Vegemite sandwiches for lunch. His contribution to this race spans a period of 53 years, starting with a win, crewing on Mouse of Malhamaa in 1960 before taking up journalism in about 1963.”

“He has been in the race control room in Gladstone every year along with his wife Marie until about two years ago”. “He was an expert at predicting the finishing time of yachts without reference to electronic assistance and could recall stories about every race and crew to entertain the control room for 24-hour periods.”

Stripey was the Queensland correspondent for Australian Sailing magazine from its first issue in 1976. He covered sailing for the Brisbane Courier Mail and Sunday Mail from before that time and was still doing so until the stroke.

He also had a regular column in Afloat magazine, contributed to local Queensland publications and provided expertise to television crews covering Audi Hamilton Island Race Week. In 2002 Stripey’s

contribution to the sport was well recognised when he took out Yachting Australia’s media award.

Over time, the proud Queenslander developed a distinctive style of reporting that always drew a chuckle:

“The sheaves ran hot through the tacking duel.”

“Tactically-tormenting conditions.”

“Bramble Bay torture track.”

For many the absolute favourite was in a press release he prepared for the 2007 Brisbane-Gladstone race:

“Ichi Ban remains short-priced favourite for the line honours trophy.”

“There is absolutely no truth in the rumour that Matt Allen is considering a pre-race name change from Ichi Ban (number one in Japanese language) to Ichi Bum in Aussie slang after the super sloop scorched her bottom peaking an anti-foul blistering boat speed of 33 knots during last week’s race to the Gold Coast.”

QANTASLINK BRISBANE TO GLADSTONE 2013

Wild Thing took Line Honours in the QantasLink Brisbane to Gladstone Yacht Race for the second year in a row with a finish time of 16.05.43. The race record was never in danger during the race but despite this, the crew of Wild Thing were very pleased with the result after spending much of the race in a cat and mouse battle with their main rivals Black Jack who finished just 22 minutes behind after over twenty nine hours of racing.

After opening up an early lead, Wild Thing made a navigational error and gave the advantage to Black Jack. Having gone back and correctly rounded the missed mark, Wild Thing gave chase overnight and eventually caught back up to Black Jack on the trip up the Fraser Island coast. Although Wild Thing managed to overhaul their rivals they never managed to entirely break loose of Black Jack’s attentions.

Whilst Wild Thing celebrated their Citizens of Gladstone win, most of the rest of the fleet were still making their way to Gladstone. For much of the race, smaller boats such as Wistari were predicted to take the honours but as the wind died overnight on Saturday, one by one they fell down the leader board leaving the faster yachts to dual it out for the top spot.

And so previous winner, Wedgetail, was crowned as Courier Mail Cup winner after a tight battle with Black Jack and Immigrant who were split by just over an hour on corrected time.

Bill first won the race in the previous incarnation of Wedgetail in 2010 and was delighted to emulate the achievement in his current yacht which bears the same name. The skill required for the win was one of intense concentration to squeeze the maximum out of the sails in the light and fluky conditions. The task was no doubt eased by have having renowned international sail maker Neil Pryde on board.

Full results at brisbanetogladstone.com.au

Story By Nigel Statham

Photos by M Hobbs, I Sawley , J&N Statham

2013 was to be the big year for RYUJIN in the Gladstone. We'd won PHS in the 2008 race and were winning again in 2010 until the rudder collapsed 20 Miles from the finish line after a mad night of high speed spinnaker work up along Fraser Island. Towed ignominiously into Gladstone with damage and a lot of water in the boat, I reflected on how close we'd come to losing the boat.After the carbon rudder exploded like a cannon going off, there was a mess of roller bearings and carbon shards where the rudder used to be, creating an unstoppable leak. Seawater was up to my knees in the cabin and the boat had settled in the water to the point where the transom was one third submerged. Engine wouldn't start and I assumed that all power was out, but what was worse; we were being blown down into the area in Gladstone Roads where the enormous bulk carriers anchor before entering the port.The thought of getting wrapped around one of those heaving anchor chains by the 30 knot southeaster and resultant heavy seas put ice in the blood. Strangely, there was no panic at all at the time and after the initial shock and disbelief. I informed the crew that it was likely we'd be in the water soon and PFD's were handed out; instructions on the life raft read. The HF radio still had power so a distress call went out. All of the above occurred in about a two minute timeframe and it was then that rational thought began to kick in ... of course! The watertight door. This boat has a watertight aft compartment which is accessed by an internal hatch. This was generally left open to ventilate the area. I crawled into the stern of the boat and closed the

door, stemming the flow of seawater to the point where it could be controlled by bailing and the, by now, seasick crew could start bailing in the pitching, rolling yacht.Since then, the boat has had new foils incorporating the latest thinking in shape and thickness; new sails and I've removed as much weight as possible without actually drilling holes in things. All this was tested in the Surf to City earlier this year and with another win PHS I knew it was faster. We were only 2 tenths of a knot slower than Blackjack II , the Reichel Pugh 43 and with plans to enter the orci division as well. I was looking forward to a great race. The yacht's designer Jon Sayer was to come along as navigator and with a strong crew it was looking great. Then came Thursday 7 March 2013. We'd completed the Southport Yacht Club Thursday twilight race and as we approached the marina the engine stopped. Funny how they do that when you don't put fuel in the tank. Anyway, no problem; we would sail it in to the visitors wharf and I'd get my son to come down with a few litres of diesel fuel to get it home. The wind was dying however, and without propulsion, the best I could do was to drift it onto the old pontoons which were lashed together near the Travelift bay. Still no problem; we clambered up the travelift gantry as the yard was now closed. After dinner at the Club, I collected two ten litre cans of fuel and returned to the boat alone. This is where it gets interesting. I'd had no alcohol but it was very dark, about 8. 30pm. That part of the marina was deserted and light rain was falling. As I tried to climb around the machine on the gantry to get down to the boat

HOW I DIDNT WIN THE 2 013 !by Murray Bucknall 'RYUJIN'

I stepped somehow into space, tumbled into the water below and somehow on the way took a heavy blow to the left side of my chest and shoulder. After initial shock, I had a growing awareness of the seriousness of this situation. I'd lost my glasses in the fall and worst of all I could only breath in a shallow panting sort of way. This was a bad chest injury and a terrifying thought surfaced that I may be bleeding internally and was at risk of going into shock and simply fainting. The consequences of that were dire. I was trying to hold onto the wooden rubbing strakes on the concrete wall adjacent to the travelift and I really needed a plan quickly. I was abrading my fingertips on the barnacles, my chest was beginning to feel numb and weird and strangely painful at the same time. I could try and hold on to the wall and call feebly for help but the chances anyone being in that part of the marina were probably remote. I needed a plan, a direction, if I was going to get out of this one, or so it seemed at the time. I could see the light at the entrance to G arm and I equated light with safety as opposed to the darkness and danger back under the travelift. My mind focussed on that one thing; get to the light and then get out of the water. I dog-paddled towards the pontoon, trying not to think about all those Bull Sharks which live in the marina. My mobile phone had shorted out and the screen was emitting a strange glow under the water which gave me a bit of a start.

It is very difficult to climb up onto those marina pontoons at the best of times but I had to do it with broken ribs. Amazing what you can do when you have to but I eventually got there and shuffled up to the Club where I frightened staff and patrons alike with my moaning and groaning before the ambulance arrived and took me to the Allamanda where I spent the next 5 days in a haze of morphine and oxycontin. Looking back on this I should have seen an accident coming. I'd been preoccupied with non- sailing matters all day. The result was a stupid accident but what can be learnt from this? When you have an accident, boating or otherwise, the first reaction is instinctual. Usually shock and disbelief with fight or flight thrown in. Then any training you have kicks in followed by rational thought. The mind seems to have an ability to focus very closely on survival when this response is needed, so if you don't panic or just call feebly for help, a plan will form. It may not be the best plan with hindsight but it will give you that direction towards self preservation. I also learnt that you have no hope of sailing an ocean race with broken ribs and people look at you with startled horror when you stagger through the front door, wet through, covered in grease, blood etc and collapse in the leather lounge in the waiting area! My thanks to the staff at Southport Yacht Club for helping me and all my friends there also. I knew I'd be fine once I got through the door.

13

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Tel: 3269 6513www.deagonslipways.com.au

This year’s Vintage Yacht Regatta, held over the June long weekend, was the 38th running of the ever popular event.

There were 4 races with large and with smaller boats sailing overlapping courses to keep the action close and exciting. The mixed courses included two triangles, an upwind/downwind and a longer race “around the pots”. The weather didn’t disappoint with 10 to 15 knots on Saturday and a knuckle crunching 20 knots plus plus on Sunday which forced skippers to decide whether to be conservative and reef or press for glory under full sail. Myself, aiming for glory, sailed the Sunday races under full canvas but with Reg easing the main down the traveler so that Tom Thumb wasn’t too stressed.

Of course the joys of messing about with boats, especially classic boats, aren’t all on the race course. There were dinners on the Saturday and Sunday nights and time on Sunday morning to walk around and admire the beautiful boats and meet their skippers and crew. This is a joy not to be missed for those of us who love classic boats and there were a few beauties I haven’t seen before. Keith Glover brought Wraith of Odin back after an absence of a couple of years. And what a boat – 58 feet of John G Alden design just having completed an exhaustive and no doubt very expensive refit. I admired her beauty at first sight but I wasn’t expecting her amazing turn of speed around the course. From the moment she hoisted her giant gossamer genoa she took off like a jack rabbit winning the first race by 6 minutes and the second by 8. Outstanding! But she

does need a crew of 8 to race and you don’t need to be into classic yachts to understand that it can be a struggle to find crew. Without enough willing hands Wraith of Odin had to remain at the dock on Sunday.

The Friday before the Regatta we were out in the Bay, tuning Tom Thumb’s rig after varnishing the mast and replacing the standing rigging, when we saw a boat we hadn’t seen before, Christela of Cowes. We craned our necks to check her out and tried to guess whether she was from Cowes England or Victoria. Well she was at the regatta and we found out that she was built to a Frederick Parker design and launched at Cowes on the Isle of Wight in 1961. Her owner John Devers has made a fabulous job of restoring her and his association with the boat is both interesting and heartwarming. He had to let her go for financial reasons but never really got over her. His son, knowing his love for the boat, bought her back for him as a surprise birthday present. To hear John tell the story was touching.

YACHTVINTAGE

REGATTAStory By Paul Aroney

John Richardson’s son David skippered Balamara for the 4 races and we were all thrilled when he brought her home First on Handicap – Division 1. David was ecstatic and John later said “it is good to see the young generation coming through and being interested in sailing”. In addition to seeing the young generation’s interest in sailing and classic boats it’s also great to see a new generation of classic boats available. Euan MacDonald entered hull number one of the new Amity class in the regatta. Piper is a beautiful boat and proved to be a capable and stable performer even in Sunday’s strong conditions. Hopefully Euan will do well with this new class, designed for gunkholing around the bay.

Our harsh Queensland climate isn’t ideal for classic wooden boats. But for those of us who appreciate their classic beauty and are prepared to put in the time and money to maintain our heritage there is great satisfaction to be had. Many thanks are due to the events sponsors Deagon Slipways, Amity Boats, Hempel, Gill and Angostura.

DIVISION ONE OVERALL RESULTSRANK

Balamara1ST

Merry Mac2ND

Watch This space3RD

YACHT

4TH

5TH

6TH

Think BigPaganTequila

John RichardsonTony HolmTony Rigby

SKIPPER

Eelke WoudaPeter Kerr

Steve Walker

DIVISION TWO OVERALL RESULTSRANK

Tern1ST

Piper2ND

Tahua3RD

YACHT

4TH Tom Thumb

Carmen MiraEuan MacDonaldRick Humphries

SKIPPER

Paul Aroney

DIVISION THREE OVERALL RESULTSRANK

Seraya1ST

Inisheer2ND

YACHTHank Kauffmann

Daniel farmer

SKIPPER

Full results at vintageregatta.qcyc.com.au

BEST PRESENTED AWARDS

BalamaraFour Winds

Tequila

Tern

Wrath of Odin

John RichardsonGary BradshawSteve Walker

Carmen Mira

Keith Grover

BEST DRESSED CREWBEST PRESENTED VINTAGE YACHTBEST KEPT GAFF RIGGED YACHTBEST PRESENTED SMALL YACHT

BEST PRESENTED YACHT OVERALL

RESULTS

Photos by Linda Honey

WHITE WINE• Wolf Blass Bilyara Sauvignon Blanc $5.00 $19.00• Squealing Pig Sauvignon Blanc $32.00• Rosemount District Rel. Chardonnay $32.00• Stony Peak Chardonnay $5.00 $19.00• Rosemount Botanicals Chardonnay w $6.50 $24.00 Green Apple & Cucumber• Cape Schank Pinot Gringio $28.00• Henry Sons Riesling $19.00• Lindemans Early Harvest Sweet White $6.00 $24.00

RED WINE• Lindemans Bin 40 Merlot $5.00 $20.00• Matua Valley Merlot $32.00• Rosemount Cabernet Merlot $6.00 $24.00• Penfolds Rawsons Retreat Cab Sav $5.00 $19.00• Wynns The Gables Cabernet Shiraz $29.00• Bilyara Shiraz $5.00 $19.00• Pepperjack Shiraz $35.00• Fifth Leg Whippersnapper Red Blend $24.00• Maglieri Lambrusco $12.00

SPARKLING I ROSE• Bilyara Pinot $18.00• Seppelt Fleur de Lys $22.00• Yellowglen Yellow $25.00• Jacob Creek Chard Pinot Noir 200ml $6.50• Yellowglen Yellow Jewels 200ml $7.00• Fifth Leg Rose $27.00

BREAKFAST• Toasted sourdough, house marmalade or avocado $7.00

• Bircher muesli, green apple, apricot, bluegum honey, almonds, natural yoghurt $9.00

• Belgian waffles, vanilla bean icecream, maple syrup $8.00

• Three egg omelette, mozzarella, caramelized onion, baby spinach, sourdough toast $13.00

• Big breakfast, 2 eggs, bacon, sausage, house hash brown, mushrooms, tomato, sourdough $18.00

• Two eggs & toast $7.00

EXTRA all $3.00 each, House hash brown, Sauteed field mushrooms, Slow roasted tomato,

Pork Chipolata (2), Grilled bacon (2) , Eggs (2), Smash avocado, Seared spinach

(Eggs fried, scrambled or poached)

OPENING HOURSFridays:

Members and bone fide visitors

from 5pm onwards. Last food orders at

8:30pm

Saturdays:Members only evening; check the Calendar for

details

Sundays:Members and

bone fide visitors from 7.30am til

7pm

Download our Function brochure from the QCYC website or ask for a copy at the Club.Download our Function brochure from the QCYC website or ask for a copy at the Club.

GRILLAll served with a choice of chips & salad OR mash & vegetables

Choose from Red wine gravy, Hollandaise sauce or Onion gravy

• 250g Black Angus eye filet $28.00

• 250g Black Angus fillet mignon $29.50

• 300g MSA rib fillet $28.00

• Add a Calamari topper $4.00

MAINSAll served with a choice of chips & salad OR mash & vegetables

• Grilled Atlantic salmon fillet, hollandaise, lime $26.00• Chicken Paramingiana, bacon, Napoli sauce $21.00• Braised Lamb shoulder pot pie, golden puff pastry $23.00

SIDES• Beers battered chips, aioli $6.00

• Garden salad, aged balsamic glaze $6.00

• Steamed vegetables $6.00

• Buttered mash, parmesan $6.00

•

LIGHT MEALS• BBQ rib fillet sandwich, chips, red onion jam $13.00

• Haloumi & pumpkin salad, pinenuts, mixed leaves, pesto $13.00

• Thai yellow chicken curry, jasmine rice $13.00

• Beer battered flathead, chips, lemon aioli $13.00

• Bangers & mash, green peas, onion gravy $13.00

DESSERTSPlease ask server for todays dessert options

Children’s menu available at bar

TO START• Garlic bread, parmesan & herbs (for 2) $8.00• Soup of the day, crusty ciabatta $7.50• S&P Squid, lemon aioli $8.00• Grilled haloumi, minted yoghurt, mixed leaves $8.00• QCYC Hotwings, cucumber, minted yoghurt 3 for $7.00 / 6 for $12.00

Download our Function brochure from the QCYC website or ask for a copy at the Club.

18

Multihull report

For those of you confused by the array of boats passing through my hardstand space, I have sadly sold IntrIIgue to make room for the next tri in the family. She has gone to Anthony Constance, a young fellow in Gladstone who has already cruised the reef in her for a few weeks as well as won the Central Qld Championships in his spare time.

I then had the use of a Sprint 750 called Triton for the winter series until I could sell it for the owner. After a couple of good races, she is now sold but may linger in the Club for a while if I can persuade new owner and A class champion John Dowling to join our ranks.

All this left me without a boat for our nationals at Airlie Beach in August. I have, therefore joined forces with Bribie Island sailor, Bill Ferguson, in getting his new Julian Griffiths built F22, Midnight Rain, up to Airlie. We will sail her in the remaining winter series heats for a shakedown, and in our first trials she has already shown speed beyond what would be expected of a boat that size.

Hopefully I will return from the northern regattas to find my new kiwi built F22 in a container ready to assemble for a long hot summer, then the fun will really begin.

In other news, Tony Goschnick has sold his beloved Outrage to new member Matthew Kingsberry who has already been seen

blasting around the bay under spinnaker. Welcome Matt, we are looking forward to your first race and cruise with us.

Phil Wrench has responded to our appalling aussie cricket record by heading over to the UK with wife Kerry to win a series of games over there, but we think he looks happy to be back on Loose Cannon, even when scrubbing the barnacles off in the creek.

By the time this goes to print, another great winter series will have been run, and the efforts of all multihull competitors crossing the bay and even interstate borders to make this the BIGGEST MULTIHULL WINTER SERIES IN AUSTRALIA are to be applauded. Congratulations to you all, and especially to the winners. It shows what a great formula we have with PCF for this series when the current points at heat 6 show one of the newest boats in the series New Horizons, sailed by our resident burglar Ted Kerr, only one point ahead of the oldest plywood boat in the series Aquilo, sailed brilliantly by our favourite sail training team of Allan and Phillipa Bolt. The comments made about the numbers of real boats filling the grounds over winter have been duly noted.

And as you make your plans for some cruising in the warmer weather, please keep in mind our plans to get a WAGS type afternoon/evening sail onto the water.

Article by Peter Hackett

“Outrage” by N Statham

HI Sailors,I have been having discussions with a number of members about getting a version of afternoon/twilight sailing onto our local waters at the start of summer. If we get a critical mass, then it could run all year, but at this stage I am after suggestions for a suitable format. I have summarised our latest thoughts below and am after ANY input from ANYBODY, members or non-members about this possibly exciting addition to our program. Email me at pha70516@bigpond.net.au or ring 0438695943.Rationale:Most afternoons there are only kayaks and tinnies on our waters.The “newer” residents in our local area need to see that a fun ride on a sailing boat is more fun than bouncing your boney butt on a bicycle regaled in obscene lycra, or wetting your cold derriere in a wobbly kayak. We have great facilities, boats and members that need to get used together more often.We have a great new clubhouse refurbishment that needs to be filled more often.Wednesday WAGS is already oversubscribed at RQYS and MBBC, so a different day seems preferred. Some of our members are doing a twilight sail on Fridays already.Weekend racing in summer especially is dying. We are looking at ways to address this, so a WAGS is a way to think in another box for a while and get interest back to our club.First Stage:First Friday of the month to test the water, then perhaps First and Third etc.Start time common 2.30 or 3.00 pm until we determine if a handicap staggered start is preferred for a common finish time.Race length 60 – 90 minutes.Course around set beacons or randomly chosen common direction that all boats then

return to base from at a set GPS time. Eg start 230 head due east, all turn around 330 and first to fisheries wins.Bar and basic restaurant open from 12.00Skippers of boats are encouraged to take extra guests who sign on at bar. After trial races, this to be advertised at local venues.No spinnakers.Until fleet grows, only one division.Prizes basic and may be bar related for further weeks. Emphasis on fun and not first.Our wonderful sponsor Greg Nickerson of Northside Marine has promised to give us more rum for this event than I drank in the 70’s, and I would love to keep him to that.Next Stage:Comments direct to me.Decision needed on a name : FAGS does not have a good ring…. FFS Friday Fun Sailing? SOFS Sailing On Friday at Shorncliffe?

wags, sags or fags?

B W

by Nigel Statham

As Emirates Team New Zealand braved a public christening of the world’s first AC72 catamaran in a blustery mid-winter wind, there was a brief moment that perfectly symbolised the journey this team had taken.

Despite unpromising conditions, thousands of people lined Auckland’s Viaduct Basin to witness the naming ceremony. Against a backdrop of bright city lights, the giant wing - larger than one found on an Airbus A380 - pierced the night sky, its scarlet and black livery lit by spotlights.

As volunteers handed out T-shirts to mark the occasion, a Maori warrior, stripped to the waist and in tribal regalia, sounded a series of haunting notes on a long pukaea (war trumpet).

With Prime Minister John Key and other dignitaries looking on, skipper Dean Barker’s wife, Mandy, a former international hockey player, had the honour of naming the yacht New Zealand while 300 volunteers hauled on a line to catapult the traditional Champagne bottle across the bow.

Cue the pyrotechnic display: fireworks burst into the sky and a ring of fire erupted in the water around the boat. In the gusty conditions, it looked for a moment as if the water-borne flames might splutter and die - but then they rallied and took on new life again, while the crowd cheered and applauded.

This seemed a fitting metaphor for a team that has risen, phoenix-like, from the ashes of a bitter and humiliating defeat in 2003. Putting up its second defence of the America’s Cup in Auckland, Team New Zealand failed to win a Single race against Swiss newcomer Alinghi, led by former teammates Russell Coutts and Brad Butterworth. Worse, a team known for meticulous preparation suffered disastrous failures, nearly sinking in the first race and breaking its mast in the fourth.

In the wake of this ignominious performance, Grant Dalton, like Peter Blake before him, was ushered into the America’s Cup scene from the world of bluewater campaigning, where he had seven round-the world races to his name.

He led a revival that saw the team’s reputation restored in Valencia in 2007, winning the Louis Vuitton Cup and narrowly losing the America’s Cup series to Alinghi in the final and continues into the current Cup as one of the main threats to Oracle’s hold on the America’s Cup.

Dalton is fond of drawing a distinction between what he terms the “billionaire teams” and a commercial operation like Emirates Team New Zealand. The billionaire teams are the US defender, Oracle, headed by software mogul Larry Ellison, one of the 10 richest men in the world, and Swedish challenger of record, Altemis, headed by oil mogul

AMERICAS CUPArticle by N Statham

Torbjorn Tornqvist. In a similar category is Luna Rossa, backed by Italian fashion house Prada and headed by billionaire Cup veteran Patrizio Bertelli.

By contrast, Emirates Team New Zealand relies primarily on commercial sponsorships, with help from a handful of wealthy individuals and a controversial NZ$34 million injection of funds from the New Zealand Government.

As the guiding force and deep pockets behind Oracle, it was Larry Ellison’s’ prerogative to set the rules and format for this edition of the world’s best-known sailing race. Choosing the windy confines of San Francisco Bay, a natural amphitheatre for the fans, wasn’t controversial. But his radical design for the boats—22-m-long catamarans, propelled by rigid wing-like sails that tower 40 m in the air—surely has been. Incredibly lightweight and able to maximize the push from even the softest breeze, the vessels are the fastest to ever contest the 162-year-old competition. At full sail they literally fly, lifting more than a metre off the water and skimming along on foils attached to their rudder elevators and daggerboards, hitting speeds of up to 45 knots, or 80 km/h. But they’ve also proven to be exceptionally difficult to handle, even for seasoned pros, and susceptible to “pitchpoling”. Team Oracle’s first AC72 boat capsized out near the Golden Gate Bridge last October, destroying the sail. None of

its 11 crew members were injured, but the damage kept them off the water for months as a new craft was prepared. Then, in May, came a far more serious incident. The boat belonging to Artemis Racing, dug its bow into the water and broke apart, with the hull folding over itself. Andrew “Bart” Simpson, a 36-year-old British sailor, who had won a gold medal in Star class at Beijing Olympics, and then a silver in home waters in 2012, was trapped underneath and drowned.

The fatality was not the first in America’s Cup history but it has cast a considerable pall over the competition. The Artemis accident happened in relatively light winds and calm seas, sparking worries of what will happened over the breezier summer months as the contest unfolds. Organizers have responded with 37 changes to enhance race safety, including equipping crews with more martial-arts style body armour, high-visibility helmets and emergency underwater breathing devices. Still, not everyone is satisfied. Whilst Artemis rebuilds their boat, Emirates Team New Zealand and Luna Rossa are both contesting changes to the rudders that they say have nothing to do with safety, but have rather been hatched to hand Ellison’s team an advantage. As a result, when the round robin competition officially kicked off a few weeks ago, only the Kiwi boat reported to the start, racing around the bay alone.

Continued page 22

Yet for all the shock and drama of the Ital-ian’s eleventh hour announcement that they would not race until the International Jury has reached a decision on the matter, their no show was no surprise. For weeks the talk around the docks has been about whether either of the teams would race during July, particularly now Artemis is out of the picture until August as they recover from their acci-dent. The reason is that winning the round robin stage of the Louis Vuitton competition only gets you straight to the Louis Vuitton fi-nal, the winner of which will then face Oracle in the Americas Cup proper. With two boats in the fleet, both are already there so why risk damaging your boat?

Despite this, during round two of the Round Robin there was at last a match race be-tween the Kiwis and Luna Rossa and for a few brief moments onlookers were provided a dramatic snapshot of what the 34th Ameri-ca’s Cup has been promising. Unfortunately, the spectacle didn’t last too long as Team New Zealand stretched out an embarrassing lead over their rivals. At this point the Kiwis dominate, just as was expected.

All in all it has been a nightmare beginning to Ellison’s dream of putting yacht racing back on the sporting map. The 2013 battle which culminates in a best-of-17 showdown between Oracle and the fastest challenger in September, had been calibrated for maximum exposure. Not only is it the most

accessible race ever for fans—a 9,000-seat stadium has been built at San Francisco’s Pier 27, right at the finish line—it will be the first cup shown on network TV since 1992. The boats were specifically designed to guarantee quick and exciting racing, where the lead can easily change hands.

But the enormous cost of the vessels—each team is spending around US$200 million—and the sputtering global economy caused many potential entrants to bail out. Instead of having 15 vying for the trophy, as organizers had promised the city, there are just four.

Ellison can certainly afford the money. Oracle had $37 billion in revenue this past fiscal year, and he is by far its largest stockholder. The real question might be why a guy who can buy virtually anything he wants, is so obsessed with a trophy that few others give a stuff about.

Ellison tried, and failed, to capture the cup in 2003, and again in 2007. Asked after the second defeat whether it was worth spend-ing $100 million to win the championship, Ellison famously replied that he didn’t know. “But I can tell you this, it certainly isn’t worth $100 million to lose the America’s Cup.”

The tragedy is that, so far at least, the Cup appears to be ripping itself apart once again and making a mockery of what should be the most prestigious trophy in sailing.

Continued from page 21

Boat Disease

In the three years of boat ownership I have become acquainted with boat diseases.

I first became aware of them well over a year or so ago when I saw the WMYC Slipway Master working on a boat one Sunday morning, as against pulling boats out of the water for others to work on. I remarked on the sweet lines of the boat and Tom told me that she was his and that he was getting her ready for sale. When asked why he was selling such a pretty boat Tom’s reply was “I’ve got bigger boat disease”. And so the disease took it’s course – Tom sold his boat and now has a larger one – his new Mottle 33.

Since then Tom asked me several times whether I had bigger boat disease yet. As a sailor whose wife isn’t keen on nautical pursuits, Tom Thumb’s size suits me pretty well and I seem to have natural resistance to bigger boat disease. As a solo sailor I find sailing in the Sunday SAGS races suits me just fine. But of course my competitive nature does find it a little frustrating that Tom Thumb doesn’t point as high or sail as fast as the newer, lighter, fin keel boats. And Reg doesn’t help things by always telling me how exhilarating it is to plane off the wind at 10 plus knots with his mates Clive on Cross Roads or Ziggy on Pulse.

So a couple of months ago I got a mild bout of “faster boat disease”. I couldn’t help myself but I started hankering for a faster boat with better upwind performance. And then I saw a Noelex 33 that was up for sale at a reasonable price. Euan MacDonald promptly

gave me an estimate of what I could expect for Tom Thumb and there I was looking at upgrading. Bob Wassell was kind enough to take me out on his Noelex 33, Fine Cotton, so that I could see what it was like to sail on a faster boat. Boy did she sail faster and we raced past boats that normally leave Tom Thumb well behind.

To be honest I wasn’t sold by the experience. Yes we passed lots of other boats. Yes we finished a lot faster. But I kept slipping into the very wide cockpit. I love the fact that Tom Thumb’s cockpit is small enough to brace myself comfortably. And even though the boat was a lot faster there wasn’t any greater sensation of speed. I guess it is like comparing a Mercedes cruising up a freeway at 100K with a go kart bouncing along at half that speed. I missed Tom Thumb’s bumpy, rolly ride. And although Fine Cotton is a good boat I just couldn’t pass up my Huon Pine, Mahogany, Blackwood etc aesthetics.

I got over my faster boat disease even though Bob Wassell doesn’t see things the way that I do. I guess that’s why there are so many different boats out there

There I was thinking that I was over all my boat diseases, but then I saw Christela of Cowes at the Vintage Yacht Regatta on the June long weekend. Beauty, speed, bigger and a perfect layout. Pass me some antibiotics - Quickly!Paul is a regular competitor in both the Vintage Yacht Regatta and the Classic Rally with his yacht Tom Thumb, a Frances 26 designed by Chuck Paine in 1975.

Article by Paul Aroney

“Tom Thumb” by N Statham

I stood on Mombasa’s hot and steamy deep water wharf, staring up at my new ship and what came to mind was exactly that, ‘Wow, what a ship’. I had never been this close to a passenger ship before. She seemed huge. She was like a big white cliff in front of me, stretching away on either hand seemingly for miles, and upwards almost touching the sky. The African porter finally arrived, with my trunk precariously balanced on his head and we made our way up the gangway which looked like it went up forever. Half way up the gangway there was a very smartly uniformed Secunny (Quartermaster) standing guard at an unexpected doorway into the hull that I later learnt was called the ’gunport door’. With my luggage I was obviously joining the ship, so he ushered me in and gave me directions. Another surprise, there was an ’Engineers lift’; sheer luxury, even if it was of the old fashioned open cage type. The lift whisked me up to the Engineers accommodation on the Boat deck. I found the Chief Engineer’s cabin. The Chief seemed a crusty old bugger, but we had a ‘getting to know you’ chat and he kindly showed me to my cabin. This was virtually identical to my earlier cabins on the C‘s. But as I sat on the bunk looking at my luggage, I was in a bit of a ‘funk’. I knew I was starting a new phase of my life, on ’Eastern Service‘. Home, and family seemed a world away. My previous voyages had only been of four months duration, but ahead of me stretched two and a half years away from

my home in the UK. I would be permanently ‘East of Suez‘. I suddenly felt very homesick and very alone.

The RMS Karanja was a fine looking ship in the old classic style. She and her sister the Kampala, were built just after the war to replace war losses. Starting in Bombay our route was:- Karachi, the Seychelles, Mombasa, Dar-es-Salaam, Zanzibar, Beira, Lourenco Marques and Durban. Then calling at the same ports northbound back to Bombay. Zanzibar was dropped from the run about 6 months after I joined the ship.

The Karanja was built at Alexander Stephens yard in Glasgow. She was 10300 tnsGr, twin screw, driven by Parsons steam turbines, producing 9700 shp through single reduction gearboxes. This gave her a service speed of 16 Kn. She had four hatches with associated derricks etc for general cargo and a limited amount of freezer space. She could carry around 1500 passengers and their accommodation was divided into three classes.

The accommodation was spread over five decks amidships. The Boat deck had the Mates accommodation up forward and the Engineers aft. Below that was the Promenade deck, which from forward went; First class Music/reading room, foyer, First class bar/lounge, First class recreation area/dance floor and finally, Second class lounge.

What a Ship

Story By Malcom “Fred” Robb

Down to ‘A’ deck which from forward went; First class Saloon, foyer with the Pursers Office, First class cabins for 100, main Galley and Second class Saloon. ’B’ deck was mainly Second class cabins for 300. ‘C’ deck, the upper tween deck, was really the ships main deck, open from forward to aft with two alleyways running either side of the cargo hatches and machinery space casing. This deck contained the bulk of the Third class accommodation and all their amenities, including vegetarian and non-vegetarian galleys. The open tween deck spaces in the four holds, on this deck and on ‘D’ deck below, were filled with row upon row of two and three tier steel bunks.

The ship could carry about 1100 Third class passengers. The vast majority of these passengers were Indian, and C deck became a throbbing, pulsating mass of humanity when the passengers were on board. It was wonderful to behold how quickly they all made themselves at home. Because the majority were immigrating to Africa, or returning home after a failed attempt at relocation, they had with them everything they owned. They set themselves up in family groups, often consisting of three or more generations, little communities within the larger Asian community centred on C deck. Being a nation of shop keepers, many Indians set up stalls in the alleyways, creating a market area flogging all manner of stuff including, but not limited to, crafts, jewellery, kitchen hardware and furniture, and this after only being on board an hour or so. How they got the stuff on board heaven only knows. The whole of C deck became an Indian ‘town’, with all the interactions that a community produces. Arguments, fights, babies being born, people dying, religious ceremonies, parties, it all happened in those alleyways and tween decks, a wonderful education for a lad just starting out on life.

At the time of my joining, the Karanja was the Company Flagship. This was not by dint of size or anything related to the ship itself but solely due to the fact that her Master, Capt. F Everett, was the most senior Master in the Company and thus given the honorary rank of

Commodore. This honour allowed him to fly a special ’Commodores’ flag at the masthead, hence the term ‘Flagship’. This meant nothing really, but pandered to the ’mates’ continual desire for self aggrandisement. Actually that is bit unfair to Capt. Everett and most Deck officers as he was a nice old codger and easy to get along with, but a couple of his underlings, well!!!. Other Company ships had to salute us as they passed, we being the ‘senior’ ship. This was a tradition inherited from the Royal Navy, whereby Company ships whenever they passed each other, at sea or in port, had to ‘dip’ their Ensigns (the National naval flag which flew at the stern of the ship). It was considered important that the Ensign on the ‘junior’ ship be dipped first to acknowledge the seniority of the Master on the other ship. Some masters used to get very upset if this procedure was not followed correctly!

The K carried the same complement of eight Engineers as the C’s with the addition of two Electrical Engineer Officers. Considering the size of the ship and her power plant, it was apparent to me that she was a workhorse. Thus I was thrown in at the deep end on my first steamship, but I loved it. Compared to a Diesel Motorship she was so clean and quiet, the only noise when underway being a whine from the turbines and the rumble of the gearboxes. I was put on the 8-12 watch with Maurice, the 4th Engineer, a huge but gentle giant. Fortunately he was a good teacher and able to drill into me my duties. Starting off I was as much use as a chocolate ashtray. On watch, Passenger ship Regulations dicatated the Senior Engineer had to stay near the Manoeuvring and Control Platform, so as Junior Engineer I was continually on the move through all the machinery spaces; boiler room, engine room, generator room, tunnel and freezer flat, basically looking after the whole plant. It was hard, hot work but very interesting and satisfying.

The ship was on her way north, so leaving Mombasa our next port of call was Victoria, capital of the Seychelles, three days steaming to the east and here I found ‘paradise’.

Explanation Of Some Common Sailing Termswell.... one interpretation on them anyway...

• Amidships - condition of being surrounded by boats.

• Anchor - a device designed to bring up mud samples from the bottom at inopportune or unexpected times.

• Anchor Light - a small light used to discharge the battery before daylight.

• Bare Boat - Clothing Optional. • Beam Sea - A situation in which waves strike a

boat from the side, causing it to roll unpleasantly. This is one of the four directions from which wave action tends to produce extreme physical discomfort. The other three are `bow sea’ (waves striking from the front), `following sea’ (waves striking from the rear), and `quarter sea’ (waves striking from any other direction).

• Berth - a little addition to the crew. • Bilge - cheap beer (see freeboard) • Boat ownership - Standing fully -clothed under

a cold shower, tearing up 100 -dollar bills • Boom - sometimes the result of a surprise jibe. • Boom - Called boom for the sound that’s made

when it hits crew in the head on its way across the boat. For slow crew, it’s called ̀ boom, boom.’

• Bottom Paint - what you get when the cockpit seats are freshly painted.

• Calm - Sea condition characterized by the simultaneous disappearance of the wind and the last cold beverage.

• Chart - a type of map which tells you exactly where you are aground.

• Clew - an indication from the skipper as to what he might do next.

• Companionway - a double berth. • Course - The direction in which a skipper

wishes to steer his boat and from which the wind is blowing. Also, the language that results by not being able to.

• Cruising - Fixing your boat in exotic locations. • Crew - Heavy, stationary objects used on

shipboard to hold down charts, anchor cushions in place and dampen sudden movements of the boom.

• Current - Tidal flow that carries a boat away from its desired destination, or towards a hazard

• Dead Reckoning - a course leading directly to a reef.

• Deadrise - getting up to check the anchor at 0300.

• Deck Fluff - a scantily clad and commonly placed on the foredeck of a sailing yacht with the sole purpose to distract the competition while rounding the mark inside their position.

• Deviation - any departure from the Captain’s orders.

• Dinghy - the sound of the ship’s bell. • Displacement - when you dock your boat and

can’t find it later. • Draft - The gap in your oilies between the

trousers and the jacket. • Estimated Position - a place you have marked

on the chart where you are sure you are not. • First Mate - crew member necessary for

skippers to practice shouting instructions to. • Fix - the crew’s estimate of your current position. • Emergency Flares - old pair of trousers to

change into if you fall overboard. • Flashlight - Tubular metal container used on

shipboard for storing dead batteries prior to their disposal

• Fluke - The portion of an anchor that digs securely into the bottom, holding the boat in place; also, any occasion when this occurs on the first try.

• Freeboard - food and liquor supplied by the owner.

• Gybe - A common way to get unruly guests off your boat.

• Headway - what you are making if you can’t get the toilet to work.

• Head up - Leaving the boat toilet seat up. When boat skipper is female, leaving the head up is a serious offense

• Heads - the deciding factor whether to set out or not.

• Heave -Ho - what you do when you’ve eaten too much Ho.

• Jack Lines - `Hey baby, want to go sailing?’ • Jibe - either you like it or you don’t and it gets

you. • Keel - term used by 1st mate after too much

heel by skipper. • Ketch - A sailboat with good wine in the cabin • Landlubber - anyone on board who wishes he

were not. • Latitude - the number of degrees off course

allowed a guest.

• Log - Semi submerged object responsible for suddenly rousing the skipper on a night passage.

• Mast - religious ritual used before setting sail. • Mate - the term used to refer to the skipper

just before explaining that the hand bearing compass has fallen overboard

• Mizzen - an object you can’t find. • Motor Sailer - A sailboat that alternates between

sail/rigging problems and engine problems, and with some booze in the cabin.

• Ram - an intricate docking maneuver sometimes used by experienced skippers.

• Rhumb Line - two or more crew members waiting for a drink.

• Sailing - The fine art of getting wet and becoming ill, while going no where slowly at great expense.

• Schooner - A sailboat with a fully stocked liquor cabinet in the cabin

• Sea Cock - (see Jack Lines) • Sheet - cool, damp, salty night covering. • Shroud - equipment used in connection with a

wake. • Small Craft Warnings - Power Boats come in,

Sailboats go out. • Spreaders - MasterCard and Visa - useful for

extending the sailing season.

• Starboard - special board used by skippers for navigation (usually with “Port” on the opposite side.)

• Stays - position in harbour when gales are forecast.

• Stowaway - rapid handling of alcoholic spirits as the customs boat approaches.

• Swell - a wave that’s just great. • Square Rigger - a rigger over 30. • Sloop - A sailboat with beer and/or wine in the

cabin. • Tack - A manoeuvre the skipper uses when

telling the crew what they did wrong without getting them mad.

• Tree - object to sit under, as a cure for seasickness.

• Wind Indicator - Sensitive person who suddenly throws open the vents and hatches.

• Warp - The other skipper’s version of events. • Yawl - A sailboat from Texas, with some good

bourbon stored down yonder in the cabin • Zephyr - Warm, pleasant breeze. Named after

the mythical Greek god of wishful thinking, false hopes, and unreliable forecasts.

Reproduced from an article by Tim Fuhrmann on his website for the yacht The Write Byte.

Ullman Sailswww.ullmansails.com

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Euan Manly Advert. 14/9/05 9:01 PM Page 1

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0232 2.30 0931 0.61 1517 1.76 2105 0.71

17FR

0144 2.11 0827 0.76 1420 1.64 2010 0.84

3FR

0338 2.22 1034 0.58 1632 1.84 2225 0.74

18SA

0239 2.05 0926 0.73 1533 1.68 2123 0.87

4SA

0447 2.16 1133 0.53 1739 1.96 2341 0.71

19SU

0341 2.02 1027 0.67 1644 1.80 2239 0.84

5SU

0549 2.13 1227 0.47 1836 2.10

20MO

0444 2.03 1125 0.57 1746 1.97 2351 0.76

6MO

0046 0.66 0644 2.10 1315 0.42 1925 2.22

21TU

0544 2.05 1219 0.47 1840 2.15

7TU

0142 0.61 0732 2.07 1356 0.39 2008 2.32

22WE

0055 0.66 0640 2.07 1309 0.37 1931 2.33

8WE

0231 0.58 0815 2.02 1433 0.38 2048 2.38

23TH

0155 0.56 0732 2.08 1358 0.30 2020 2.48

9TH

0314 0.57 0854 1.98 1506 0.38 2124 2.41

24FR

0251 0.47 0824 2.07 1444 0.24 2109 2.60

10FR

0354 0.57 0930 1.93 1537 0.39 2159 2.42

25SA

0345 0.41 0916 2.05 1530 0.22 2157 2.68

11SA

0430 0.58 1004 1.88 1607 0.42 2233 2.41

26SU

0438 0.37 1008 2.01 1616 0.23 2246 2.70

12SU

0504 0.61 1037 1.83 1638 0.45 2307 2.38

27MO

0530 0.37 1101 1.97 1701 0.28 2334 2.67

13MO

0538 0.64 1112 1.78 1710 0.51 2341 2.32

28TU

0623 0.40 1155 1.92 1750 0.36

14TU

0612 0.68 1148 1.73 1746 0.59

29WE

0024 2.58 0716 0.44 1250 1.87 1842 0.48

15WE

0018 2.25 0650 0.72 1230 1.68 1824 0.67

30TH

0115 2.46 0809 0.48 1350 1.85 1939 0.60

31FR

0208 2.32 0902 0.51 1455 1.85 2046 0.71

JUNETime m Time m

1SA

0306 2.18 0957 0.52 1602 1.91 2159 0.78

16SU

0156 2.09 0839 0.62 1449 1.78 2044 0.82

2SU

0407 2.06 1051 0.51 1708 2.00 2313 0.80

17MO

0252 2.02 0936 0.57 1559 1.86 2159 0.83

3MO

0509 1.97 1143 0.48 1807 2.11

18TU

0357 1.97 1035 0.51 1707 2.01 2316 0.78

4TU

0021 0.77 0607 1.91 1233 0.45 1859 2.22

19WE

0503 1.95 1134 0.43 1809 2.19

5WE

0121 0.71 0700 1.87 1318 0.42 1944 2.31

20TH

0028 0.69 0607 1.94 1232 0.35 1907 2.36

6TH

0211 0.66 0747 1.85 1358 0.41 2024 2.37

21FR

0136 0.58 0706 1.95 1328 0.28 2001 2.52

7FR

0255 0.62 0828 1.83 1434 0.40 2102 2.40

22SA

0238 0.47 0806 1.95 1421 0.22 2053 2.64

8SA

0336 0.60 0907 1.82 1509 0.40 2138 2.42

23SU

0335 0.39 0902 1.96 1512 0.19 2143 2.71

9SU

0413 0.59 0942 1.81 1542 0.41 2212 2.41

24MO

0428 0.33 0957 1.97 1602 0.19 2232 2.73

10MO

0447 0.60 1016 1.80 1615 0.43 2246 2.39

25TU

0519 0.31 1050 1.98 1651 0.22 2320 2.68

11TU

0520 0.61 1052 1.79 1649 0.47 2320 2.35

26WE

0607 0.32 1141 1.97 1740 0.31

12WE

0553 0.62 1129 1.77 1725 0.53 2354 2.30

27TH

0006 2.58 0654 0.35 1233 1.96 1829 0.42

13TH

0628 0.63 1209 1.75 1805 0.60

28FR

0052 2.43 0739 0.40 1325 1.94 1921 0.57

14FR

0030 2.24 0706 0.64 1254 1.74 1848 0.68

29SA

0138 2.25 0824 0.45 1422 1.93 2019 0.71

15SA

0110 2.17 0750 0.64 1347 1.74 1940 0.77

30SU

0227 2.07 0911 0.49 1524 1.93 2125 0.82

JULY Time m Time m

1MO

0323 1.90 1002 0.52 1630 1.97 2239 0.87

16TU

0213 1.96 0851 0.50 1520 1.92 2128 0.81

2TU

0425 1.78 1056 0.52 1734 2.05 2355 0.85

17WE

0318 1.86 0952 0.48 1634 2.03 2251 0.79

3WE

0531 1.72 1151 0.50 1830 2.15

18TH

0432 1.80 1058 0.43 1744 2.18

4TH

0059 0.78 0631 1.70 1242 0.47 1918 2.23

19FR

0012 0.70 0545 1.80 1205 0.36 1848 2.35

5FR

0151 0.70 0723 1.72 1328 0.44 2002 2.31

20SA

0125 0.57 0652 1.83 1307 0.28 1947 2.50

6SA

0236 0.64 0808 1.74 1409 0.41 2041 2.35

21SU

0227 0.44 0755 1.88 1406 0.21 2040 2.61

7SU

0316 0.59 0847 1.77 1447 0.39 2117 2.38

22MO

0323 0.34 0853 1.94 1501 0.17 2129 2.68

8MO

0352 0.56 0923 1.79 1523 0.38 2152 2.39

23TU

0413 0.27 0945 1.99 1552 0.15 2216 2.68

9TU

0426 0.55 0958 1.81 1558 0.39 2225 2.38

24WE

0459 0.25 1035 2.03 1640 0.19 2300 2.62

10WE

0458 0.53 1033 1.83 1634 0.41 2258 2.36

25TH

0542 0.25 1122 2.05 1727 0.27 2341 2.49

11TH

0531 0.52 1110 1.84 1710 0.45 2330 2.32

26FR

0622 0.29 1209 2.05 1812 0.40

12FR

0604 0.52 1150 1.85 1748 0.52

27SA

0023 2.32 0700 0.34 1255 2.02 1858 0.55

13SA

0004 2.26 0638 0.51 1232 1.85 1830 0.60

28SU

0103 2.13 0739 0.41 1344 1.98 1948 0.71

14SU

0040 2.17 0716 0.51 1318 1.85 1917 0.69

29MO

0146 1.93 0820 0.48 1439 1.94 2048 0.84

15MO

0122 2.07 0758 0.51 1413 1.87 2015 0.77

30TU

0235 1.74 0907 0.54 1544 1.92 2202 0.91

31WE

0339 1.61 1005 0.58 1654 1.96 2326 0.90

AUGUSTTime m Time m

1TH

0457 1.55 1108 0.58 1758 2.03

16FR

0416 1.66 1032 0.46 1724 2.16

2FR

0036 0.81 0607 1.57 1209 0.54 1851 2.13

17SA

0005 0.66 0536 1.69 1146 0.39 1833 2.31

3SA

0129 0.71 0702 1.63 1302 0.48 1937 2.22

18SU

0116 0.51 0647 1.78 1254 0.31 1932 2.45

4SU

0213 0.62 0747 1.70 1347 0.42 2017 2.29

19MO

0215 0.38 0749 1.89 1357 0.22 2024 2.54

5MO

0251 0.55 0826 1.77 1428 0.38 2054 2.33

20TU

0306 0.28 0842 1.98 1451 0.17 2111 2.58

6TU

0327 0.50 0902 1.82 1506 0.35 2128 2.35

21WE

0351 0.22 0931 2.06 1541 0.17 2154 2.55

7WE

0400 0.46 0938 1.87 1543 0.34 2201 2.36

22TH

0432 0.20 1016 2.12 1627 0.20 2235 2.46

8TH

0432 0.43 1013 1.92 1620 0.35 2233 2.34

23FR

0510 0.21 1058 2.14 1710 0.29 2313 2.33

9FR

0505 0.41 1051 1.95 1657 0.39 2306 2.29

24SA

0544 0.25 1141 2.14 1752 0.41 2351 2.16

10SA

0536 0.39 1129 1.97 1735 0.46 2339 2.21

25SU

0617 0.31 1223 2.10 1833 0.55

11SU

0609 0.40 1210 1.97 1815 0.54

26MO

0026 1.97 0650 0.39 1306 2.04 1917 0.70

12MO

0014 2.11 0643 0.41 1254 1.97 1901 0.64

27TU

0104 1.78 0725 0.48 1354 1.96 2010 0.83

13TU

0054 1.98 0723 0.43 1346 1.97 1957 0.73

28WE

0148 1.61 0809 0.58 1451 1.90 2120 0.91

14WE

0144 1.84 0813 0.46 1451 1.98 2111 0.79

29TH

0251 1.48 0908 0.65 1602 1.88 2250 0.90

15TH

0252 1.72 0918 0.48 1607 2.04 2239 0.77

30FR

0421 1.44 1021 0.68 1716 1.93

31SA

0005 0.81 0541 1.49 1133 0.63 1816 2.02

© Copyright Commonwealth of Australia 2011 Bureau of Meteorology National Tidal CentreDatum of Predictions is Lowest Astronomical TideMoon Symbols New Moon First Quarter Full Moon Last Quarter

AUSTRALIA, EAST COAST – BRISBANE BAR LAT 27° 22’ S LONG 153° 10’ E

Times and Heights of High and Low Waters2013

Time Zone –1000SEPTEMBER

Time m Time m

1SU

0058 0.69 0638 1.60 1232 0.55 1904 2.12

16MO

0101 0.44 0642 1.82 1245 0.36 1913 2.36

2MO

0141 0.59 0723 1.71 1322 0.46 1946 2.21

17TU

0154 0.31 0738 1.96 1347 0.28 2003 2.41

3TU

0219 0.50 0801 1.81 1406 0.39 2023 2.26

18WE

0241 0.23 0827 2.08 1440 0.24 2048 2.41

4WE

0255 0.43 0839 1.90 1446 0.35 2058 2.29

19TH

0322 0.19 0912 2.16 1528 0.24 2129 2.35

5TH

0328 0.37 0915 1.98 1526 0.32 2133 2.30

20FR

0359 0.18 0954 2.22 1611 0.28 2207 2.26

6FR

0402 0.32 0952 2.05 1606 0.33 2206 2.27

21SA

0433 0.20 1034 2.24 1652 0.35 2244 2.13

7SA

0435 0.29 1031 2.10 1645 0.36 2240 2.22

22SU

0504 0.24 1113 2.23 1732 0.45 2319 1.99

8SU

0506 0.28 1110 2.13 1724 0.42 2315 2.13

23MO

0534 0.30 1151 2.19 1809 0.56 2353 1.84

9MO

0539 0.30 1151 2.13 1806 0.50 2353 2.00

24TU

0605 0.39 1229 2.11 1850 0.68

10TU

0614 0.34 1235 2.11 1853 0.60

25WE

0028 1.68 0638 0.49 1311 2.03 1935 0.78

11WE

0036 1.86 0654 0.40 1327 2.08 1951 0.69

26TH

0109 1.54 0718 0.60 1401 1.94 2035 0.86

12TH

0130 1.71 0746 0.46 1430 2.06 2107 0.74

27FR

0206 1.44 0812 0.70 1503 1.88 2157 0.86

13FR

0243 1.60 0855 0.52 1547 2.08 2236 0.70

28SA

0334 1.40 0926 0.76 1618 1.88 2315 0.79

14SA

0413 1.59 1016 0.52 1705 2.16 2355 0.58

29SU

0504 1.47 1048 0.73 1725 1.94

15SU

0535 1.68 1134 0.45 1814 2.27

30MO

0013 0.68 0605 1.60 1155 0.64 1819 2.03

OCTOBERTime m Time m

1TU

0059 0.56 0651 1.74 1250 0.54 1905 2.11

16WE

0126 0.28 0723 2.07 1333 0.39 1937 2.23

2WE

0139 0.45 0732 1.88 1338 0.46 1945 2.17

17TH

0210 0.22 0810 2.18 1425 0.36 2022 2.19

3TH

0216 0.36 0812 2.01 1423 0.39 2023 2.20

18FR

0250 0.20 0852 2.27 1512 0.36 2102 2.13

4FR

0252 0.29 0851 2.12 1507 0.35 2100 2.20

19SA

0325 0.20 0931 2.31 1555 0.39 2140 2.05

5SA

0328 0.24 0930 2.21 1550 0.34 2138 2.18

20SU

0357 0.22 1009 2.33 1635 0.44 2216 1.95

6SU

0403 0.21 1010 2.28 1633 0.35 2216 2.11

21MO

0427 0.26 1046 2.32 1713 0.50 2250 1.85

7MO

0437 0.21 1051 2.31 1717 0.40 2256 2.02

22TU

0456 0.31 1122 2.27 1749 0.57 2324 1.75

8TU

0513 0.24 1135 2.31 1803 0.47 2339 1.90

23WE

0526 0.39 1158 2.20 1826 0.65 2359 1.65

9WE

0551 0.30 1221 2.28 1854 0.55

24TH

0600 0.49 1236 2.12 1906 0.72

10TH

0028 1.77 0634 0.38 1314 2.22 1955 0.62

25FR

0040 1.55 0638 0.59 1320 2.03 1955 0.77

11FR

0128 1.65 0729 0.48 1416 2.17 2109 0.64

26SA

0131 1.47 0728 0.70 1412 1.95 2058 0.79

12SA

0245 1.58 0840 0.56 1528 2.14 2225 0.59

27SU

0242 1.44 0832 0.79 1514 1.91 2210 0.76

13SU

0411 1.62 1003 0.58 1642 2.16 2335 0.49

28MO

0409 1.49 0952 0.80 1621 1.91 2313 0.67

14MO

0527 1.75 1122 0.53 1748 2.20

29TU

0520 1.62 1108 0.75 1722 1.96

15TU

0035 0.38 0629 1.91 1233 0.45 1847 2.23

30WE

0005 0.55 0613 1.79 1211 0.66 1814 2.02

31TH

0051 0.44 0659 1.96 1306 0.56 1902 2.06

NOVEMBER Time m Time m

1FR

0134 0.33 0743 2.11 1358 0.48 1946 2.09

16SA

0217 0.25 0832 2.33 1458 0.49 2037 1.94

2SA

0215 0.25 0825 2.25 1447 0.41 2029 2.09

17SU

0253 0.25 0911 2.37 1540 0.49 2116 1.89

3SU

0254 0.19 0908 2.37 1535 0.37 2112 2.07

18MO

0325 0.26 0947 2.38 1620 0.51 2152 1.83

4MO

0333 0.16 0952 2.45 1623 0.36 2157 2.02

19TU

0356 0.29 1023 2.37 1656 0.54 2227 1.78

5TU

0412 0.16 1036 2.49 1712 0.37 2243 1.95

20WE

0427 0.33 1058 2.34 1731 0.58 2301 1.73

6WE

0452 0.19 1122 2.49 1802 0.41 2332 1.86

21TH

0458 0.39 1132 2.28 1805 0.61 2336 1.68

7TH

0534 0.27 1211 2.44 1856 0.47

22FR

0532 0.47 1208 2.22 1840 0.65

8FR

0026 1.77 0622 0.37 1303 2.37 1955 0.51

23SA

0016 1.63 0610 0.56 1247 2.14 1922 0.68

9SA

0127 1.69 0719 0.48 1401 2.28 2058 0.53

24SU

0102 1.58 0654 0.67 1330 2.06 2010 0.70

10SU

0239 1.67 0828 0.58 1504 2.20 2202 0.50

25MO

0158 1.55 0749 0.76 1420 1.99 2107 0.69

11MO

0355 1.73 0946 0.63 1611 2.14 2303 0.45

26TU

0309 1.57 0858 0.82 1518 1.95 2207 0.64

12TU

0507 1.85 1103 0.63 1715 2.10

27WE

0424 1.67 1014 0.82 1621 1.93 2306 0.55

13WE

0000 0.38 0609 2.00 1214 0.59 1815 2.07

28TH

0529 1.82 1127 0.77 1721 1.94

14TH

0051 0.31 0702 2.14 1316 0.54 1908 2.03

29FR

0000 0.45 0624 2.00 1232 0.68 1817 1.96

15FR

0137 0.27 0749 2.25 1410 0.51 1955 1.99

30SA

0050 0.35 0713 2.18 1332 0.58 1910 1.98

DECEMBER Time m Time m

1SU

0138 0.26 0801 2.35 1428 0.49 2001 1.99

16MO

0225 0.32 0852 2.37 1526 0.57 2057 1.80

2MO

0224 0.19 0849 2.48 1521 0.41 2052 1.99

17TU

0301 0.32 0928 2.39 1604 0.56 2134 1.80

3TU

0309 0.14 0936 2.58 1614 0.37 2143 1.97

18WE

0334 0.32 1004 2.39 1639 0.56 2209 1.79

4WE

0353 0.13 1023 2.63 1706 0.34 2234 1.94

19TH

0406 0.35 1037 2.37 1712 0.57 2242 1.78

5TH

0439 0.16 1111 2.63 1757 0.35 2326 1.91

20FR

0439 0.38 1110 2.34 1743 0.58 2317 1.77

6FR

0525 0.23 1200 2.58 1848 0.37

21SA

0513 0.44 1144 2.30 1816 0.59 2355 1.75

7SA

0019 1.86 0615 0.33 1249 2.48 1939 0.41

22SU

0551 0.51 1219 2.24 1852 0.60

8SU

0116 1.83 0710 0.46 1340 2.36 2032 0.44

23MO

0036 1.73 0631 0.61 1255 2.16 1930 0.61

9MO

0219 1.81 0812 0.59 1435 2.21 2126 0.46

24TU

0123 1.71 0718 0.71 1336 2.07 2015 0.62

10TU

0327 1.84 0922 0.69 1535 2.08 2222 0.45

25WE

0219 1.71 0815 0.80 1425 1.99 2107 0.60

11WE

0437 1.91 1037 0.74 1637 1.97 2318 0.43

26TH

0328 1.75 0925 0.85 1525 1.92 2207 0.56

12TH

0541 2.02 1151 0.74 1740 1.89

27FR

0440 1.86 1043 0.84 1632 1.87 2310 0.49

13FR

0012 0.40 0638 2.14 1257 0.70 1838 1.84

28SA

0546 2.03 1159 0.77 1739 1.86

14SA

0102 0.36 0728 2.25 1354 0.64 1930 1.82

29SU

0009 0.40 0646 2.21 1309 0.66 1841 1.89

15SU

0146 0.33 0812 2.32 1442 0.60 2016 1.81

30MO

0106 0.31 0741 2.39 1413 0.55 1941 1.92

31TU

0201 0.22 0832 2.54 1510 0.44 2038 1.95

© Copyright Commonwealth of Australia 2011 Bureau of Meteorology National Tidal CentreDatum of Predictions is Lowest Astronomical TideMoon Symbols New Moon First Quarter Full Moon Last Quarter

AUSTRALIA, EAST COAST – BRISBANE BAR LAT 27° 22’ S LONG 153° 10’ E

Times and Heights of High and Low Waters2013

Time Zone –1000SEPTEMBER

Time m Time m

1SU

0058 0.69 0638 1.60 1232 0.55 1904 2.12

16MO

0101 0.44 0642 1.82 1245 0.36 1913 2.36

2MO

0141 0.59 0723 1.71 1322 0.46 1946 2.21

17TU

0154 0.31 0738 1.96 1347 0.28 2003 2.41

3TU

0219 0.50 0801 1.81 1406 0.39 2023 2.26

18WE

0241 0.23 0827 2.08 1440 0.24 2048 2.41

4WE

0255 0.43 0839 1.90 1446 0.35 2058 2.29

19TH

0322 0.19 0912 2.16 1528 0.24 2129 2.35

5TH

0328 0.37 0915 1.98 1526 0.32 2133 2.30

20FR

0359 0.18 0954 2.22 1611 0.28 2207 2.26

6FR

0402 0.32 0952 2.05 1606 0.33 2206 2.27

21SA

0433 0.20 1034 2.24 1652 0.35 2244 2.13

7SA

0435 0.29 1031 2.10 1645 0.36 2240 2.22

22SU

0504 0.24 1113 2.23 1732 0.45 2319 1.99

8SU

0506 0.28 1110 2.13 1724 0.42 2315 2.13

23MO

0534 0.30 1151 2.19 1809 0.56 2353 1.84

9MO

0539 0.30 1151 2.13 1806 0.50 2353 2.00

24TU

0605 0.39 1229 2.11 1850 0.68

10TU

0614 0.34 1235 2.11 1853 0.60

25WE

0028 1.68 0638 0.49 1311 2.03 1935 0.78

11WE

0036 1.86 0654 0.40 1327 2.08 1951 0.69

26TH

0109 1.54 0718 0.60 1401 1.94 2035 0.86

12TH

0130 1.71 0746 0.46 1430 2.06 2107 0.74

27FR

0206 1.44 0812 0.70 1503 1.88 2157 0.86

13FR

0243 1.60 0855 0.52 1547 2.08 2236 0.70

28SA

0334 1.40 0926 0.76 1618 1.88 2315 0.79

14SA

0413 1.59 1016 0.52 1705 2.16 2355 0.58

29SU

0504 1.47 1048 0.73 1725 1.94

15SU

0535 1.68 1134 0.45 1814 2.27

30MO

0013 0.68 0605 1.60 1155 0.64 1819 2.03

OCTOBERTime m Time m

1TU

0059 0.56 0651 1.74 1250 0.54 1905 2.11

16WE

0126 0.28 0723 2.07 1333 0.39 1937 2.23

2WE

0139 0.45 0732 1.88 1338 0.46 1945 2.17

17TH

0210 0.22 0810 2.18 1425 0.36 2022 2.19

3TH

0216 0.36 0812 2.01 1423 0.39 2023 2.20

18FR

0250 0.20 0852 2.27 1512 0.36 2102 2.13

4FR

0252 0.29 0851 2.12 1507 0.35 2100 2.20

19SA

0325 0.20 0931 2.31 1555 0.39 2140 2.05

5SA

0328 0.24 0930 2.21 1550 0.34 2138 2.18

20SU

0357 0.22 1009 2.33 1635 0.44 2216 1.95

6SU

0403 0.21 1010 2.28 1633 0.35 2216 2.11

21MO

0427 0.26 1046 2.32 1713 0.50 2250 1.85

7MO

0437 0.21 1051 2.31 1717 0.40 2256 2.02

22TU

0456 0.31 1122 2.27 1749 0.57 2324 1.75

8TU

0513 0.24 1135 2.31 1803 0.47 2339 1.90

23WE

0526 0.39 1158 2.20 1826 0.65 2359 1.65

9WE

0551 0.30 1221 2.28 1854 0.55

24TH

0600 0.49 1236 2.12 1906 0.72

10TH

0028 1.77 0634 0.38 1314 2.22 1955 0.62

25FR

0040 1.55 0638 0.59 1320 2.03 1955 0.77

11FR

0128 1.65 0729 0.48 1416 2.17 2109 0.64

26SA

0131 1.47 0728 0.70 1412 1.95 2058 0.79

12SA

0245 1.58 0840 0.56 1528 2.14 2225 0.59

27SU

0242 1.44 0832 0.79 1514 1.91 2210 0.76

13SU

0411 1.62 1003 0.58 1642 2.16 2335 0.49

28MO

0409 1.49 0952 0.80 1621 1.91 2313 0.67

14MO

0527 1.75 1122 0.53 1748 2.20

29TU

0520 1.62 1108 0.75 1722 1.96

15TU

0035 0.38 0629 1.91 1233 0.45 1847 2.23

30WE

0005 0.55 0613 1.79 1211 0.66 1814 2.02

31TH

0051 0.44 0659 1.96 1306 0.56 1902 2.06

NOVEMBER Time m Time m

1FR

0134 0.33 0743 2.11 1358 0.48 1946 2.09

16SA

0217 0.25 0832 2.33 1458 0.49 2037 1.94

2SA

0215 0.25 0825 2.25 1447 0.41 2029 2.09

17SU

0253 0.25 0911 2.37 1540 0.49 2116 1.89

3SU

0254 0.19 0908 2.37 1535 0.37 2112 2.07

18MO

0325 0.26 0947 2.38 1620 0.51 2152 1.83

4MO

0333 0.16 0952 2.45 1623 0.36 2157 2.02

19TU

0356 0.29 1023 2.37 1656 0.54 2227 1.78

5TU

0412 0.16 1036 2.49 1712 0.37 2243 1.95

20WE

0427 0.33 1058 2.34 1731 0.58 2301 1.73

6WE

0452 0.19 1122 2.49 1802 0.41 2332 1.86

21TH

0458 0.39 1132 2.28 1805 0.61 2336 1.68

7TH

0534 0.27 1211 2.44 1856 0.47

22FR

0532 0.47 1208 2.22 1840 0.65

8FR

0026 1.77 0622 0.37 1303 2.37 1955 0.51

23SA

0016 1.63 0610 0.56 1247 2.14 1922 0.68

9SA

0127 1.69 0719 0.48 1401 2.28 2058 0.53

24SU

0102 1.58 0654 0.67 1330 2.06 2010 0.70

10SU

0239 1.67 0828 0.58 1504 2.20 2202 0.50

25MO

0158 1.55 0749 0.76 1420 1.99 2107 0.69

11MO

0355 1.73 0946 0.63 1611 2.14 2303 0.45

26TU

0309 1.57 0858 0.82 1518 1.95 2207 0.64

12TU

0507 1.85 1103 0.63 1715 2.10

27WE

0424 1.67 1014 0.82 1621 1.93 2306 0.55

13WE

0000 0.38 0609 2.00 1214 0.59 1815 2.07

28TH

0529 1.82 1127 0.77 1721 1.94

14TH

0051 0.31 0702 2.14 1316 0.54 1908 2.03

29FR

0000 0.45 0624 2.00 1232 0.68 1817 1.96

15FR

0137 0.27 0749 2.25 1410 0.51 1955 1.99

30SA

0050 0.35 0713 2.18 1332 0.58 1910 1.98

DECEMBER Time m Time m

1SU

0138 0.26 0801 2.35 1428 0.49 2001 1.99

16MO

0225 0.32 0852 2.37 1526 0.57 2057 1.80

2MO

0224 0.19 0849 2.48 1521 0.41 2052 1.99

17TU

0301 0.32 0928 2.39 1604 0.56 2134 1.80

3TU

0309 0.14 0936 2.58 1614 0.37 2143 1.97

18WE

0334 0.32 1004 2.39 1639 0.56 2209 1.79

4WE

0353 0.13 1023 2.63 1706 0.34 2234 1.94

19TH

0406 0.35 1037 2.37 1712 0.57 2242 1.78

5TH

0439 0.16 1111 2.63 1757 0.35 2326 1.91

20FR

0439 0.38 1110 2.34 1743 0.58 2317 1.77

6FR

0525 0.23 1200 2.58 1848 0.37

21SA

0513 0.44 1144 2.30 1816 0.59 2355 1.75

7SA

0019 1.86 0615 0.33 1249 2.48 1939 0.41

22SU

0551 0.51 1219 2.24 1852 0.60

8SU

0116 1.83 0710 0.46 1340 2.36 2032 0.44

23MO

0036 1.73 0631 0.61 1255 2.16 1930 0.61

9MO

0219 1.81 0812 0.59 1435 2.21 2126 0.46

24TU

0123 1.71 0718 0.71 1336 2.07 2015 0.62

10TU

0327 1.84 0922 0.69 1535 2.08 2222 0.45

25WE

0219 1.71 0815 0.80 1425 1.99 2107 0.60

11WE

0437 1.91 1037 0.74 1637 1.97 2318 0.43

26TH

0328 1.75 0925 0.85 1525 1.92 2207 0.56

12TH

0541 2.02 1151 0.74 1740 1.89

27FR

0440 1.86 1043 0.84 1632 1.87 2310 0.49

13FR

0012 0.40 0638 2.14 1257 0.70 1838 1.84

28SA

0546 2.03 1159 0.77 1739 1.86

14SA

0102 0.36 0728 2.25 1354 0.64 1930 1.82

29SU

0009 0.40 0646 2.21 1309 0.66 1841 1.89

15SU

0146 0.33 0812 2.32 1442 0.60 2016 1.81

30MO

0106 0.31 0741 2.39 1413 0.55 1941 1.92

31TU

0201 0.22 0832 2.54 1510 0.44 2038 1.95

© Copyright Commonwealth of Australia 2011 Bureau of Meteorology National Tidal CentreDatum of Predictions is Lowest Astronomical TideMoon Symbols New Moon First Quarter Full Moon Last Quarter

BRIBIE CUPyacht Race

Monohulls1st Out of Orbit - Scott Murphy - QCYC2nd More Dough - Charles Baker3rd Suzanne - Peter Croft4th Invader - Ian Colquhoun - QCYC

Multihulls1st New Horizons - Ted Kerr2nd Masta Blasta - Russell Menere - QCYC3rd Aquilo One - Allan Bolt - QCYC4th Malibu - Greg Williamson - QCYC

Multihull OMR1st Skedaddle - Bill Wheatley2nd New Horizons - Ted Kerr 3rd Triton - Peter Hackett - QCYC4th Boss Racing - Gary Saxby - QCYC

Full results at winter series.qcyc.com.au

Winter Bell Challenge - QCYC v’s SYCWinner: QCYC

REGISTERED BY AUSTRALIA POST PRINT POST NO 100003845IF NOT CLAIMED RETURN TO: QCYC, PO BOX 399, SANDGATE QLD 4017

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