Crew Training Manual Low Res PDF

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01 Clipper 2015-16 Race Crew Manual

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O BIN
SIR R -JOHNSTON
KNOX The Clipper 70 fleet has raised the
bar. The boats are much faster than
the previous fleet and provide a
It is imperative that you study this
manual and take part in the training
programme in the sequence we have
I hope you enjoy your time on the
yacht, learning sailing and meeting
your fellow crew members, who will
challenge to the crews that can only laid out. If you miss any part of it, soon become your family and the
be compared with all professionally fail to return the requested forms or characters of your stories, which will
manned boats. obtain the necessary insurance, visas forever remind you of the time when
or inoculations you are jeopardising you decided cruising through life
The success of the Clipper Race
your berth for the race. wasn’t enough. When you wanted
has been nothing short of incredible;
more and started
not just for us but also for those Like everything in life, it is the more
the race of your life.
who dared and achieved so much, difficult challenges that bring the
especially those who started with little greatest rewards, both in experience Make no mistake there is a lot for you
or no knowledge of the sea and have and satisfaction. The Clipper Race to learn and understand and you need
finished as experienced sailors. The provides those challenges, be it in to have a good general understanding
training programme, based on the the wide range of weather conditions if you are going to take your place
practical need to make everyone safe across the world’s oceans, to as an efficient and safe team member.
at sea has, for so many people, been learning how to run, maintain and Good seamanship will make your
the bedrock of this success and has race a thoroughbred ocean racing passage that much better and
now trained almost 3,000 people and yacht. Since 1996 more than 3,000 that much more enjoyable and
collectively the boats have raced more people have now dared and achieved the essence of good
than three million miles. a life-endorsing goal. While learning seamanship is safety.
the skills that make an accomplished
How much sailing experience you
sailor they have seen the planet at its
already have or what qualifications you
most raw and enjoyed some of the
may have already achieved is immaterial.
more exotic and exciting ports of the
If you are an experienced sailor some
world, in the company of others with
of this may seem a little elementary
a similar outlook on life.
but we make everyone do it with one
aim in mind – safety. All Clipper Race
crew do the full training so that they
use the same techniques, orders and
descriptions, which avoids unnecessary
and possibly dangerous mistakes.
When we first started the Clipper Round the We have one very simple
philosophy - finish the race by
World Yacht Race back in 1996 my overriding saying, “That’s the best thing I
have done with my life.” I hope
ambition was to make the sea accessible to you will add, “So far,” because
then I know we have truly
people from as many walks of life as possible. widened your horizons.
Since that first edition the race has grown beyond Welcome to the team.
all belief but that ambition still remains today.
Sir Robin Knox-Johnston CBE RD*

Chairman, Clipper Ventures PLC
03 Clipper 2015-16 Race Crew Manual Introduction 04

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WELCOME CONTACT US
CLIPPER RACE HQ
Granary and Bakery Building,

Royal Clarence Marina, Weevil Lane,
Gosport, Hampshire, PO12 1FX UK
Tel: +44 (0) 23 9252 6000

Fax: +44 (0) 23 9252 6252
Email: info@clipper-ventures.com
This manual will help you

prepare for your challenge
of a lifetime, both in your CLIPPER RACE AUSTRALIA
pre-race training and during
Suite 533, Level 5,
the race itself. 203-233 New South Head Road,
Edgecliff, NSW 2027, Australia
It includes an overview of the Clipper Race Training programme
and essential paperwork you must complete before you arrive. Tel: +61 (0) 2 9363 2020
It covers what to expect when you arrive for training and Email: Australia@clipper-ventures.com
information on where to find local amenities you may require,
whether you are training in the UK or Australia.
FOLLOW US
Clipper Ventures PLC, GET CONNECTED
Unit 1 A, Granary & Bakery,
Royal Clarence Marina, Weevil Lane,
Facebook/clipperroundtheworld
Gosport PO12 1FX.
Twitter/clipperrace
Tel: +44(0)23 9252 6000 Youtube/clipperrtw
Fax: +44 (0)23 9252 6252 Instagram/clipperrace Insta
Email: info@clipper-ventures.com Live Stream/clipperraceteam

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KEY CONTACTS
CREW
Crew Manager Carol Blyth cblyth@clipper-ventures.com

Crew Coordinator Jan Hodgkinson jhodgkinson@clipper-ventures.com
Crew Support Lydia Weir-Blankenstein lweirblankenstein@clipper-ventures.com
Crew Support Lizzie Bailey lbailey@clipper-ventures.com
TRAINING
Head of Training Thea George tgeorge@clipper-ventures.com

MILESTONE DATES
Training Coordinator Dawn Miller dmiller@clipper-ventures.com
September 2013 Level 1 training starts
Chief Instructor UK Ben Bowley bbowley@clipper-ventures.com
8 March 2014 Level 2 training starts
Chief Instructor Australia Jim Dobie jdobie@clipper-ventures.com
11 July 2014 Clipper 2015-16 Race Crew Party
12 July 2014 Clipper 2013-14 Race Finish, St Katharine Docks, London

ACCOUNTS
1 October 2014 Level 3 training starts
Financial Controller Janice Beesley jbeesley@clipper-ventures.com 10 January 2015 Clipper 2015-16 Race Crew Brief London
25 April 2015 Clipper 2015-16 Race Crew Allocation, Portsmouth Guildhall, UK

AUSTRALIA 6 May 2015 Level 4 training starts
Managing Director Australia Kirsty Whyte, kwhyte@clipper-ventures.com

[provisional, dates may change]
Accounts and Business Support Catherine Wells cwells@clipper-ventures.com
COMMUNICATIONS
Digital Media Manager Paul Hankey phankey@clipper-ventures.com

Press Officer Marina Thomas press@clipper-ventures.com
Media Coordinator Amy Martindale amartindale@clipper-ventures.com
RACE OFFICE
Race Office Manager Rob Carter rcarter@clipper-ventures.com

(Logistics and crew clothing)
Race Manager TBC
Race Director Justin Taylor jtaylor@clipper-ventures.com
Assistant Race Director Mark Light mlight@clipper-ventures.com

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RAC E E
E TABL
TIM LEG 1 LEG 4 LEG 7
UNITED KINGDOM – WESTERN AUSTRALIA – AUSTRALIA WEST COAST USA –

EUROPE - SOUTH AMERICA – EASTERN AUSTRALIA PANAMA – EAST COAST USA
Race 1: United Kingdom – Race 5: Western Australian port – Race 10: West Coast USA –
European port. Australian port. Panama.
Distance: 730 miles. Distance: 3,110 miles. Distance: 3,329 miles.
Duration: Around 5 days. Duration: Around 20 days. Duration: Around 24 days.
Race 2: European port – Race 6: – Australian port Race 11: Panama – East Coast USA.
South America Eastern Australian port. Distance: 1,800 miles.
Distance: 4,900 miles. Distance: 1,150 miles. Duration: Around 14 days.
Duration: Around 28 days. Duration: Around 8 days.
LEG 2 LEG 5 LEG 8
SOUTH AMERICA – EASTERN AUSTRALIA – EAST COAST USA –

SOUTH AFRICA ASIA – CHINA DERRY-LONDONDERRY –
EUROPE – UK
Race 3: South America – Race 7: Eastern Australian
South African port. port – Asia Race 12: East Coast USA –
Distance: 3,390 miles. Distance: 4,820 miles. Derry-Londonderry
Duration: Around 18 days. Duration: Around 33 days. Distance: 2,850 miles.
Duration: Around 13 days.
Race 8: Asia – Qingdao.
Distance: 2,580 miles. Race 13: Derry-Londonderry
Duration: Around 20 days. Northern European port.
Distance: 770 miles.
Race 14: Northern European port –
40,000 miles
Please note, this route and associated LEG 3 LEG 6 United Kingdom
very approximate timings are based on the Distance: 250 miles.
Clipper 13-14 Race route and are subject SOUTH AFRICA – Duration: Around 24 hours.
of ocean racing –
CHINA – WEST COAST USA
to change. They should not be used for WESTERN AUSTRALIA
anything other than rough planning and Race 9: Qingdao – Californian port.
definitely not as a basis for booking flights. Race 4: South African port – Distance: 5,680 miles.
the world’s As race start, finish and stopover ports

are confirmed the Race Office will issue
Western Australian port.
Distance: 4,750 miles.
longest
updated port dates.
Please also remember yachts have
yacht race.
destinations not arrival times. We will issue
timings with estimated arrival windows Route based on Clipper 13-14 Race. Race route and destinations are subject to change.
based on our experience of running round
the world yacht races but even then it
should be noted that ultimately Mother
Nature is in charge.

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IMPORTANT
ADMINISTRATIVE
POINTS
Before you begin your Passports

Bring your passport with you to Level 1 training as you may enter
training please ensure foreign waters during this course. Please ensure you have sent
us a colour copy of the photo page of your passport before you
you complete and return come for training.
to Clipper Race HQ: Your passport must be valid for the duration of your time on the
race and for at least six months after the end of your final leg, with
enough blank pages for immigration purposes.
Medical Report form
Some countries require full pages for immigration documentation.
Onshore Contact Details/ If you have to renew or change your passport for any reason,
please advise us and forward us a new colour copy of the photo
Next of Kin form page as soon as possible.
Crew members with dual nationality: please advise us as to which
Crew Biography form of your passports you will be travelling on during the race. Please
send us colour copies of both passports.
Colour photocopy of the photo
Credit Card Payments
page of your passport Please note that any payments by credit card incur a 1%
administration charge. (Debit cards do not incur any charge). We
Confirmation of your insurance policy do not accept American Express.
Visas
Contact Details The Clipper 2015-16 Race will visit several countries that
have entry visa requirements, for example the USA, Australia
If you change any of your contact details, including your email address,
and China.
please be sure to notify us as soon as possible.
The majority of our correspondence is via email. Please advise us if you It will be your responsibility to obtain the appropriate visa
are not receiving emails from us including the monthly newsletter or if your BEFORE you start the race. If you do not have the correct
email is not working paperwork you will not be allowed to sail. We will require a copy
of any visas that you have obtained for the race for our records.
Add the following address to your address book:
info@clipperventuresnews.com Where a US visa is required it will be a B2 Visa. An ESTA is NOT
sufficient for the race.
Payments Visas for China can only be applied for three months before you
plan to enter the country. For this reason the Clipper Race Office
Berth Fees can be paid in monthly in Singapore will organise applications for Chinese visas for
instalments. Insurance for crew round the world crew members and those joining the race more
living outside the UK should be than three months in advance of our arrival in China. Please be
aware this may take four or five days and you will not be able to
made in a single payment. travel outside Singapore during this time as your passport will be
For payment enquires contact Financial Controller Janice Beesley required for the application process.
jbeeseley@clipper-ventures.com.
Updated information regarding visa requirements will be emailed
on a regular basis and will also be included in issues of Clipper
Bank Transfers Crew News.
Crew living outside the UK paying by bank transfer need to be
aware of the possibility of high bank charges being added by your Medical Report Form
bank and also being charged handling fees by an intermediary Please see the form on page 16. This must be completed and all
bank. If you wish to cut down on these charges by paying sections signed by you and your doctor and returned to us. Note
quarterly in advance, then please contact the Accounts Team. that the form must be fully completed and returned to the office
before we can formally book you onto training courses.
The bank details for Clipper Ventures sterling (GBP) account
is listed on your payment plan/standing order. Please note If you are injured or ill during the training and the race you will be
that we also have four foreign currency accounts: US$, required to get this form completed again by your doctor.
Singapore$, Euro and Aus$. Details are available on request
accounts@clipper-ventures.com.

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01
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ORTANT
IMP Vaccinations
Onshore Contact Information
Please see form on page 20. This form must also be completed
and returned to us prior to booking your training.
In the event of an emergency or serious incident one or both
The overriding aim is to make the allocation of crew across
all boats as fair and even as practically possible taking into
account the following:
of your chosen contacts WILL be informed, therefore it is • Sailing ability, and number of legs
There are a number of vaccinations you will need before you can
important to take this into consideration when nominating them. • Age and Sex
take part in the race. To find out what they are and where you
Please ensure that your contacts can speak good English. • Doctor and engineer (vocational skills)
can get them you should talk to your doctor or local surgery.
Alternatively, visit www.netdoctor.co.uk or www.masta.org. • Personality
Crew Biography Questionnaire
The validity period for inoculations varies from a few months to
See form on pages 21-22. It is the job of our in-house Neither the skippers or crew have a choice in which team they
ten years so it is important to ensure all your boosters, such as
Communications team to promote the race around the world are allocated to, however if practically possible, keeping the
tetanus, are up to date.
and your help is vital. Please complete the form, giving as much teams fair, we may look at what team or skipper preference
Malaria is not particularly rife in any countries that the Clipper detail as possible and return this to the Communications team. you have stated.
2015-16 Race is likely to visit. However, if you are planning
to travel within a country before or after your leg of the race, Before you begin your training After Crew Allocation –
particularly to the more rural areas, you may wish to consider team preparation and additional sailing
Please ensure that all the relevant forms (Medical Report
taking anti-malarial drugs. Again, your doctor will be able to Form, Onshore Contact Form, Crew Biography) have been Your Crew Contract stipulates your contractual time
advise you. completed and returned to Clipper HQ, along with a colour commitments with regard to your pre-race training and
copy of the photo page of your passport, and that your changeover dates in port when you are joining and
The main vaccines you should have are: insurance cover has been arranged. leaving the yacht. You may also have some additional
opportunities during the run up to race start which will
• Typhoid A minimum of £2,000 needs to have been paid towards your allow you to spend more time on the water and help
berth fee before the commencement of your Level 1 training your team prepare for the race. These are not mandatory
• Hepatitis A
and a minimum of £3,000 before your Level 2. but it’s worth remembering that the teams that do better
• Diphtheria in the race are those that put in the time and effort before
• Polio
Adding extra legs the start gun is fired.
If you would like to add further legs of the race to those
• Yellow Fever – recommended for most countries but is a Post crew allocation
you have already booked the first step is to contact the crew
prerequisite for all crew participating in leg 2 (from Brazil to
management team in the office and find out whether there are From Crew Allocation, Saturday 25 April 2015, onwards the
South Africa). If you are participating in this leg you will need
spaces available on the leg you wish to add. If there is a waiting majority of communication from the Clipper Race Office will
to provide us with a copy of your Yellow Fever vaccination
list it is worth putting your name down as places sometimes be channeled through your skipper and boat secretary.
certificate and will also need to carry it with you on the race
become available as other crew members’ circumstances
to present to South African immigration authorities on arrival. Feedback from past crews tells us that the most effective
change.
Yellow Fever certificates are valid for a period of ten years way for you to get information is through your own boat
When a place becomes available we will send you copies of systems and we will be using this line of communication far
commencing from ten days after the date of vaccination or, in the
the back two pages of the crew contract to complete. Once more frequently.
case of re-vaccination within such period of ten years, from the
you have posted the originals back to us, we will then process
date of re-vaccination. At Crew Allocation you will begin to lay the foundations
the change – sending you a confirmation invoice and a revised
Any non-South African citizen arriving in the Republic of South payment plan. for your race campaign, boat organisation and crew roles
Africa from infected areas without a valid Yellow Fever vaccination such as boat secretary, chief victualler etc. The Race Office
You can scan and email those back to us and we will make the will pass the majority of communications through these
certificate will be a given a choice to:
change. We will ask for a hard copy later. channels. This helps to strengthen team spirit, build team
• be kept in quarantine for a period of six days reliance and strong communication throughout the boat –
• be sent back immediately to their port of embarkation Communication with crew all vital attributes when racing.
• be vaccinated at their own cost As you can imagine, allocating more than 780 crew to fourteen Team building
race teams is a huge logistical task and we have to make sure
Once you discover which team you will be racing with at
A South African citizen arriving in the country from an infected we achieve the best possible balance of crew across each of
Crew Allocation it is likely that your skipper will wish to
area without a valid Yellow Fever vaccination certificate has the the teams.
organise a weekend crew bonding event. This is usually
following options: arranged by one of your crew and, although not everyone
• be kept in quarantine for a period of six days will be able to attend, it is a great opportunity to get to know
those people in your team that you haven’t yet sailed with.
• be vaccinated at their own cost

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MEDICAL
PRE-RACE REPORT FORM
Pre-race preparations PART A - Notes on Fitness (To be completed by crew member)

Full Name (crew member)
In the run up to the race start a one-week period will be
Please state whether any of the following relate to you Yes No
set aside at our UK Race HQ and a further week at the
Race Start location for skippers and crew to prepare their Medical Practitioner Contact Details During the five years prior to the proposed commencement of
yachts so they are race ready on start day. This involves
cover, have you received or been referred for any treatment surgery,
putting in all the finishing and personal touches as well Name
as carrying out the essential routine maintenance that will investigations or follow-ups at any hospital, surgery or clinic for any of the
ensure everything is in optimum working order on the start Address following medical condition(s):
line. Your skipper will coordinate crew attendance during Asthma requiring inpatient treatment, bronchitis, any other lung or
these weeks as having all 50 people in your team turn up
respiratory condition, cancer, any growth or form of malignancy, diabetes
at the same time will be counter-productive!
Phone number mellitus, - epilepsy or fits, - any kidney or bladder disorder, any mental or
Pre-start delivery race psychological condition; or any other medical condition that is ongoing
or from which you have suffered symptoms requiring inpatient treatment?
There is likely to be a final training race from our
headquarters in Portsmouth Harbour to the host port for To take part in the Clipper Round
the race start. This will usually last approximately five days the World Yacht Race it is Have you ever had cardiovascular problems, or other heart
and is a great opportunity to get more time on board your
boat and to try out a few ‘go faster’ tricks. It will be up to
necessary for you to have a good condition; hypertension or any cerebrovascular problems that have
occurred at anytime prior to the proposed commencement of
your race skipper to coordinate which of your team will be level of health and fitness. The cover and/or any journey?
on board however it is preferable for Leg 1 crew to have below form is to act as a factual
first refusal as they will be the ones heading out on
start day. In reality not all Leg 1 crew will be able
report about your health and Have you ever been diagnosed with a terminal condition?
to take part in this delivery race so places are medical history.
often available for crew who are participating
Please note that this form needs to be completed Are you aware of any medical condition which could reasonably
in later legs.
and signed by yourself and your GP, and returned be expected to lead to a claim?
to us before you book your Level 1 training course.
Please ensure that all parts are fully completed. Is your blood pressure controlled by drugs?
Part A determines your fitness in regards to
participation in the race whilst Part B concerns
Do you have any blood sugar disorders/need injections of
personal accident and travel insurance acceptance.
insulin for diabetes?
As a crew member, it is your responsibility throughout
training and during the race to inform your skipper(s) of any
Do you have any other blood related disorders?
medical condition(s) you have and any medication that you
may be taking. In addition, it is your responsibility to keep
Clipper Race HQ fully informed of any medical condition(s) Have you had a severe head injury with continued loss of
that develop after this form has been completed, and which consciousness?
may result in you having to complete another form.
Answering yes to any of the following questions will not Have you been or are you being treated for any mental or
necessarily preclude you from the race but failure to disclose nervous problem?
information could have a bearing on your participation, and
result in eventual exclusion from the race. Do you have or have you ever had an alcohol or drug addiction?
Do you have any allergies or are allergic to any medication?
Do you have any other conditions or have you had any operations
that you feel may hinder your ability to live and work onboard an
ocean racing yacht?

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MEDICAL
REPORT FORM
PART A CONTINUED (To be completed by crew member) PART C (To be completed by Medical Practitioner)
If you have answered ‘yes’ to any of the questions overleaf please give further details below Please state below whether your patient has any pre-existing conditions or is taking any medication at present.
Also please set out any reasons that you, as a medical practitioner, do not believe your patient should take part in such a race.
I certify that I have examined the person named in Part A and that my findings are recorded in Part C. I also confirm that Part B has been
correctly answered. To the best of my knowledge I see no reason why this person cannot take part in the Clipper 15-16 Round the World
PART B - Crew Personal Accident and Travel Insurance Declaration (To be completed by crew member) Yacht Race, living and working onboard an ocean-going racing yacht.
Do you any of the statements mentioned below apply to you? Yes No
Signature of Medical Practitioner
Date
We will not pay a claim if you at the time of booking the
race (and if there has been a change in health prior to the (with official surgery address stamp)
• Receiving or waiting for hospital tests or commencement of the race) you suffer from a pre-existing
treatment for any condition or set of symptoms medical condition (which is detailed above) unless declared
that have not been diagnosed; or (during the application process or at the time of a change in
health) and agreed in writing by us.
• Travelling against the advice of a medical
practitioner or travelling to get medical treatment To declare a condition for consideration by underwriters for Signature of crew member
or medical advice abroad; or cover please contact the Medical Screening Helpline on the
Date
• Have been told about a condition that will cause numbers set out below.
your death; or
There will be a one off administration charge of £25.00 to In regards to crew personal accident and travel insurance you should understand and give explicit consent that the sensitive health and
• Has in the last 5 years suffered from or received declare a pre –existing condition, which will be collected other information provided will be used by Oval Insurance Broking, Clipper Ventures PLC., AmTrust Europe Limited (the Insurer), their
medical advice, treatment or medication for: at the time of contacting the helpline. agents and regulators to process your insurance, provide medical screening, handle claims and prevent fraud.
• a) any heart-related, blood circulatory (excluding Oval Insurance Broking is committed to keeping your data confidential and processes all information in accordance with the Data Protection
high blood pressure if controlled by medication), Telephone: 01689 892 250 from within the UK Act 1998. Oval Insurance Broking does not sell, rent or trade its mailing lists, phone numbers or email addresses.
stroke, renal failure or diabetic condition; or Telephone: +44 1689 892 250 if calling from outside the UK
I consent to the information provided being used in accordance with the above statement.
b) any breathing condition for which more than
two prescribed medications are taken, or has You must confirm that the information you have provided is truthful and accurate. Failure to do so may invalidate the insurance, leaving
The helpline is open from 09.00 to 18.30 Monday to Friday and
ever required the use of supplementary oxygen you with no right to make a claim. We must be informed of any facts which are likely to influence us in the acceptance, assessment or
09.00 to 13.00 on Saturday.
or the use of a nebuliser; or continuance of this insurance. It is an offence to misrepresent information.
If there are any changes that affect a previously declared pre-
c) any cancer; or I declare that the information I have provided is, to the best of my knowledge, truthful and accurate. I confirm that if circumstances change
existing medical condition or additional medical conditions,
• Have in the last 12 months, been referred to or which may affect this insurance, I will notify Oval Insurance Broking as soon as possible.
which have occurred before the start of the race and after the
seen by a hospital doctor or surgeon (other than Policy has been issued, you must call the Medical Screening
an Accident and Emergency doctor) or required
Helpline and advise the changes.
hospital in-patient treatment. Signature of crew member Date
We have the right to change the conditions of your Policy in line
with the change in risk.

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ONSHORE
CONTACT
INFORMATION
Please complete the form Name of Emergency Contact (A)

using BLOCK CAPITALS. The
information given will be treated
Relationship to crew member
with the utmost confidentiality.
Please note that in the event of an emergency or serious
Address
incident one or both of the following contacts will be
informed, therefore it is important to take this into
consideration when selecting them. Please ensure that
your emergency contacts speak English and you have
told them that you have nominated them as such.
Daytime Telephone
Full Name (crew member) Evening Telephone
Email
Address
Name of Emergency Contact (B)
Address
Telephone
Email
Daytime Telephone
Evening Telephone
Email
Signed Next of Kin
Date
Address
Daytime Telephone
Evening Telephone
Email

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CREW
BIOGRAPHY
QUESTIONNAIRE
We have an in-house The questions in red must be answered. What do you think will be the most challenging aspect of the race?
communications team who Full Name

look after all things media- If different, by what name do you prefer to be known?
related and you’ll see them
around Clipper Race HQ and
the stopover ports. Date of birth
Are you raising money for charity? If so please give details of the charity and how people can sponsor you.
Place of birth
It is their job to promote the race around the world and
your help in that is vital. The media coverage generated Where do you live now?
allows us to secure sponsorship for the race, which in Occupation and Employer
turn, allows us to offer crew places at the best possible
rate. Also, If you are hoping to raise money for a charity
or good cause we can help you to secure coverage for Yes No
Where did you go to school/ college/ university?
your efforts.
Would you be interested in featuring in a crew advert for the next race?
Please fill in this form, giving us as much detail as
possible. Even if you don’t want to take part in publicity, Can we publicise your involvement in the race to media?
(let us know overleaf) it is useful for us to have some
Are you a member of a sailing club? Which one?
background details. Publicity will begin immediately. Can we publicise your involvement in the race on our website, i.e. team pages, blogs.
However, if you wish this to start at a later date, please This includes full name, occupation and DOB
indicate this in the space on the next page.
Please inform the Communications Team of any race Are there any other parts of the world that you have a close connection with? Is there a date before which you would prefer us not to publicise your involvement
publicity you are involved with and keep us informed of If yes, please give details (eg: you haven’t told your employer/clients yet)?
any media who contact you regarding your participation
in the race – a quick email or phone call will do the trick.
If yes, please indicate date?
If possible, send us a copy of any articles or interviews
by post, or by email to press@clipper-ventures.com. Please list your local newspapers, radio stations and TV stations here:
What inspired you to take part in the race?
NOTE Do you subscribe to any magazines [trade or consumer]? Please list
Please post or scan form back to us.
What are you most looking forward to?
Please post or scan the form back to us. press@clipper-ventures.com or

Race HQ, Granary and Bakery Building, Royal Clarence Marina,  Gosport,  Hampshire PO12 1FX

03
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IMPORTANT
ADMINISTRATIVE
POINTS
Getting to Clipper Race Gosport Ferry:
Training, UK +44 (0) 2392 524 551 www.gosportferry.co.uk

The service runs every 15 minutes between Portsmouth & Gosport. (£3
return.) As you get off the ferry you will need to turn right and then follow the
Clipper Race Training, Charles House,
Millennium Walk, which leads to the marina’s front gates signed Endeavour
Gosport Marina  Mumby Road  Gosport, Hampshire, PO12 1AH
Quay. Please follow signs for Marina Reception, the training office is situated
Telephone: +44 (0) 2392 526000 inside the Premier Marina office.
or outside office hours on +44 (0) 7890 510 862
By Air:
The nearest airport is Southampton, however it only facilitates a limited
number of international flights. The next most convenient are London
Gatwick or London Heathrow.
From Southampton Airport: The first option would be a taxi which will cost
approx. £40, however Southampton Airport Parkway Station can offer train
services to both Fareham and Portsmouth Harbour but both destinations will
require a change at either Southampton or Eastleigh stations.
From Gatwick Airport: There is a train that runs to Portsmouth Harbour from

here and this is probably the easiest and cheapest way. From Portsmouth
Harbour you can catch the ferry over to Gosport. (See ferry instructions)
From Heathrow Airport: From here you would have to get to London

Waterloo. The easiest route would be to go by London Underground on
the Piccadilly line to Green Park and then change to the Jubilee Line to
Waterloo. From London Waterloo there is a direct train that runs frequently
Clipper Race Training, UK
to Portsmouth Harbour. 
Alternatively, from both London airports the National Express (www.

nationalexpress.com) offers a coach service, which although are slow due
to several stops elsewhere, will get you to Portsmouth Harbour with no
changes. Alternately there is always the option of booking a taxi.
By Road:
From Junction 11 of the M27, follow signs to Fareham. At the first roundabout
turn left into Gosport Road – A32, (signposted Stubbington, Lee on
Solent) under the viaduct. Proceed over the next roundabout, then branch
left signposted A32 Gosport. Follow this road past Fort Brockhurst for a
further 1.5 miles. The entrance to Gosport Marina is on the left signposted
Endeavour Quay just before the Gosport Ferry Terminal.
If you are using Sat Nav, please use postcode PO12 1AH
Parking:
On arrival into the Marina, please park in the designated Clipper Race parking
which is signposted (Do not go through the barrier). In most instances the
By Rail car park will be unlocked, however if you find it locked with bollards,
www.thetrainline.com - 0871 244 1545 please speak to the Marina Office and they will unlock this for you.
From the west: Travel to Fareham Station from where you can either If you are visiting Gosport Marina for a Training course, after you
take a taxi (approx cost £18) or alternatively a bus to Gosport town. have parked please head to the Training Department office, situated
They run approximately every 15 minutes during the day or 30 minutes inside the Marina Reception building (signposted). You will be met by
at night. You should alight at the Gosport ferry bus station. (see ferry a member of Clipper Race staff who will issue you with a key fob for
information below) access to the pontoons and marina facilities.
From the East: Travel to Portsmouth Harbour Station from where you If you experience any problems in finding us or with any questions
will need to get a ferry across Portsmouth Harbour to Gosport (see ferry please call Clipper Race Training on +44 (0)2392 526000
information below).

01
UC TION
INTROD
IMPORTANT
ADMINISTRATIVE
POINTS
Transport Local Accommodation The Anglesey in the Crescent

24 The Crescent, Alverstoke,
£76 standard single
from £84.50 double
Gosport Ferry
Gosport PO12 2DH
www.gosportferry.co.uk Crew are not permitted to stay on a boat +44 (0) 2392 582157
+44 (0) 2392 524551
unless they are specifically taking part in a www.angleseyhotel.co.uk
Runs frequently between Gosport town and Portsmouth
Harbour railway station. sail training course. This does not include ruth.angleseyhotel@googlemail.com
Return ticket costs £3.00 – purchase from machines on both theory or safety courses. Thirty Three A
33a Anglesey Road, Alverstoke,
from £69 single
from £87.00 double
sides of the harbour or ticket office on Gosport side. The ferry
Gosport PO12 2EG
is a short taxi ride or 20 minutes’ walk (approximately one mile) Clipper Ventures is unable to book or reserve rooms. Please use the
+44 (0) 2392 510119
from Clipper Race HQ. contact details below.
www.thirtythreea.co.uk
Please note: we have not stayed at these hotels so cannot comment on sales@thirtythreea.co.uk
Trains
the standard. Prices may vary from those published here.
Portsmouth Harbour Station is the closest to Clipper Race HQ
and a short ferry ride to Gosport. (See ferry information above.) Fareham (30-minute drive)
Gosport (walking distance/short drive, closest first)
There are direct trains from London Waterloo and connecting TravelRest £ Prices vary
services from UK airports. Spring Garden Guest House (basic) £25 - £35 single 22 The Avenue, Fareham
For tickets and train times in the UK: Spring Garden Lane, Gosport PO12 1LP £50 double +44 (0) 1329 232175
www.nationalrail.co.uk - 08457 484950, +44 (0) 2392 510336 www.travelrest.co.uk/fareham
or www.thetrainline.com - 0871 244 1545 Five nights or more – ten per cent discount applied solentreservations@travelrest.co.uk
enquiries@springgardenguesthouse.co.uk
Coaches www.springgardenguesthouse.co.uk Gunwharf Quays and Portsmouth £ Prices vary
Coach routes are available from UK airports to the coach Holiday Inn Express
station on The Hard in Portsmouth, next to the railway station Seafarer (basic) £30 single Gunwharf Quays, Portsmouth.
and a short walk (500m) to the Gosport ferry. 7 Bury Road, Gosport PO12 3UE £45 double with shower +44 (0) 2392 894240
+44 (0) 2392 522883 £50 double en-suite www.holidayinn-expressportsmouth.co.uk
Services are operated by www.nationalexpress.com
www.seafarer-guesthouse.co.uk
Tel: + 44 (0)8717 818178 24/7 and http://uk.megabus.com
iancreal@yahoo.co.uk Holiday Inn £ Prices vary
Tel: 0900 1600 900 Sunday - Saturday 07:00 to 22:00
Portsmouth
Domaine Guest House (basic) £25 - £30 single www.holidayinn.com
Taxis in Gosport
5 Bury Road, Gosport PO12 3UE £45 - £50 double/twin
Streamline Taxis: 02393 522222 Best Western £ Prices vary
+44 (0) 2392 580457
Bridge Cars: 02392 522333 Portsmouth
domaineguesthouse5@yahoo.co.uk
Anytime Taxis: 02392 502233 www.bestwestern.co,uk
Gosport Cabs: 02392 589999 Haven Guest House (basic) £25 single/twin
Gosport Taxi: 02392 990031 3 Bury Road, Gosport PO12 3UE              £40 double Or look at www.visitportsmouth.co.uk for more information.
www.gosporttaxi.co.uk +44 (0) 2392 511333                      £80 sleep four                   
Also bookable for airport transfers.
West Wind Guest House £50 single Self-catering accommodation
197 Portsmouth Road, £65 double/twin
Various in Gosport and Portsmouth
Lee on the Solent PO13 9AA (15-minute drive)
+44 (0) 2392 582214
+44 (0) 2392 552550
www.harringtonholidayhomes.co.uk
www.west-wind.co.uk
enquiries@harringtonhouses.co.uk
info@west-wind.co.uk
Jane Lister (very local)
Premier Inn £ Prices vary +44 (0) 7770 845945
Fareham Road, Gosport, PO13 0ZX. janelister@btinternet.com
+44 (0) 871 5279436
www.premierinn.com Please note: Prices correct at time of printing, January 2014
(Bus stop is opposite, take the First E2 or 11 to the

Gosport Ferry/ Gosport Bus Station for Training)

W INSURANCE
CRE

02
INSURANCE
CREW
CRE W CE
INSU RAN Clipper Race crew are also advised
to carefully consider taking out
If, having considered your particular
needs and demands, you should
However, subject to the satisfactory
completion of the overseas benefits
cancellation and curtailment wish to participate in the insurance application form (which will be sent
insurance. This cover is not arranged by Oval, simply complete to you) and receipt of the necessary
compulsory but we do strongly and return the form that will be sent payment, Clipper Ventures will
recommend arranging it. You must out with the policy details. Following contractually undertake to provide
regard insurances required by the receipt of the satisfactorily completed similar benefits.
Clipper Race crew contract as proposal form and full payment
Clipper Ventures will insure this
being the absolute minimum to of the premium Oval will provide
liability themselves and undertakes
satisfy your commitment to take part confirmation that cover is in force.
to pass all benefits paid by the policy
in the race. It is the responsibility
Non-UK domiciled crew to the crew member. Please note,
of each crew member to ensure
payment of benefit to a crew member
these arrangements are adequate Unfortunately, due to regulations is conditional on Clipper Ventures
or to make alternative arrangements governing the sale of general receiving payment from their insurers.
suitable for your own particular insurance, it is not possible for a
circumstances crew member who is not domiciled in
the United Kingdom, Channel Islands
UK domiciled crew
and Isle of Man to apply directly to
‘Clipper Ventures’ insurance brokers, Oval for the insurance.
Oval Insurance Broking Limited
(Oval), have arranged a scheme with
Lloyd’s underwriters that provides
It is a condition of the insurance cover and emergency
rescue and repatriation services
your Clipper 2015-16 required to comply with the crew
Race contract that contract. Oval is authorised and
regulated by the Financial Services
before you join a Authority.
Clipper Race yacht
you must be insured
for personal accident,
medical expenses, You are strongly advised to obtain appropriate
personal liability, advice from your insurance advisor.
rescue and repatriation, If you prefer to arrange cover through Clipper Round the World Yacht Race
covering you while your own broker you should ensure that and they have confirmed that cover
taking part in the the levels of cover offered are at least

equivalent to those in the policy offered
can continue. Don’t forget, if you are
leaving a property unattended your
race and all pre-race by Oval. You will need to forward home insurers must be notified.
evidence of satisfactory levels of cover
activities under to the crew team at Clipper Race HQ.
If you plan to travel before or after your
participation in the race you should take
the direction of You should also ensure that your out additional insurance to cover your
Clipper Ventures. existing insurers, for example life,
health, pension etc, have been
holiday and any activities you plan to
participate in.
advised that you are to take part in the
29 Clipper 2015-16 Race Crew Manual Crew Insurance 30

EW C LOTHING
CR

03
R EW C LOTHING
C
CR EW
LO THING
C Fabric breathability
The fabric is highly breathable and
will transport both moisture and
vapour to the outside to try to keep
the wearer as comfortable as possible
Base layer Mid layer Outer layer
While at sea you whilst maintaining the waterproof
integrity of the garment. The reality
will experience of ocean going fabric is that it is
heavier than fabric used in other
many different areas to ensure it is both durable and
Base layer Mid layer
types of weather Base layer. This is the first layer next This layer provides the essential
waterproof enough to last the race. It
is therefore not as breathable as some
conditions. Having to the skin and is designed to provide
thermal protection but mainly to
layer of warmer air and, if necessary,
protection from wind and water.
fabrics which are much lighter but
these would not
the right clothing wick the sweat away from the body The fleece has a deep pile within be nearly durable or waterproof
and transfer it to the outer layer. The the jacket which traps air and this is enough for the conditions you
to protect you from base layer spreads your sweat over what ensures the wearer stays warm. will meet. In effect there is
the elements will a wider area as it transfers from the
inside to the outside. This ensures
The outer shell provides protection
from the wind and water while also
a trade off between water
resistence, durability
make an enormous it will then evaporate and be more reflecting heat back in towards the and breathability.
easily transported to the outside. An body, helping to maintain body heat.
difference to your antimicrobial finish is also applied to
Outer layer
comfort, mental reduce the build up of bacteria and
associated odours. Base layers come The outer layer is designed to be both
state, safety and in varying thicknesses with differing
thermal properties. It is advisable to
waterproof and breathable in order to
allow your sweat out, keeping you dry
ability to race. have a few sets of base layers so they and preventing water getting in.
can be interchanged as required.
Modern clothing systems are technically
advanced and offer a great deal of
flexibility to function in a wide range of
conditions. However it is important to
realise that no clothing system will keep
you completely dry and sweat-free when
exposed to extremes of weather.
Layering
When considering sailing clothing many
people think only of the outer layer
because it is the most visible. Often the
layers underneath and next to the skin
are given little thought. This is a mistake.
However good your outer protection,
you’ll compromise its performance without
proper base and mid layers.
33 Clipper 2015-16 Race Crew Manual Crew Clothing 34

CREW
S H IP
SP ONSOR

CREW
S H IP
SP ONSOR
CRE W SHIP
ONSOR
SP Through furious storms in the South
Atlantic and tropical cyclones in the
North Pacific, unparalleled feats
of team work and endurance, and
It’s theatre that plays itself out on
the high seas, where crews have to
call on skill, strategy and valuable
know-how to out manoeuvre and
Through the branding of yachts,
exclusive access to Clipper Race
business events and corporate
sailing, title, team, fleet and host
months of nose-to-nose racing that outwit other competitors racing port sponsorship categories, brands
has a global audience on the edge against them in one of the 14 and destinations are able to use this
of its seats, the Clipper Round the identical 70-foot racing yachts. innovative and customisable business
World Yacht Race provides a unique Regardless of background everyone model to interact with high-profile
marketing platform for international can understand and appreciate that clients over a period of 18 months.
As well as businesses and destinations to the Clipper Race is no mean feat.
With a two billion cumulative media
approaching promote their message both at sea
and in 15 high-profile ports of call in The interest, and the publicity audience, 2,527,751 visitors to the
companies for Asia, the Americas, Africa, Europe
and Australasia.
surrounding the Clipper Race and
the crew who take part, generates a
event website, and 206 countries
following the world’s largest matched
individual corporate direct benefit to all those involved at
any level of sponsorship.
ocean racing fleet, there is quite
simply no other event in the world
sponsorship we The ethos of the race is
On a commercial level the race
that opens up so many doors to
business opportunities. Interest from
recognise many to bring ocean racing provides a unique platform for partners has never been higher,
crew members are within the reach of international organisations and whether consumer brands,
destinations to raise their profile,
everyone, regardless corporate businesses
looking to raise of their background or
build global brand awareness and
meet influential decision makers
or destinations and
governments.
funds through other sailing experience. Sailing through our exclusive race partner
network. After two decades, the
means. We hope that transcends language, future of the company and the
this section will help territories and cultural success of the Clipper Race
continues to go from strength
give you some ideas boundaries. It’s man to strength.
against nature.
to reach your goal.
Before you approach

any sponsor it is
worthwhile re-
reading the terms
and conditions of
your crew contract
to ensure that you
are not offering
something that
is outside of your
agreement.
37 Clipper 2015-16 Race Crew Manual Crew Sponsorship 38

04
CREW
S H IP
SP ONSOR
SPONSORSHIP
FRAMEWORK YOUR SUPPORTERS
Sponsorship of the race is layered in the following tiers
Crew supporters are
companies or individuals Contractual
who agree to directly obligations
support a crew member for Your Crew Supporters must pay
a sum agreed between you directly. There are no contractual
the two parties. links between the crew supporter
1. 2. 3. 4. 5. In this case Clipper Ventures, the rights holder of the Clipper Round
and Clipper Ventures PLC.
the World Yacht Race, is not involved. The list of benefits the Fulfillment of any and all arrangements
crew member can offer is correspondingly limited. All benefits are
Title Sponsor Team Sponsor Host Port Fleet Sponsor Official Supplier delivered by the crew member i.e. presentations, blogs sent via their
rests with you. You are bound by the
This is the highest Each of the twelve The Clipper Race Fleet Sponsors are The Clipper Race own personal email account. terms of the Clipper 2015-16 Race
level of sponsorship yacht entries has visits around 15 ports multinational brands partners with a
and allows a business a Team Sponsor over an eleven month or corporations that number of Official
Crew Agreement.
or destination to giving a business period. The route choose to benefit Suppliers on a
be named within or destination the is shaped by Host from exposure across partial commercial/ The Ground Rules
the race title, opportunity to name Port Sponsors – in the whole race fleet. partial sponsorship
giving synonymous and brand one of the the majority as part A Fleet Sponsor has or value in kind basis. Please ensure that we are aware of any plans you have regarding Photography
association with Clipper 70s. A Team of a yacht entry - exclusivity within its The partners supply sponsorship and fundraising. The number one rule is to let us know.
the Clipper Race Sponsor is also often which invest in the product category to specific goods or This is not only to ensure you are acting within your crew agreement Any photographs not supplied by Clipper Ventures for
brand at all points of a Host Port sponsor. event to showcase align itself with the services either on but also to enable us to offer any help where possible. publicity purposes are to be approved by Clipper Ventures
communication. its destination on race and promote its a complementary before publication to assure quality and to ensure there is
a global platform product/services to basis or at a heavily You CAN wear sponsored clothing prior to or during the race. no conflict of interest with other Official Race Sponsors,
and benefit from the crew, other sponsors, discounted rate in However you are expected to wear official race kit at all events with a Partners and Suppliers.
significant economic media and the global return for rights of high PR visibility such as race starts, race finishes, crew receptions,
impact that a stopover race audience. association with the prize giving ceremonies, briefings etc. However there is nothing to Use of logo
brings to the region. Clipper Race brand. stop you wearing clothing provided by your sponsor while you are
at sea or putting their logo on your mid- layer. The race logo is a worldwide registered trademark of
Clipper Ventures PLC. Crew members are encouraged to
You CANNOT alter any official race branded clothing supplied to use the Clipper 2015-16 Race Crew logo on their blogs
you by us or your Team Sponsor. and throughout fundraising activities. This is a marque
You CAN write articles for your local papers, trade journals and in- that proudly identifies team members. You may not use
house magazines. Please send the communications team a copy of the logo or its likeness as a company logo or for any other
the article when it appears. If you need help putting together a press commercial purpose without permission. The logo must
release, let us know. always appear in full colour and adhere to the guidelines,
available on request.
You CAN blog, tweet, follow, share, pin and shout to let everyone
know how you’re doing and when you’re doing it. Tell your story
and remember to link in with us and we’ll do our best to support
your campaigns.
You CAN use the selection of images we make available for you to
illustrate your challenge in your search for sponsorship.
You CANNOT offer a sponsor corporate branding on any part of the
yacht, including the deck, sails, boom cover and interior, nor can you
display any flags or banners on the yacht.
You CAN use the Clipper 2015-16 Race Crew Member logo. 
You CANNOT use the official Clipper 2015-16 Round the World
Yacht Race logo. 
You MUST NOT alter official Clipper Race logos in any way. This
includes embedding your own personal slogan to it.

03
04
CREW
S H IP
SP ONSOR
CREW
SPONSORSHIP
Benefits for Crew Supporters

Support from local businesses
Entitlement Crew Supporter Ask a local bakery to donate 20p from every doughnut they
sell on a Friday, for example. If you can link your fundraising
Use of title No official association between Clipper to a charity they will be more likely to get on board.
Race and crew supporter.
Sponsored and other events
Use of Clipper Race No authority to use race logo
Organise an event where people can sponsor you – a
logo and associated in connection with sponsorship.
sponsored swim, silence, walk, run, sit in a bathtub of baked
logos Authority to use Clipper 2015-16
beans for example.
Race Crew logo.
Think big! Sometimes focusing your efforts on a few large
Credit in official race None. events can be more fruitful than lots of smaller events. Ask
brochure, 360˚ local businesses to provide raffle prizes, get local bands
Credit alongside crew None.

Fundraising opportunities to play, organise a five-a- side football tournament, cricket
match, beach barbecue, concert, dinner event – anything
entry on website that will draw a crowd.
Your employer
Use of PowerPoint Yes. Have a look at the collateral in Ask your company to sponsor you or to help you raise funds Media and publicity
presentation supplied the dropbox http://bit.ly/1euC3Gi or within your workplace or further afield in your industry. If
by Clipper Ventures alternatively email Amy, Amartindale@ The Clipper Ventures communications team can help you
you have an in-house magazine ask to write an article about
clipper-ventures.com place editorial pieces about your participation in the Clipper
Clipper 2015-16 Race or to follow your progress as you
2015-16 Race. Tailored press information can be distributed
prepare for the race. You can use photos you take on your
Use of official Clipper None. Crew members themselves may to your local media and supported with race photography
training courses to illustrate the articles and you can use
Race imagery use the selection of official photos we and footage. To help you establish credibility and further
the selection of images we provide from the race. Similarly,
provide and any they recognition always obtain copies of this coverage and
you could write an article for your industry-specific magazine
take on board. include press cuttings when you send out letters requesting
about what you are doing and how it will help your area of
sponsorship.
expertise on your return.
Use of photographic Yes. Rights-free use of material
Email Amy Martindale at amartindale@clipper-ventures.com
and written material generated by sponsored crew Get your colleagues on board by giving a lunchtime or early
to let us know what you are up to or to ask for assistance.
generated by crew member for use in internal and external evening talk on your participation in the Clipper Race and your
member communications e.g. newsletters and fundraising efforts. Play them short videos on our YouTube
intranet. channel youtube.com/clipperrtw.
Use of official video For PR purposes by arrangement with Chamber of Commerce

footage of Clipper Race Clipper Ventures. and local business networks
Communications Material for supporter’s use to be

Find out if your company is a member of your local Chamber
of Commerce. If so, mail out a letter to selected affiliated
BE INSPIRED Local businesses
support crew member
transmission costs from generated by crew member and companies explaining what you are doing and the benefits
yacht transmission costs covered at crew they will enjoy from sponsoring your participation. You could
Clipper 09-10 fundraising guru was He used his experiences from his pre- race
member’s expense. give a presentation to their board or sales management team
undoubtedly round the worlder Andy Milner. training to pass on to local schools and to
– motivational experiences are a bonus for sales teams. If your
Andy, who works for Eastleigh Borough write articles for one of his sponsors on
Use of yacht afloat None. company is not a Chamber member you’ll have to do a little
Council in Hampshire, secured sponsorship how those learnings can be applied to the
more legwork to find the contacts
to pay for his berth fee from five organisations challenges of team building and leadership in
Use of yacht in port Individual yacht tours for up to four including his employer and one of the local government.
people hosted by crew member – Groups such as Rotary, Round Table and Lions are specifically professional organisations to which he
His website is comprehensive, well put
to be agreed with skipper. set up to help the local community and organise functions belongs. He also worked with a local charity,
together and his training blog is a great read –
throughout the year to raise funds for local good causes. the Rainbow Centre for Conductive Education
if you’re just embarking on your race adventure
As well as having well-connected members and a wealth of in Fareham, Hampshire. By February 2009
pull up a seat and log on to www.meridian360.
knowledge about raising money these groups are always Andy had already raised almost £3,000
me.uk to read about Andy’s time on the race.
looking for inspirational speakers. towards his £10,000 target for the centre.
There are even some good tips on kit to take
with you.

03
IN ING PART 1
TRA

IN ING PART 1
TRA
PER
CLIP TRAINING
RA CE A core element Working with our professional skippers
and mates, you will live onboard 68-
of the Clipper Race foot and 70-foot yachts. From day
one you will build teams, learn the
experience is our ropes, cook, clean and race. On top
pioneering training of that you’ll learn the basics of yacht
maintenance and management, racing
programme that tactics, survival at sea and weather
enables novices routing. The most important skill you’ll
learn is being part of a multi-disciplined
and skilled high performance team that will
yachts-people function in every condition that Mother

Nature can throw.
to tackle the Your training will consist of four
most challenging compulsory practical courses,
Level 1 – 4. Each course will
situations on comprise of both theoretical and
the planet. practical training, building on the
skills of the previous level to fully
prepare you for the challenges you
We take the lessons from having will face during the race.
raced more than three million miles
and apply them to our global training
courses, constantly developing the
course to keep pace with the increasing
demands of the race and ensure you
are trained to the highest level.
If you have any Thea George Head of Training

tgeorge@clipper-ventures.com
questions at any +44 (0) 2392 601 253
time during your Ben Bowley Chief Instructor UK

bbowley@clipper-ventures.com
training please do
not hesitate to contact Jim Dobie Chief Instructor Australia
+61 (0) 2 9363 2020
the training team. jdobie@clipper-ventures.com
45 Clipper 2015-16 Race Crew Manual Clipper Race Training - Part 1 46

05
IN ING PART 1
TRA
RACE
TRAINING
OVERVIEW
LEVEL 1 Introduces the basic principles of sailing, how a boat

functions and teaches personal safety, along with the
Level 1 = 7 days (total duration),
6.5 days (on water), 0 days (shorebased)
Crewing Skills principles of good seamanship.
LEVEL 2 Continues the development of basic sailing and seamanship

skills from Level 1 but focuses more on living onboard and
5 days (on water), 1 day (shorebased)
Offshore Sailing and Life onboard sailing in watch systems. This course has a heavy offshore
component with a number of nights spent at sea which will
allow crew to experience life onboard at sea and experience the
roles that occur whilst not on deck. This level includes a one day
sea survival course.
LEVEL 3 While continuing to draw on skills learnt on the previous

levels, Level 3 will introduce the asymmetric kite. This level will
5 days (on water), 1 day (shorebased)
Asymmetric Spinnaker Training enable crew to further develop their sailing skills and acquire
and Racing Techniques new navigational, meteorological and watch leader skills in an
offshore environment.
LEVEL 4 Consolidates all the crews sailing, seamanship and racing skills
in an offshore racing environment and enables the race skippers
6.5 days (on water), 0 days (shorebased)
Team Tactics and Offshore Fleet Racing to develop their race teams and boats in a realistic setting.
Race Training Hubs UK Training Headquarters

Training in the UK takes place at Clipper Ventures training base
It is very important to us that in Gosport on the south coast of England. Conveniently based on
the training we provide is both the western side of Portsmouth Harbour we have easy access to
the Solent and English Channel, a world renowned sailing area.
relevant to the adventure you are The highly experienced training skippers take full advantage of this
about to embark on and of the incredible sailing area and during your training you will encounter a
highest possible standard. variety of conditions in the shelter of the Solent and out in the
less forgiving seas of the English Channel. Your training may also
For this reason there are only a few places where take you to some of the more remote ports along the south
you can undertake your training. You can choose coast of England.
to complete all of your training at one centre or mix
your courses between them. The training is delivered on our fleet of ocean racing yachts.
The Clipper 70s and the earlier fleet of Clipper 68s, having
completed four circumnavigations, are the perfect
platform for the Level 1 course.

05
IN ING PART 1
TRA
RACE
TRAINING HUBS
Clipper Race Training Australia Level 1 Training

New for Clipper 2015-16 Race is a training hub based
in Sydney, Australia., This is currently the only training Total duration: 7 days
centre outside of the UK accredited to deliver the Clipper Time on water: 6.5 days
Race training scheme. The centre is operated by highly
experienced instructors, some of whom are previous
Clipper Race skippers. Level 1 training will introduce you to the basic principles of sailing and seamanship
and teach personal safety techniques. You will learn all of the basic crewing skills
Sydney Harbour provides a great place to learn to sail
providing protection from the Pacific ocean with a typically which will become the bedrock of your sailing expertise.
north easterly breeze, plenty of space to practise in whilst
being surrounded by iconic scenery. Offshore passages We will focus on personal safety, good seamanship and the importance of teamwork, learning key skills which will promote both
can take you either north or south of the harbour providing personal safety and the safety of your fellow crew mates. It will also provide an important insight into the inherent risks involved in
challenging training in a variety of conditions. ocean racing and, most importantly, how to minimise them.
Our Australian based training will be delivered on the You will meet your training skipper and mate who will introduce you to the Clipper 68 training yacht which will be your home for the
Clipper 68s and will follow the same format as the training week. During the evening you will be briefed about safety on board as well as all of the on board safety equipment. The following
provided in the UK. six days will be spent in the English Channel where you will be put through your paces, learning everything you need to know to be
a safe and effective crew member.
Levels 1-3 are available for completion in Australia, with
the requirement for Level 4 to be completed in the UK.
Course Content
Pre-course reading Practical talks Practical experience
Knots All safety equipment Preparing the yacht for sea

Nautical names and terms Man overboard Sail hoisting and lowering
How sails work Points of sail Sail folding and care
UK Training Australia Training Types of boats/yachts Knots Tacking and gybing

Technical clothing Reefing
Meteorology Headsail changes
LEVEL 1 LEVEL 1 Life jackets and life rafts Poling out headsails
Crewing Skills Crewing Skills Standard Operating Procedures (SOPs) Man overboard
Standing Orders Helming
Know your boat Log keeping
LEVEL 2 LEVEL 2 Life jackets and life rafts
Offshore Sailing and Life Onboard Offshore Sailing and Life Onboard Systems below deck

LEVEL 3 LEVEL 3 Note: pre-course reading is contained within the training manual
Asymmetric Spinnaker Training and Racing Asymmetric Spinnaker Training and Racing
Qualifications gained at Level 1
LEVEL 4 RYA Competent Crew
Clipper Training Level 1 Endorsement
Team Tactics and Offshore Fleet Racing

05
IN ING PART 1
TRA
LEVEL 1
SYLLABUS
Level 1 Syllabus
1. Nautical terms 3. Emergency equipment 4. Helmsmanship and sailing
• Has sufficient knowledge of sea terms and parts of • Understands the action to be taken in the event of an MOB • Understands the basic principles of sailing and is able to trim sails on all points of sail
a boat, her rigging, sails and equipment to be able
• Understands how and when to operate all safety • Understands the process of tacking and gybing and the actions to be taken in all positions
to operate effectively as a crew member on board
equipment including • Is able to steer a straight course during day and night on all points of sail
during day to day activities
- Distress flares • Ability to steer a compass course
2. Deck work - Life rings and danbuoys
• Sail handling - GPS MOB button 5. Rules of the road
- Fire pumps, extinguishers and blankets
- Understands how to bend on, hoist, lower and • Has a basic understanding of the rules
flake sails for stowage - SARTs and EPIRBs
• Is able to keep an effective lookout at sea
- Can work as part of a team to reef the mainsail - VHF and DSC
and understand its purpose
- Can work as part of a team to change a • Life jackets and harnesses 6. Standing Orders and Standard Operating
headsail - Has an awareness of life jacket design and Procedures (SOPs)
- Effective use of sheets and halyards construction
7. Meteorology
- Understands how to inspect and fit a life jacket
• Rope work and harness • Sources of weather information
- Understands how to handle ropes in the - Is able to operate a life jacket and utilise all • Global weather systems
following situations equipment including spray hood
- Coiling - Is aware of and complies with rules 8. General duties
- Stowing for when to wear it
- Securing to cleats and bollards • Is able to work as a safe and effective member of crew
- Effective use of warps when mooring • Has a knowledge and understanding of systems below deck
• Life rafts
• Has an understanding of good hygiene onboard and recognizes its importance
- Ability to tie the following knots - Correct stowage and containment on board
• Has carried out all general duties satisfactorily throughou tthe week including
- Figure of eight - Life raft design and construction
- Admiralty knot - Launching - Log keeping and position fixing
- Clove hitch - Understands the actions to be taken - Cooking
- Rolling hitch
in the event of abandoning ship and - Cleaning
- Bowline
boarding a life raft - Basic maintenance tasks
- Round turn and two half hitches
- Righting a capsized life raft
- Single and double sheet bend
- Reef knot - Life raft equipment
• Deck gear
- Safely operates all deck gear and
understands potential risks
- Understands how to use spinnaker poles and
their associated control lines

05
PART 1
THE TRAIN ING
EVOLUTION HULL AND

OF THE EXTERIOR
CLIPPER
The hull construction utilises lessons
learnt from the previous races employing
well-proven composite construction
materials and methods.
The hull and deck are of a sandwich Jammers and organisers have The addition of a state-of-the- art HD
construction using glass fibre, epoxy been located in easy to operate fixed camera system also ensures
resins and structural foam. More locations allowing crew to swiftly that every piece of action on deck
commonly called Foam Reinforced change settings. The mainsheet  will be captured and used by media
Plastic (FRP), this construction method has been placed further aft in the and broadcasters around the world to
is light, stiff and is proven to produce an cockpit, permitting a better level  showcase the conditions faced during
incredibly strong and safe hull. of communication between the  the race by the crew.
crew as they undertake the various
Modern features have been included evolutions during tacks, gybes,
within the design of the hull, which hoists and drops.
along with the twin rudders will give
improved directional stability when The aluminium mast towers 95-
heeling, provide the helm with more foot above the waterline and is
control and an overall faster ride. rigged using tried and trusted
materials and methods to further
The introduction of the Clipper 70s for the last race The deck layout provides a well-
designed office for the crew to perform
improve overall safety. Mast-mounted
instruments will provide the crew
marked a great milestone in the history of the Clipper in. Eleven Harken winches, including with immediate feedback on sail
the primaries controlled by twin three- MAP AUSTRALIA
Race. The 70-foot yachts, designed by renowned Naval speed coffee grinders, will swiftly bring
trimming and boat speed.
architect Tony Castro are the shining jewel in the Clipper the sails under control.
Race crown, stretching from now until 2020.

Two more boats will be added to the fleet, making it New features on the Clipper 70s include twin helms,
VITAL STATISTICS
14-strong, for the biggest ever race, increasing crew twin rudders and a six-foot bowsprit, which allows the Length overall (LOA) 75ft 10in 23.15m
capacity to around 780 crew in the tenth edition of the inclusion of three large asymmetric spinnakers and a Length on deck (LOD) 69ft 10in 21.30m
FOLLOW US
Clipper 2015-16 Race. suit of Yankee headsails, which will all add to increase
Length at waterline (LWL) 67ft 11in 20.70m
performance and boat speed.
As with all stripped down ocean racing yachts, the Beam 18ft 6in 5.65m
Clipper 70s are not for the faint hearted. They are, by The inclusion of state-of-the-art features in the new hull Draft 9ft 10in 3.00m
design, stripped of all luxuries. You will need to become design produces a better performance and control, Full load displacement 34 tons 34.54 tonnes
an expert at living in a confined space, managing all your especially in the light winds encountered near the Clipper Ventures PLC,
Mast
GET CONNECTED
kit and belongings as you settle into your home. Equator or between weather systems when crossing Unit 1 height
A, Granary & Bakery, 87ft 6in 26.66m
oceans. In the 2013-14 edition they are already laying Royal
SAIL AREA Marina, Weevil Lane,
Clarence
The Clipper 70 design is faster and more dynamic than Facebook/clipperroundtheworld
down the gauntlet and breaking race speed records , Gosport PO12 1FX.
previous Clipper Race yachts and promises to attack the Asymmetric Spinnaker Twitter/clipperrace 3,552ft2 330m2
raising the bar for your race.
40,000-mile racecourse head on. Tel:
Mainsail +44(0)23 9252 6000 Youtube/clipperrtw 1,291ft2 120m2
The design provides total control in the heaviest of Fax: +44 (0)23 9252 6252
Yankee
Instagram/clipperrace
1,324ft2 123m2
Insta
The twelve-strong fleet is a stark comparison to the one conditions, ensuring not only high speeds, but safety too. Email: info@clipper-ventures.com Live Stream/clipperraceteam
which began the very first Clipper Round the World Yacht Staysail 538ft2 50m2
Race in 1996. Development ideas have been taken from
both the previous yacht designs: the Clipper 60s and BERTHS 24
Clipper 68s.
CONSTRUCTION Foam cored glassfibre
53 Clipper 2015-16 Race Crew Manual Training 54

05
IN ING PART 1
TRA
INTERNAL
DESIGN
GRIB weather
files will be studied
and courses mapped on
the navigation computer while
You will find a photos, diaries and videos will be
stripped-out interior edited and sent back to Clipper Race
below decks with 24 HQ using the powerful marine computer.
bunks, a state-of-the-art
navigation station and a
simple galley. Watertight
bulkheads and doors are The engine and generator  are mounted behind the companion
placed at strategic locations way steps. Their mid-ship position brings increased stability
to provide compartmentalisation and balance to the hull and it also keeps all the ancillaries
in case of flooding. and electrical components in one maintenance-friendly area.
The navigation station is placed towards the stern, providing Centrally, just aft of the mast, sits a simple horseshoe-
a closer link between the navigator and helmsman. It is shaped galley, which will feed in to the communal area.
equipped with all  the latest navigation electronics, navigation This is where crew briefings and all-important meal times
computers and up-to-date satellite communications. This can take place. Crew accommodation runs from the stern
area of the yacht will provide the skipper and media crew forwards in a series of double bunks and stops short of
member on board with the ideal area to work in. a watertight bulkhead towards the front third of the boat.
Ahead of this is a large compartment for storing sails, with
the main hatch located directly above.
CLIPPER 60 CLIPPER 68 CLIPPER 70
• 60-foot yacht • 68-foot yacht • 70-foot yacht

• 72-foot mast • 89-foot mast • 95-foot mast
•  Designed by David Pedrick  • Designed by Ed Dubois • Designed by Tony Castro
• Debuted in the Clipper 96 Race  • Debuted in the Clipper 05-06 Race • Debuted in the Clipper 13-14 Race 
• Retired after the Clipper 2002 Race • Retired after the Clipper 11-12 Race • 12-strong fleet - Increasing
• 8-strong fleet • 10-strong fleet  to 14-strong fleet
• Record top speed 19 knots surfing • Record top speed 29 knots surfing • Tops speeds of  over 30 knot

05
IN ING PART 1
TRA
PRE
COURSE
READING
The Clipper Race training Figure of eight Reef knot Rolling hitch
courses have been This is a stopper knot. It is used to stop the end The reef knot is used when there is tension on both ends, for example This is used to attach a rope to another rope so that it grips it.
designed to teach you of a rope pulling through a hole. tying a bundle of sail when reefing. It is used to take the strain off a line that is fouled.
all you need to know in 1) Make a bight in the rope 1) Remember to keep working with 1) Pass the end over the
order to be a safe and the same end. Right over left fouled rope
efficient crew member on

board. There is a lot of
information to take in.
We recommend you take a look at the following pre-course
reading in order to begin to learn and understand some of 2) Make a loop by passing the tail 2) And under 2) Pass it around the rope
the techniques and principles of sailing. Many of these will over the standing part and itself
be covered during your course but if you already have a
good grasp of them before you step on board you will benefit
greatly.
Knots
3) Pass the end under the standing 3) Carry on with the same end... 3) Take it around the rope
Introduction
part of the rope and itself again
The ability to tie and use appropriate knots while at sea is
an essential skill for all sailors. At first there will seem to be
a lot of complicated knots to learn but, with time, you will
find yourself tying them without any thought. It is also very
important that you learn how and when to use the different
knots. Making sure you are able to untie a knot is equally
as important as making sure it will not come undone at the
4) Pass the end through the loop 4) Left over right 4) Around the rope again but
wrong time. Here you will find a guide to tying the eight most
this time pass it under itself
useful knots that you will use. Try to learn these off by heart.
Once you master these there are many more you can learn.
5) Pull the knot tight 5) And under and pull tight

05
IN ING PART 1
TRA
PRE
COURSE
READING
Sheet bend and double sheet bend Bowline
This is used to join two ropes of similar thicknesses. A double sheet bend is a more secure version of the knot and can be The bowline is one of the most important knots you will use on the Clipper boats. It is used to make a secure loop in a rope and its main use on
used if the ropes are very different thicknesses. board is for securing the yankee and staysail sheets to the clew of the sails. One of the main advantages of the bowline is that no matter how
much load the knot has been under it can easily be undone.
1) Make a loop in the 1) Start with a single sheet bend
thicker rope
1) Form a bight of the required 4) Pass the end under the
size. The bigger the bight the standing part of the rope
bigger the loop will be
2) Pass the thinner rope 2) Pass the end under the thick rope
through the loop for a second time and back under
its own standing part 2) Make a small loop as shown 5) Then pass the end of the
rope back down through
the small loop
3) Pass the end around 3) Pull tight

and under the loop in
the direction that will 3) Pass the end up through the 6) Finally, pull the knot tight
eventually leave both ends small loop
on the same side
4) The end of the thinner

rope then goes under its
own thinner part
SIR ROBIN’S TOP

The bowline is one of the most useful knots to know.
You will need to tie it quickly and sometimes in difficult
5) Pull tight. Double check conditions so give it some extra practise!
that the loose ends are
on the same side

05
IN ING PART 1
TRA
PRE
COURSE
READING
Round turn and two half hitches Clove hitch Admiralty knot
The round turn and two half hitches is used to attach a rope to either a ring or post. It is a very secure knot that is easily undone, even after large strain The clove hitch is used to attach a rope to a ring or a post. It is a very secure The admiralty knot is a stopper knot used to prevent the end of
has been exerted on it. Its most common use on the Clipper yachts is for tying the fenders onto the stanchions when mooring the boat. knot that is easily undone even after large amounts of strain have been ropes passing through sheaves. On many small boats a figure of
exerted on it. Its most common use on the Clipper yachts is for tying the eight is used for this purpose, however, with the size of the lines
1) Pass the end around 4) Repeat to form a second fenders onto the stanchions when mooring the boat. on the Clipper yachts and the durations for which they are at sea
the object half hitch the Admiralty knot is more secure.
1) Pass the working end around
the object 1) Start by looping the tail over
the standing part
2) Take another 5) Pull tight

2) Then wrap the tail over the
complete turn 2) Then pass it back over the
standing part three times
standing part
anti-clockwise
3) Pass the tail through the

wraps going from the
3) Take the end over 3) Pass the working end standing part
the standing part, around the object and tuck
around and back the end through the loop that
through to form a is formed
half hitch
4) Finish by pulling the tail and

standing part away from
each other
4) Pull tight

05
IN ING PART 1
TRA
PRE
COURSE
INTRODUCING READING
How Sails Work

17
Many people think that sailing boats are Air flowing around the outside
31 pushed along by the wind. This is true convex surface travels faster
than the air on the inner
when sailing downwind however upwind concave surface.
16 21
sailing is a little more complex.
18 25
19 A sail works in the same way as an aircraft wing. The flow of air over the
30 26
aerofoil shape of the sail produces pressure changes on either side of
15 it. High pressure is generated on the windward side of the sail while low
22 23 28 pressure is generated on the other; this pressure difference results in a force
14
known as ‘lift’ and it is this force that essentially sucks the yacht along.
12
1 20
32
11 There are several theories as to how ‘lift’ is generated by a sail and this is the
8 10 29
2 subject of many books. Our intention here is simply to help you understand
the basics of how sails work. The fluid dynamics of sail power can come later
7 9
13 for those who are interested.
3 If the air flowing around the
24
As air flows over the two surfaces of the sail the air on the inner, concave outside did not flow faster a
6 27
surface is slowed due to friction with the sail, while the air on the back convex vacuum would form at the leech
surface accelerates. If it did not accelerate a vacuum would form which
5 4 nature will not allow therefore the air has to accelerate to fill this vacuum.
33
So, we have established that air flow

around the back of a sail is faster than air
flow on the inside of the sail resulting in a
THE CLIPPER 68 difference in air pressure on either side.

This is explained by Bernoulli’s principle.
Bernoulli’s principle
1. Satellite communication system 12. Halyard winches and clutches 23. Vang As the velocity of a fluid increases, the pressure exerted by that fluid High pressure Low pressure
2. Radar 13. Companionway hatch 24. Cockpit decreases.
3. Emergency Position Indicating Radio Beacon 14. Main hatch 25. Pulpit A good example of this principle is when you see the smoke from an open
4. Gas locker 15. Rope locker 26. Foredeck fire being sucked up a chimney on a windy day. The air at the top of the
chimney is accelerated due to the wind while the air inside is stationary Difference in
5. Horseshoe lifebuoy 16. Main sail 27. Topsides pressure
therefore according to Bernoulli’s principle the air pressure at the top of
6. Helm 17. Yankee 28. Life raft creates lift
the chimney is lower than the air pressure inside so the smoke is sucked
7. Compass binnacle 18. Staysail 29. Shroud out of the chimney.
8. Main sheet 19. Yankee sheet 30. Backstay
The resultant force caused by this pressure gradient is known as ‘lift’
9. Primary winch 20. Staysail sheet 31. Forestay
which is exerted in a direction perpendicular to the sail. It is lift that
10. Three speed ‘coffee grinder’ winch control 21. Mast 32. Guard wire
enables sailing boats to sail upwind. The force generated not only moves This is obviously a very simplified explanation of how sails work but
11. Snake pit 22. Boom 33. Boarding ladder the boat forward, there is also an unwanted sideways force. We are will give you a basic grasp of the principles. We will build on this
constantly trying to improve this mix through sail trim. at a later stage.

05
IN ING PART 1
TRA
PRE
COURSE
READING
Collision Regulations The second blind spot exists to windward during strong winds
when rain and spray sting the eyes making it very difficult to
Fishing boats Unlike merchant and fishing vessels, not all the skippers in charge
are qualified or experienced seafarers. This is not to say that these
Other very common vessels that you will come across are fishing
maintain a good lookout. In addition to this our natural instinct to vessels will not be sailed professionally as there are many highly
Despite the vastness of the world’s stay dry and warm does not encourage us to maintain a good watch
boats and trawlers. They will often be found working in groups
and are massively constrained in their ability to manoeuvre experienced and professional skippers out there. The point is that
to windward.
oceans the large majority of vessels when engaged in fishing activities. Most commercial fishing you cannot always take it for granted that the skipper will take the
is conducted at around five knots but these vessels are capable of consistently predictable actions you may expect.
still operate in a relatively small area, Once another vessel or object has been identified the next task
is to determine whether a risk of collision exists and what action some impressive speeds, especially when they are on the way home!
whether this is the giant, unmarked needs to be taken in order to avoid it. In order to do this you will
It is also worth remembering that sailing vessels engaged in racing
conform to a whole different set of rules: the racing rules of sailing.
marine highways known as shipping need to understand a little about the different types of vessel you
are likely to meet. This does not mean that they are not also bound by the normal
lanes or in and around ports and collision regulations but it is perhaps worth making some allowance
as they may be preoccupied by the racing.
harbours where you can find merchant Merchant shipping
ships, fishing vessels and yachts happily The great majority of vessels that you will encounter at sea will
Motor vessels
be merchant vessels. These will come in all shapes and sizes
existing alongside each other, pursuing depending on their function and area of operation. These ships
Like sailing vessels, motor vessels also come in a wide variety of shapes
their separate agendas. generally operate on an unforgiving schedule and will usually take
the shortest route between ports, forming giant, unmarked marine
and sizes, from large luxury super yachts which often look more like
highways called shipping lanes. These ships are classed as motor ships, to smaller leisure craft and rigid inflatable boats (RIBs) designed
This is possible due to a set of rules by which all vessels operate for inshore use. As with sailing vessels there is no requirement for the
vessels and are therefore required to give way to sailing vessels
and which has been developed over the past 150 years. These
however it should be noted that often the field of view of the deck skippers of these smaller vessels to be qualified or even experienced.
rules are the International Regulations for Preventing Collisions at
officer is limited due to the size of the ship and its cargo. In open This is not to say that these vessels will not be driven professionally as
Sea (IRPCS). The IRPCS are comprised of many rules and it is
water the bridge will often only have two people on watch at any there are many highly experienced and professional skippers out there.
imperative that everyone who goes to sea has a clear understanding
time. You should therefore never assume they have seen you! The point is that, as with sailing vessels, you cannot always take it for
of how they are applied on the water.
granted that the skipper will take the consistently predictable actions
In inshore waters these vessels are often restricted by their draftt
There are many books from which you can learn the rules and several you may expect.
and ability to manoeuvre. A large container ship can draw up to
of these are listed in the reading list in Section 9. We will look at
15 metres (50 feet) and their propellers and rudders are less
them in more detail during your Level 3 training however, for now,
effective in shallow water, so even if they wanted to try to avoid These days even the smallest of motor vessels has a lot of power
there are a couple to be aware of.
you they probably couldn’t! During the day these ships will display
and is capable of travelling at high speed therefore a boat spotted
a cylindrical day shape on their mast.
several miles away will be on top of you very quickly and this needs
Rule 5. Look out
During fishing and trawling operations these vessels are often to be taken into consideration when trying to avoid them.
Every vessel shall at all times maintain a proper look-out by sight and connected to hugely complex structures of wire, cordage, heavy
hearing as well as by all available means appropriate in the prevailing metal and netting making them very unmanoeuvrable. They also often
circumstances and conditions so as to make a full appraisal of the operate in close proximity to each other, wrecks and other underwater
situation and of the risk of collision. obstructions. It is well worth keeping a good lookout for these vessels
and ensuring you give them a wide berth. During daylight hours these
This is the most fundamental rule. If this is not observed the rest of
the rules may as well not exist, however most sea farers will admit vessels will display an hourglass shape in their rigging when they are
to letting it slip from time to time, especially on a sailing yacht where fishing but be warned - they often display this whether they are fishing
the sails and sometimes the heel of the boat obscure the view. It is or not!
the responsibility of everyone on board to maintain a good lookout
by both sight and hearing at all times. If you see or hear something
Sailing vessels
report it to the skipper, mate or watch leader immediately and never
assume they have already seen it. Sailing vessels come in a wide variety of shapes and sizes, from
old fashioned square riggers with enormous sail area and limited
On a sailing yacht there are two potential blind spots. Low clewed
manoeuvrability to cutting edge high performance racing yachts which
headsails create a very large blind spot on the leeward bow. The
high cut clew of the sails on the Clipper 68s helps mitigate this but are highly manoeuvrable and capable of high speeds. There is, of
there is still a blind spot when the boat is well heeled over. On any course, a raft of yachts between these extremes with differing functions
yacht this spot is particularly bad if you are sitting on the windward and manoeuvrability.
side of the cockpit.

05
IN ING PART 1
TRA
SAFETY
Safety Brief
Every time you get on a Clipper yacht you will be given a safety Importance of staying on board
n
briefing. If at any time you are unsure of any of the points that are What to do if in the water
n
covered please ask your Skipper or Training Mate for clarification. - Wet weather gear
Remember – this is for your safety and it is your responsibility to Availability and location
n
ensure you understand and are familiar with the environment you will Importance of staying warm and dry
n
be working in. - Sunburn and exposure

- Avoiding dehydration
Your safety brief will include the following • Safety equipment on deck
• Welcome - Location and operation of life rings and danbuoy
• Introduction to the boat and staff - Location and operation of EPIRB
• Overview of the course or delivery - Location and operation of throwing line
- Location and operation of safety knives
• Orientation of the sailing area
- Location and operation of life rafts
• General safety - Location and operation of emergency steering
• Moving around deck • Safety equipment below decks
- Always work on the high side
- L ocation and operation of fire extinguishers, fire blankets and
- One hand for the boat, one for yourself
fire pump
- Trip hazards
- Location and operation of man overboard equipment
Cockpit fiddles
n
- Location and operation of search light
Hatches - open and closed
n
- Location of first aid kit and medical stores
Spinnaker and jockey poles
n
- Location and operation of all through hull fittings
Deck blocks
n
- Location and operation of bilge pump system
Hand rails
n
- Location and operation of pyrotechnics
Winches
n
- Location and operation of gas system shut off valves
Cleats
n
- Location and operation of fuel shut off valves
Jammers
n
- Location and operation of VHF radio, DSC, Sat C and satellite
Ropes and lines
n
communications
Jackstays
n
- Boom and mainsheet • Safety below deck
• Winch safety - Precautions when using companionway steps

- Clipping on before exiting the companionway
- Minimum number of turns
- Precautions when moving around below
- Pulling in by hand
- Precautions when cooking
- Loading up
- Use of lee cloths
- Easing
- Releasing • Safety procedures
- Use of safety turns - SOPs and Standing Orders
- Use of jammers in conjunction with winches - Gas routine
- Use of and stowage of winch handles - Maintenance of the Ship’s Log and position on paper charts
• Personal equipment - Emergency radio procedure
- Skipper’s standing orders
- Life jackets
Clipper life jackets are to be worn at all times when on deck
n
• Domestic
Fitting
n
- Heads
Crotch strap
n
Location and operation
n
Inflation
n
Hygiene
n
• Automatic - Fresh water system and pumps

• Manual
Necessity to save water
n
Light
n
- Tidiness and hygiene
Whistle
n
- Smoking and alcohol policy
- Mobile phone policy

05
IN ING PART 1
TRA
LIFE JACKETS
AND HARNESSES
Yachting is one of the Basic seamanlike practices Your life jacket should be worn Distress Situations
safest leisure sporting • Always move along the high, or windward, side of the yacht
at all times whilst on deck. Man overboard
• One hand for you (to hold on) and one hand for the
activities and many sailors yacht (for the job) • Adjust your life jacket each time you put it on. The waist belt This is every sailor’s worst nightmare and prevention is definitely
will never be required to deal • Always be aware of what is happening around you should be a tight fit when your fist is placed between the strap and better than cure. Being physically attached to the boat is an
excellent first step! Your safety line should be used whenever there
with a serious emergency • Always sit upwind of sails and rigging, especially when
a sail is being lowered
your chest
is any danger of unsteady motion on the boat. Remember that if you
• Always use the crotch strap
situation. However it is a well • Always look out for others, especially when involved in • Your life jacket should be kept around your neck or in your
go overboard at night or in bad weather there is a significant risk
that you will not be found.
proven fact that in the event of manoeuvres or on the foredeck
• Always have your knife with you and easily accessible
designated life jacket pocket
Immediate action
an emergency at sea, people • At night you should always have your torch easily accessible
• Never leave it lying around on or below deck. You may need to be
able to locate it quickly
• Raise the alert
• Stop the boat
who have received training • Never run, either on board or on the pontoons
• Locate the casualty
Use of safety lines
are more likely to survive. • Look after all the on board equipment
• If you see a job – do it
In the event of a man overboard follow this standard procedure
Safety lines should always be worn with life jackets. Crew who fall
• If you do a job – do it properly Raise the alarm
overboard on a yacht have often gone to the trouble of putting on a
By its very nature ocean racing involves an element of risk. It is not The call of ‘MAN OVERBOARD’ should be made by everyone, as loud
possible for us to remove this, nor would we want to as it is a key safety harness yet have not actually clipped on, possibly one of the
Life jackets and harnesses as you can. If the skipper is sleeping make sure he/she is woken.
part of the appeal for so many people. Accidents are unfortunately easiest aspects of using a harness.
inevitable; it is only through continuous awareness of potential Each time you join your Clipper yacht you Stop the boat
will be supplied with a life jacket You should clip on at all times but Once the helmsman is certain that everyone on deck is in a safe
dangers and creating techniques that reduce exposure to risk that
with integral safety harness. This will particularly in the following situations location they should immediately perform a crash stop or hove to.
we are able to minimise them and deal with them appropriately and
quickly. This is as important for us as race organisers as it is for be yours for the duration of the trip and • At night Locate the casualty
the race crew and is a priority right throughout the yacht build, the could save your life, so look after it! • When working on the foredeck One person should constantly look and point at the casualty. This is a
training and the race itself. Providing a minimum of 150N (Newtons) • Before coming on or going off deck VITAL role and this person should not do anything else.
of buoyancy it is designed to ensure that • In heavy weather
For this reason emergency drills such as a man overboard, steering
an unconscious person floats face up and Throw the danbuoy and life ring
failure and medical emergencies will form a key part of your training.
When clipping on make sure you only clip on to the jack stays which The crew member nearest the danbuoy should immediately throw this
They will be repeated time and time again throughout your training is suitable for both swimmers and non
and the horseshoe life ring overboard.
sessions and you will gain experience of the actions to be taken swimmers alike. run down both side decks or the fixed eyes which are designed for
under a wide variety of conditions. this purpose. Also ensure you always clip on to the windward side of Press MOB button on GPS
Your life jacket can either be inflated orally, by blowing into the the yacht as this will prevent you falling overboard. The crew member nearest the navigation area presses the GPS Man
For your own safety you and everyone else you are training with must inflation tube, or by carbon dioxide which is stored in a sealed Overboard button and writes down the GPS position in the logbook.
make themselves aware of the Clipper Standing Orders and SOPs. metal bottle. The gas is released manually by pulling a toggle or
Start engine
automatically when immersed in water.
Once the GPS MOB button has been pressed the same crew
Personal Safety Each time you are issued with a life jacket you SIR ROBIN’S TOP TIPS member should start the engine and inform the helmsman they have
We all have to take responsibility for our own personal safety as well done so.
should carry out the following checks
as a responsibility towards the safety of others on board. An example As well as holding on make sure you clip on whenever
• Inflation test: orally inflate life jacket and leave for one hour, you can. It may slow you down as you move around the Drop sails
of this would be to look after other crew members by checking their life Both yankee and staysail should be dropped.
then check it is still fully inflated boat but your safety is more important.
jacket is fitted correctly whenever you know they have just put it on –
• Remove the CO2 cylinder and make sure it has not been
they will do the same for you. Prepare equipment
pierced. Ensure you replace it tightly into the The boat hook, lifting strop and scramble net must be made
firing mechanism ready and attached to the deck or an appropriate halyard. A crew
Never clip on to
• Check the straps for chafe and that the stitching on all straps, member must be prepared as a swimmer with a life jacket and
including your safety line, is not worn • The steering pedestal climbing harness.
• Check the emergency light is working and the whistle • The pulpit / pushpit
• Sheets or running rigging
Recovery under engine
is present and attached to the life jacket
Man overboard manoeuvres are always carried out under engine
• Check all buckles and clips for damage • Standing rigging
unless, for some reason, the yacht’s engine is not functioning.
• Guard wires or stanchions
This is to ensure that the casualty is recovered as quickly as
possible in order to maximise their chances of survival.

05
IN ING PART 1
TRA
SAFETY
WIND DIRECTION
Recovery manoeuvre under engine What to do if you are overboard Foam fire extinguishers can be used on all other
types of fire, including electrical, except for diesel or
1. Casualty falls overboard ( ) • Make sure someone knows you have gone overboard
4 oil-based fires.
2. Crash stop • Inflate your life jacket and pull the spray hood over your head
2&3 • Switch on light
3. Throw the danbuoy and life ring
• Fasten cuffs and ankle seals on foul weather sailing suit and
4. Start the engine and drop the headsails
put up hood and fasten spume visor
5. Manoeuvre downwind of the casualty • Adopt HELP (Heat Escape Loss Prevention) position, crossed
Fire blankets should be used on liquid fires (cooking
6. Approach the MOB into the wind so that the arms and legs but relaxed
To windward of casualty 5 oil) or people, smothering the flames and depriving
mainsail is depowered. Pick up the MOB on the • Keep movements to a minimum to prevent cold water shock
1 the fire of oxygen.
leeward side by the shrouds • Put waves to your back
To leeward of casualty • Do not swim to the danbuoy unless it is very close
6
• Do not try to swim after the yacht, let it come to you
• Use your whistle to make sound signals
• DON’T PANIC
In the event of a fire breaking out, tackle it
WIND DIRECTION
Fire • Raise the alarm; make sure everybody on board knows about it
• Shut off all fuel valves for the engine and generator. These are
Recovery manoeuvre under sail
Several flammable items are carried on board the Clipper yachts under the galley counter
1. Casualty falls overboard ( ) including gas, oil and solvents. Great care should be taken when • Turn off the engine if the fire is in the engine space
2. Crash stop and throw the danbuoy and life ring 3 handling these items and when lighting the stove or oven. A fire on • Close off ventilation to the fire
4 board is very serious and can spread rapidly around the boat.
2 • Apply extinguisher to the base of the fire
3. Put the boat on beam reach and drop the headsails
• Use all available means of communication to raise the alarm
4. Tack around and manoeuvre downwind of the casualty Fire prevention • Prepare life rafts and crew for abandonment
5. Approach the MOB on a fine reach so that the mainsail is • Keep the engine bay and electrics clean and tidy
powered up when pulled in and depowered
when released
6 To windward of casualty • Never smoke below deck, when refuelling, handling gas bottles
or upwind of flammable items such as sails
Flood
1
6. Pick up the MOB on the leeward side by the shrouds • Always turn off the gas at the stop cock as well as on Any flood on board is very serious. Floods can happen for several
To leeward of casualty
the cooker reasons, including a hull breach due to striking an object or if one
• Always take care when cooking fats and solvents of the underwater fittings (seacocks) fails. The Clipper yachts
5 • Always report smells of gas or gas alarms are fitted with bilge alarms to warn of floods however it is very
• Always put used matches under a tap before discarding important to check the bilges regularly in order to identify flood
in the bin risks early. The bilges should be pumped dry every hour as it
Recovering a casualty Unconscious or injured casualty
is normal for them to have some water in them. In the event of
from the water There is only one option – someone has to go in and get them Fire requires three elements to burn: oxygen, fuel and heat. If any of
these elements are removed the fire will go out.
flooding due to a failed seacock or hull damage the following steps
• A swimmer should be prepared wearing the climbing harness and should be taken.
There are several pieces of equipment on board a Clipper yacht to a life jacket. He or she attaches the helicopter lifting strop to the
aid in the recovery of a man overboard including a helicopter strop harness and is lowered by halyard into the water Fire fighting • Commence bilge pumping immediately
and scramble net. The technique employed will be dependent on the
•
The swimmer them places the lifting strop under the casualty’s The Clipper fleet is fitted with several types of fire fighting • Close watertight bulkhead doors
situation and whether the casualty is conscious.
arms and tightens it around the chest using the adjustable loop equipment including both foam and CO2 extinguishers, fire blankets • Identify source of water ingress
• Both the casualty and the swimmer are hoisted back on board and a manual fire pump. It is important that all crew members know • Stop water ingress by closing seacock or plugging hole
Conscious casualty exactly where each piece of equipment is stored as well as when with a wooden bung or other object
The helicopter lifting strop is by far the most effective means of and how it should be used. • Prepare life rafts and crew for abandonment
Remember that the swimmer will
recovering a casualty. It should be attached to the end of the spinnaker • Use all forms of communication to raise alarm
also be cold and wet after this Carbon dioxide extinguishers are primarily for use in
halyard and lowered to the casualty. • If possible manoeuvre vessel relative to weather to reduce
and should also be treated as a the engine and generator compartments. They should
casualty. motion which could result in early swamping
The casualty places it under his or her arms, tightens it around the chest not be used on cooking oil fires as the blast of gas
using the adjusting loop and is smartly hoisted back on board. can cause oil to splash. Do not use on people as the
cold gas can cause burns.

05
IN ING PART 1
TRA
ROPES AND
DECK WORK
There are many ropes and lines onboard a yacht. They need to Cleats
be kept tidy otherwise they will become tangled, preventing us Cleats have many uses on boats but perhaps the most common is for securing mooring lines to the deck when mooring the yacht in a marina.
As the Clipper yachts are so heavy it is important the mooring lines are secured properly to ensure the boat is safe but also to prevent the mooring
from reacting quickly when we need to. Ropes should always be lines jamming under tension.
neatly coiled before being stowed. Using them correctly is very simple
Coiling a rope
1) In order to make all of the 4) Pull a loop of rope through the top
coils the same length use of the coil
the width of your arms
each time
Put a turn all the way around the cleat Follow this with a figure of eight And then another turn all the way around
This is enough to hold the boat and it will never jam. OXO is a good way to remember it.
2) Always coil the rope in a 5) Finally push the end of the rope
clockwise direction into through the loop. The line can now
Mooring lines
your left hand. Twist your be hung up with a clove hitch or
Every time we moor the yachts it is important to ensure that they are secure. The boats should always be secured with a minimum of a bow
right hand away from you round turn and two
and stern breast line and two springs. Often we will add two extra breast lines.
each time you form a coil, half hitches
this will stop the coils
kinking
3) Keep coiling until you have

about two metres left then
wrap the rope three times
tightly around the coil near
the top
SIR ROBIN’S
TOP TIPS
Everything on board should be stowed neatly and ready
to use. This is especially true of ropes.
You don’t want to be untangling them at the time
they are needed.

05
IN ING PART 1
TRA
ROPES AND
DECK WORK
Winches Clutches
Everything on board a Clipper 70 is big and heavy; for this reason we use winches for pretty much everything we do. The winches operate under Since it would be impractical to provide a separate winch to deal with all the various control lines, clutches are provided for some of them.
enormous loads and, if not treated with respect, could cause serious injury - hence the need to understand how to use them correctly. These devices grip a line under tension by means of a lever and cam, which enables winches to be freed for other purposes.
Using winches Using them correctly is very simple
1) Always load the rope 3) Once you can’t pull any more
clockwise around a winch put a fourth turn around the
winch and then a final turn into
the self tailor
2) Put three turns around the 4) Put the winch handle into the top
winch and pull in as much of the winch and start turning it
as you can. You should anti-clockwise. The winch has two
Clutch open Clutch closing Clutch closed
never operate a winch gears so, once it gets hard to turn,
with less than three turns try going the other way
5) Once you have finished, put the Using jammers
winch handle away. It should never
be left on the deck. Finally put one
more safety turn around the winch
to prevent the rope being kicked
out of the self tailor
Always be aware that the line you are pulling in has two ends. Winches are very powerful and can easily damage sails and other deck gear.
Always have one eye on what you are doing at the other end of the line.
Easing and releasing winches
1) Be very careful when letting 2) If you need to release a rope
a rope out on a winch, there quickly, first ease the pressure
is a lot of tension on it. To off and then lift the line up 1) A n example of both open and closed 2) To release a rope from a jammer 3) To close the jammer
let a little bit out, carefully vertically and flick off all the jammers. The white plate section simply winch the line tight until the simultaneously pull the release
take the rope out of the self turns except the last one at the forward end of the handle white plate section is visible and trigger whilst pushing the sliding
tailor but keep tension on it. indicates the jammer is open the release trigger clicks closed part of the mechanism back
Put the flat of your left hand inside the body of the jammer
against the winch (as shown
in the picture) and use both
hands to slowly ease it out

05
IN ING PART 1
TRA
ROPES AND
DECK WORK
Clipper 68 and 70 deck gear

In addition to the Before grinding make sure that the pedestal is connected to the
working winch and disconnected from any lazy winches. The
aforementioned deck gear, grinder is very powerful and can easily damage sails and other
deck gear. Always have one eye on what you are doing at the
both the Clipper 68s and 70s other end of the line.
have additional pieces of
deck equipment, the pedestal
grinder, which is often called
the coffee grinder.
In Level one, using the individual coffee grinder on the Clipper 68
will be good preparation for using the twin system on the Clipper
70 in later training and the race.
Situated in the centre of the clipper 68s deck it enabled two

people to work together to operate the primary winches and
perform some of the harder jobs more quickly.
Two people should work together on the grinder. One crew

member should stand on each side of the pedestal and take hold of
one outside handle and one inside handle as shown in the picture.
This will help to stop your heads banging together. Make sure you
do not stand too close to the pedestal or you might hurt your hands
by hitting your lifejacket buckle as you turn the handles.
Connecting the grinder to a winch:
The grinder is designed to operate both primary winches. It is

important however that the grinder is only connected to one winch
at a time. This is done using two levers which are situated at the
base of the grinder pedestal. A winch is connected when the lever
is pointing towards it, and disconnected when the lever is pointing
either forward or aft.
Winch selection levers.
Pointing out towards Pointing aft away from

the working winch the working winch

05
IN ING PART 1
TRA
WORKING
WITH SAILS
Each of the Clipper Race Always remember that your sails are your power. Without them you
will not be able to race so you need to make sure they are properly
Mainsail Controls Headsail Controls
yachts carries eleven different looked after. They must never be
Halyard Halyard
sails which can be used in a • Trodden on This is the rope used to hoist the mainsail. We This is the rope that pulls a sail up the mast. It is also used to adjust the luff tension of a sail
variety of combinations to suit • Allowed to flog use the halyard to adjust the luff tension which
affects the shape of the sail.
which, in turn, will adjust the draft position. As the luff is tensioned the draft position moves
forward.
the conditions. Each sail has •
•
Stretched out of shape
Sheeted in before they are fully hoisted
Sheet Sheet
a specific wind range within • Allowed to rub (chafe) against the rigging
This is the line used to control the angle of the This is the rope that pulls the sail in and out. By pulling it in the headsail will be sheeted in
which it will provide optimal Inspection on a regular basis should be a high priority mainsail. It has a dedicated winch on the port and the boat will be able to sail closer to the wind. When the boat bears away the sheet
performance. The best sail side in front of the helm. Care should be taken will need to be eased.
combination will depend on Sail Anatomy when adjusting the mainsheet as the loads can
be large. There should always be a minimum of Car position
the following: • Head - Top of the sail where the halyard is attached
three turns on the main sheet winch. The position of the headsail car can be moved forwards or backwards. By doing this
we adjust the angle of the sheet. If the car is moved forwards the sheet will exert more
• Clew - This is the aft corner of the sail where the main Vang tension on the leech of the sail, decreasing the amount of twist and allowing the foot to
• Wind speed outhaul or jib sheets are attached The vang is operated from the snake pit. The become fuller. Moving the car back will increase the tension in the foot and flattens the
• Sea state • Tack - This is the front corner of the sail line applies a downward force to the boom and lower section of the sail while increasing the twist in the sail.
• Point of sail • Foot - This is the bottom edge of the sail must always be released before any manoeuvre
• Luff - This is the front edge of the sail
• Condition of sail
• Leech - This is the aft edge of the sail
that results in the boom being lifted. The main
purpose of the vang is to control the amount of
Points of Sail
Below is a guide to the maximum wind ranges for each sail. twist in the sail when off the wind.
The key to maximising the boat’s performance is knowing the A modern yacht will sail at any angle to the wind up to an angle of about 40ºeach side of the
conditions in which each sail will perform best and this is where Traveller wind. Depending on the direction in which we want to travel we could be required to sail at
experience is key. Each sail has its own idiosyncrasies and knowing many different angles to the wind. Each time the boat changes direction the sails will need to
The traveller is used to adjust the angle of the
these will help prolong their life and also make the yacht go more be adjusted. The diagram below shows the different points of sail and the associated sail trim.
mainsheet which helps us to control the amount
quickly. A good starting point is to have a guide to the basic settings of twist in the sail. Both traveller lines are
for each sail and one to indicate which combination of sails makes operated from one winch on the starboard side
the yacht go faster in any given conditions. of the cockpit. Always ensure that both lines are
jammed off before taking anything off the winch.
Sail Recommended maximum wind strength
The above three mainsail controls work
Main Reef to conditions in harmony with each other to control
both the sheeting angle and the twist
Yankee 1 18 knots apparent
of the sail. This complex interaction will
Yankee 2 24 knots apparent be demonstrated during your practical
training.
Yankee 3 30 knots apparent
Staysail 35 knots apparent Cunningham

The cunningham is employed by attaching a
Spinnaker 2.2oz 30 knots apparent handy billy (block and tackle) to the cringle
Spinnaker 1.5oz 20 knots apparent (metal ring) just above the tack and then applying
tension. Like the main halyard the cunningham is
Spinnaker 0.75oz 12 knots apparent used to adjust the luff tension and the shape of
the sail.
Windseeker 6 knots apparent
Leech line
The leach line is used to prevent the leech of a sail
flapping or vibrating. On the mainsail it is adjusted
at the tack.

05
IN ING PART 1
TRA
WORKING
WITH SAILS
Close-hauled or beating Using tell tales for sail trim • Ensure the correct reefing line is ready to go on a winch and have Shaking out a reef
When sailing a straight line, keep the sail almost entirely hauled in for Tell tales are small strips of wool or ribbon which are attached to the the other two ready to be pulled hand tight This is the reverse of the previous evolution
maximum speed. If your destination requires you to sail closer to the sails. Their purpose is to show the air flow across the two surfaces • Have the topping lift ready to be winched in
Preparation
wind than the yacht is able to point, you will have to zigzag to it. This of the sails. When trimming sails we try to get them so they are flying
zigzagging upwind is called tacking or beating (to windward). Aim as on both sides which shows even air flow on both sides of the sails. • Set up the main halyard on its winch with the jammer open
close as you can to your destination with the wind on one side. After a On the headsails if the windward tell tale is not flying the sail needs to • Set the working reefing line on a winch with its in-boom jammer
while, tack and aim as close as you can again. Continue like this until be brought in whereas if the leeward tell tale is not flying it needs to be open. If the other two reefing lines are involved (e.g. if the first
you reach your destination. let out. The tell tales on the main sail are attached to the leech; let out reef is shaken out, the second and third reefing lines will also
the sail until all of the tell tales fly then bring it back in until the top tell have to be let out) they will have to be flaked on deck and their
tale only flies 50 percent of the time. Please be aware, tell tales may in-boom jammers opened
only be used when the wind is on or forward of the beam.
Depowering the main (VMT)
We will look at sail trim in more detail at Level 2.
• ase vang and mainsheet whilst the topping lift is pulled hand tight
E
until the sail is sufficiently depowered
Shaking out the reef

SIR ROBIN’S TOP • elease the reefing line. It is vital that the aft end of the sail is
R
released before the luff end, to prevent mainsail sliders being
Good sail trim is essential to generate good boat speed.
pulled from the mast track
The wind is constantly changing so the sails will need
• Once the reefing line is free the cunningham can be released
constant attention. Remember TRIM, TRIM, TRIM!
and the mainsail halyard winched up to the desired height and
luff tension
• The two other reefing lines must be checked to ensure they do
not catch as the sail goes up
Close reach or fine reach Sail Evolutions
When sailing a straight line, let out the sail just slightly from completely Depowering the main (VMT) Trimming the main (TMV)
hauled in for maximum speed.
Sail changes on a yacht are like gear • Release the vang, easing it out to avoid the boom bouncing up • he topping lift is now released and the mainsheet and vang
T
Beam reach changes in a car – the whole idea is • Ease out the mainsheet until the mainsail depowers, grinding
up the topping lift to support the boom
applied as necessary to properly trim the sail
When sailing a straight line, position the sail at just over a 45° angle to
the boat for maximum lift.
to get back up to speed as quickly Tidying up
Broad reach
as possible. Lowering the main • All lines are tidied up ready for use
• Ease out the main halyard until the reefing cringle can be attached
When sailing a straight line, position the sail at an angle of 45° or more The crew is divided into two fundamental groups – the trimmers and the to the cunningham, then pull the handy billy tight so that the
to the boat to catch as much wind as possible. With the spinnaker up changers. The trimmers have to concentrate on sail trim all the time, even cringle is as low as possible
this is ideal for high boat speeds and high adrenaline levels. during evolutions, and the changers have to execute the evolution in as
efficient and safe a manner as possible. Setting the reef
Running
• Grind in the main halyard to the desired luff tension. While this is
When sailing a straight line let out the sail nearly perpendicular to Reefing happening the relevant reefing line can be pulled in by hand on
the boat for maximum speed. As modern sails are aerodynamically
Reefing the mainsail or shaking out a reef are both evolutions that are a winch
efficient, using a sail in drag mode (i.e. dead downwind) is actually
performed time and time again as they are a quick and easy way to react • Once the luff tension is correct, grind in on the reefing line until
slow, as the drag creates less drive than the lift of the sail would.
to a change in wind speed. The Clipper 70s use a slab reefing system the clew cringle of the sail is down to the boom
Therefore it is quicker to sail at angles to the wind and gybe, rather
which, as the name suggests, allows large sections (slabs) of the sail
than dead downwind. It is safer and more comfortable, too.
to be taken out of or put into play. The following explanation does not Trimming the main (TMV)
specify individual winches for the lines used as winch selection will • Ease the topping lift so that it is loose and pull the main in until it
Basic sail trim
depend on the tack the boat is on and which reef is being worked on. is correctly trimmed. Finally apply the vang as required
There are two simple rules for trimming sails
• If in doubt, let it out Putting in a reef Tidying up
• A flappy sail is an unhappy sail Preparation
• If the first reef was put in, both the second and third reefing lines
An over-trimmed sail is less efficient than an under trimmed one. Over- • Flake the main halyard on deck for a smooth drop and take up all will need to be pulled in by hand to stop them flogging around.
trimming causes the sail to produce more sideways and heeling forces the tension on the main halyard winch so as to allow the jammer If the second reef was put in, only the third reefing line will still be
which are detrimental to boat speed and direction. An under-trimmed to be opened loose and so need pulling in
sail will flap and generate less lift. It should be noted that a sail is most
• The lines should be tidied up as usual, and made ready for use
efficient just before its point of collapse.

05
IN ING PART 1
TRA
WORKING
WITH SAILS
Headsail Changes Great care should be taken not to let go of the end, even when the
halyard is connected to the new sail. As with the sheets, the snakepit
Tacking and Gybing Helming
On ‘Stand by to tack’ keep on going. Make sure you know which way
crew should control the tension on the halyard to allow the bowman We tack and gybe to turn the yacht through the wind resulting in you are going to turn (to windward).
The speed of a headsail change is not to work unimpeded. the sails changing sides. When we are sailing upwind we turn the
On ‘Helm’s a lee’ make your turn. Just before you turn, look down a line
measured by the overall evolution time boat so that the front of the boat passes head to wind; this is a tack.
perpendicular to the yacht’s heading and to windward. This gives you
Downwind we turn with the back of the boat passing through the
but by the time that the yacht does not wind; this is a gybe. Both tacking and gybing require a lot of crew
an idea of your new heading. Turn the yacht steadily and remember to
start to straighten up before you think you need to.
have a trimmed headsail up, otherwise members as all of the sails have to be transferred from one side of
‘Lee ho’ will be called sometime through your turn; just keep on going.
known as being bareheaded. the boat to the other.
As your experience grows, you will be making the calls through the tack
To minimise the time for which the When tacking or gybing all crew members must be in a safe position, and you will learn several techniques to make tacking easier.
ideally in the cockpit. Watch out for the boom and mainsheet which
yacht is bareheaded, a racing change is will travel across the deck. Also remember that the low side of the Headsail sheets
usually done. boat will become the high side and vice versa. Crew members in the
On ‘Stand by to tack’ one crew should go to each working winch,
snakepit should also be aware of the yankee sheets as they can flog
make sure the line is flaked and clear to run (no feet in the line etc).
Preparation wildly during a tack.
DO NOT REMOVE THE SAFETY TURN! Two crew should go to the
•
The new sail should be brought up from below tack first and Tacking lazy winches. One should make sure there are three turns on the winch,
pulled up to the bow along the windward side of the boat. pull in any slack and be ready to pull the sheet in, whilst the other gets
Raising the new sail Tacking involves turning the bow of the yacht through the wind so that
•
The new sail is tacked on to the appropriate deck strop and then and holds a winch handle and readies themselves for winching.
the wind moves from one side of the yacht to the other. The sails will
hanked on to the bottom of the forestay by the bowman, who will • When the bowman, the mast men and the cockpit crew are ready
also swap sides. In order for this to happen the yankee and staysail On ‘Helm’s a lee’ the crew on the working winches remove the safety
be in the pulpit. Depending on which sail is already flying the the sail is hoisted smartly. The final tension is applied under the
sheets will need to be released from the working winches and hauled turn. KEEP THE SHEET IN THE SELF TAILOR!
lower two hanks may need to be undone on the existing sail. control of the bowman at the pulpit.
in on the opposite side of the boat. The mainsail will change sides of
• During the hoist the cockpit crew should endeavour to ease enough On ‘Lee ho’, the crew on the working winch should spin the turns off the
•
The headsail halyard is put on to the appropriate winch, the jammer its own accord however may need to be tended if the sheet is eased
sheet so that the hoisting party is not battling against a partially filled winch apart from the last turn which strips any twists out of the sheet,
released and the halyard flaked to ensure a smooth drop. or if adjustment to the traveller is required.
sail but at the same time trying not to let the sail flog excessively. and LET GO! The crew on the lazy sheet should pull it in. When the sail
•
The sail bag is taken down below and the foredeck crew should
• Once the sail has been hoisted it is then trimmed immediately. There are four basic command calls is over on their side and they can no longer pull it in, the sheet should
place themselves along the foot of the sail. The furthest forward
be loaded onto the winch and final tension applied by winching until the
crew member should be as close to the tack of the sail as possible ‘Stand by to tack’ - Everyone should move into the correct positions
sail is trimmed for course.
as he or she will be vital in gathering in and controlling the major by the relevant winches and prepare to tack.
part of the sail. ‘Ready about?’ - This is a question: ‘Are you ready to tack?’ If you are Main sheet
Dropping the old sail SIR ROBIN’S shout, ‘YES!’
‘Helm’s a lee’ - The helmsman is initiating the turn. Safety turns should
On ‘Stand by to tack’ make sure the slack has been taken up on both
traveller lines and they are secured by the jammers. If the mainsheet
•
On the bowman’s signal the halyard is smoothly eased out so that TOP TIPS be removed from winches. has been eased, take the winch to three turns and prepare to pull in the
the bowman can release the hanks of the old sail as they drop slack during the tack.
‘Lee ho’ - The boat has turned through head to wind and sails should
down to his or her level. The speed of the drop should be matched Communication is the secret here. The bow team, be released from the working winches and pulled in and trimmed on
On ‘Helm’s a lee’ pull in any slack in the mainsheet to prevent it catching
with the speed at which the bowman can undo the hanks. snake pit and cockpit need to work in unison. the new side.
on deck gear or crew as it passes across the deck. Once the yacht has
•
The foredeck crew gathering in the sail should tie it securely with Remember communication is not just verbal; keep your
There are four main action stations: running backstays, helming, settled on its new course, trim the main as appropriate. Wait for the
pre-positioned sail ties as quickly as possible and then two of head up and watch what is happening in other parts of
headsail sheets and the main sheet. main to settle on its new side before adjusting the traveller.
them stand by to sweat the halyard. the boat so you can react to their needs.
•
When the old sail is safely under control, the cockpit crew ease Running backstays After each tack all lines should be tidied.
the sheets in order that they may be changed from the old clew On ‘Stand by to tack’ one crew mans each running backstay winch.
to the new and one member goes forward in order to change the The lazy runner (on the low side) should be brought back until it is just
leeward sheet car to its new setting. The windward car can be Tidying up touching the mainsail. It should then be loaded up onto the winch, and
changed while the foredeck crew are preparing the hoist. a winch handle inserted. DO NOT WINCH! On the working winch, all
• The old sail should be brought back on the windward side of the
•
The foredeck crew member at the clew of the sail should change spare line can be thrown off. DO NOT REMOVE THE SAFETY TURN
boat and neatly flaked with the luff forward. Be careful to pack it
the sheets from one sail to another as soon as possible. The in the correct bag and have the tack end of the bag matched with – the runner is still needed to support the mast!
working sheet should be changed first. The cockpit crew should the tack of the sail. On ‘Helm’s a lee’ remove the safety turn from the high side winch.
closely observe this operation so as to give the right amount of • The sail bag is taken down below and the foredeck crew should On ‘Lee ho’ ease the working runner to the guard position. Winch
slack whenever it is required. place themselves along the foot of the old sail. These crew should the new runner tight. Once the headsails have filled, on the new tack,
•
Once the old sail is completely un-hanked the bowman swaps the position themselves as near to the tack of the sail as possible as
send the old runner all the way forward and close the new runner
halyard from the head of the old sail to the head of the new sail. they need to control and gather the main bulk of the sail. tricing line clutch taking out any slack.

05
IN ING PART 1
TRA
WORKING
WITH SAILS
Gybing is similar to tacking – the Helming

difference is the stern of the yacht On ‘Stand by to gybe’ keep going straight but get an idea of what
your new course will be.
passes through the wind. Because of
On ‘Bearing away’ start your turn. Keep the turn slow; you have a lot
this the sails are powered up throughout of time in a gybe. When the wind fills the main from the new side there
and the mainsail particularly will come is a tendency for the yacht to heel and round up. This can be avoided
across with a bang. by a small amount of opposite rudder at the right time. When the yacht
is under control and the main is filled from the new side, head up onto
Gybing your new course.
The main is often well out and, for safety reasons, this needs to be
brought into the centre before a gybe. It also allows the lazy runner to
be brought aft.
There are four basic command calls

‘Stand by to gybe’ - Indicates preparation for a gybe
‘Ready to gybe?’ - This is a question and needs an answer. If you are

ready a ‘Yes’ will do, but if not call, ‘No’ and put your arm in the air to
signal this as your shout may be drowned out by other crew’s shouts.
‘Bearing away’ - Indicates that the helmsman is initiating the turn.
‘Gybe ho’ - Indicates the boat has turned through the eye of the wind.
As with tacking there are four main action stations: running backstays,
helming, headsail sheets and main sheets.
Main sheet
On ‘Stand by to gybe’ pull in the main, initially by hand and then winch Headsail sheets
it until the boom is secured in the centre of the boat. Also check that On ‘Stand by to gybe’ one crew mans each working winch to make
the slack has been taken up in both traveller lines and secure them sure the line is flaked and clear to run (no feet in line etc). DO NOT
both with the jammers. REMOVE THE SAFETY TURN. Two crew should go to the lazy
On ‘Bearing away’ wait for the mainsail to blow across the boat and winches and make sure there are three turns on the winch and be
then ease out the sheet in a controlled and smooth fashion. ‘Gybe ready to pull the sheet in. Two other crew should be ready on the
ho’ will not be called until both headsails are backed, the mainsail will coffee grinder and ensure it is connected to the lazy winch.
already have swapped sides by this time so do not wait for ‘Gybe ho’
On ‘Bearing away’ remove the safety turns from the working winches
to be called. Once the yacht has settled on its new course trim the
but keep the sheets in the self tailors.
main appropriately.
On ‘Gybe ho’ the crew on the working winches should spin the turns
Running backstays off the winch, just leaving the last one to strip any twists from the line,
and LET GO! The crew on the lazy sheets should pull it in. When the
On ‘Stand by to gybe’ one crew mans to each backstay winch. The
sail is on their side and they can no longer pull it in, the sheet should
lazy runner (on the low side) should be brought back as the mainsail is
be loaded onto the winch and final tension applied by winching.
centred until it is just touching the back of the mainsail. It should then
be loaded up onto the winch, and a handle inserted. DO NOT WINCH. It is very important for the sheets to be held until ‘Gybe ho’ is called as,
On the working winch all the spare line can be thrown off.. DO NOT if they are released early, the sails will end up in front of the forestay.
REMOVE THE SAFETY TURN - the runner is still needed to support Winching them back is hard work, time consuming and may result in
the mast! damage to the sail or hanks.
On ‘Bearing away’ remove the safety turn from the old ’working’ runner After each gybe all lines should be tided.
and send it all the way forward. Whilst this is taking place the new
working runner should be winched on tight.

05
IN ING PART 1
TRA
DECK
ROLES
Mast Helm
The mast crew is normally made up of The art of good helming is the ability to
the last two members of the foredeck maintain a steady course and get the
crew. They need to be able to work most out of the yacht in all conditions
together in order to hoist as quickly and especially in light winds.
as possible. Like the rest of the
A good helm should develop a natural
foredeck team they need to be strong
feel for the yacht and have the ability to
and agile as well as being able to tie
remain focused when everyone else
bowlines quickly under pressure and
is working rapidly around them. They
sometimes underwater!
are often the first to notice changes in
wind direction or strength and should
communicate this information to the
Watch Leader.
On board the Clipper Race Bow Snake pit Trimmer

The bow is the high adrenaline
yachts we have an ethos of position on the boat. The bowman
A good snake pit is always a step
ahead of the game ensuring that each
A good trimmer has an eye for what
works built up by experience through
full participation; you will leads the team on the foredeck and line is ready when needed. trial and error. They should not be
anything in front of the mast is their
be able to get involved in responsibility. You will need to be
This is the centre of operations for
afraid to reverse what they have just
done in a bid to find optimum sail
all areas of the boat. Often, agile, strong and prepared to get very
every manoeuvre. In the snake pit you
control all of the halyards as well as
angles. Good communication with
wet as you will often need to climb out
however, we find that crew to the end of the bowsprit.
many other sail controls. You should
the helm is paramount.
will go on to specialise be able to lay your hands on any line,

day or night, and prepare it for action
in the areas where their in a flash. A small mistake in the snake
strengths lie. pit can disrupt the momentum of any

manoeuvre.
By specialising they become more efficient at a job, understand

how that job fits in with others on board, and this improves
communication. In order for a crew member to specialise they
need to understand all the roles so, even if you wish to be Foredeck Cockpit Watch leader
bowman, a few days in the snake pit will be invaluable. When
The foredeck crew works closely with The cockpit is where all of the sheets The watch leader is the skipper’s
training, specialisation is not encouraged, partly for this reason
the bow and should be able to step are controlled. Every crew member right hand man. He or she is
and partly to allow everyone to experience as much as possible.
into their shoes if they are injured or should be able to operate any point responsible for running the yacht
of the cockpit rapidly and accurately. when the skipper is sleeping. They
The definition of the roles below is not absolute; each team finds on mother watch. They play a key role
If the cockpit crew get it wrong it can must maintain a cohesive functioning
different defining edges to each job. Each watch should be able in sail changes and preparing sails
cause a lot of extra work for the rest team, coordinate sail changes and
to fill each slot so when all the crew is up, there will be double pre-hoist, as well as helping at the
of the crew. trimming as well as ensuring a steady
the hands in each area. To avoid confusion, clear guidelines mast with the mainsail during reefs.
course and standard of helming. In
need to be laid down for situations when the whole crew is up,
Like the bowman you will need to be addition to this they must always
otherwise crew will get in each other’s way.
strong and agile. have an eye on the meteorological
and tactical situation. With good,
all round knowledge they are able
to act quickly to remedy a problem
encountered during a manoeuvre.

05
IN ING PART 1
TRA
FURTHERING
YOUR
KNOWLEDGE
Sail Trim Racing Rules and Tactics Weather Sailing Theory and Practice
North U. Performance 2013-2016 The Rules in practice North U. Weather for Sailors The Complete Day Skipper by Tom Cunliffe
Racing Trim by Bryan Willis by Bill Biewenga Very readable book covering basic boat handling, seamanship,
by Bill Gladstone A clear, concise, well illustrated book explaining the Racing Rules. North U Weather For Sailors explains weather from a sailor’s navigation and life aboard.
Perhaps the best and most readable book on sail trim around. Covers perspective, starting with global weather and narrowing in to explain
sail trim, helmsmanship and boat handling with extra emphasis on how local forces and regional weather patterns interact to create the
North U. Performance Racing Tactics Blue Water Sailing Manual
honing your trim skills. Excellent for beginner and advanced. sailor’s weather. From there the workbook shows how to interpret
by Bill Gladstone by Barry Pickthall
forecasts and apply predictions to improve your sailing performance.
This is perhaps the best and most readable book on racing tactics Included are dozens of examples showing how to see if a forecast is This is the manual for ocean sailing and racing offering up-to-date
North U. Trim CD around. It is perfect for both the beginner and more experienced. ‘coming true’ and how to apply a forecast to a particular race or cruise. advice on topics as diverse as equipment, setting sails, rig strength,
The CD puts performance in motion and shows how changes in trim Topics include strategy, tactics, race preparation, starts, upwind, electronic navigation, weather routing, preparing the crew, boat
change the sailing performance of your boat. Use the interactive reaching, downwind, rounding marks and wind shifts. handling, night sailing, heavy weather tactics, jury rigs, survival
‘sail shaper’ to see how different sail controls change sail shapes. RYA Weather handbook techniques and much more.
Understand how to adjust angle of attack, depth and twist to match (Northern and Southern Hemisphere)
North U. Tactics CD by Chris Tibbs
different sailing conditions. Detailed trim guidelines are provided for
The CD covers starting, upwind and downwind topics, including Ocean Sailing by Tom Cunliffe
mainsail, jib, genoa, spinnaker and asymmetric spinnaker trim. This RYA handbook explains the complexities of weather and is full of
strategy, tactics and rules using animations, graphics, photos, photo A full-colour guide to crossing an ocean, by a favourite author who has
practical and useful advice on how to understand weather maps and
sequences, video, and the interactive wind shift simulators. Additional done lots of it, in a sailing or power yacht. Covers sextant work, ocean
improve your forecasting skills.
IRPCS topics include mark rounding, finishing and distance racing tactics. weather, navigation, skippering, etc. Ideal reading for the Yachtmaster
Ocean certificate.
International Regulations for Weather at Sea by David Houghton
Preventing Collisions at Sea Navigation, Strategy and Tactics
Best selling colour-illustrated basic textbook on meteorology for
by Stuart Quarrie Racing Skipper – Techniques to Make
This gives the text of the International Regulations for Preventing yachtsmen. Set book for the RYA Coastal Skipper and Yachtmaster
As the title suggests, this book covers all aspects of a fascinating You a Winner by Mike Golding
Collisions at Sea (IRPCS) together with a commentary after each Offshore courses.
rule for yachtsmen. It is thus the most effective way for yachtsmen subject. The layout makes it simple to extract information, while A guide to winning in all types of yacht. Use the Golding technique to
to become familiar with the ColRegs, as they are colloquially known. both the text and line diagrams explain a complex subject in easy tune the boat, motivate the team and hone your strategy. As skipper
to understand diagrams. Anyone who is interested in navigation or of Group 4 Mike Golding won the BT Global Challenge and is one of
www.sailtrain.co.uk/Irpcs/index.shtml
tactics should have a copy whether or not they are the navigator on Weather on the web UK’s most successful racing skippers.
the yacht.
Excellent tutorial for the International Regulations for the Prevention https://www.fnmoc.navy.mil/
Coastal and Offshore Navigation second edition
of Collisions at Sea. Brilliant site for everywhere except southern Africa.
http://grads.iges.org/pix/wx.html by Tom Cunliffe
Good for far south but not very detailed. Upgrade your navigation to Yachtmaster standard. This edition now
www.weathersa.co.za/ also covers electronic navigation.
South African Bureau.
www.bom.gov.au/nmoc/MSLP.shtml
Seaman’s Guide to The Rule of the Road
SIR ROBIN’S Southern hemisphere weather. Has archives – very good.
www.nhc.noaa.gov/ by JWW Ford
TOP TIPS US National Hurricane Centre, leads on to North Atlantic forecasts. An extremely useful visual aid. This easy to read study guide provides
clear and simple questions and answers to a complex subject.
The beauty of sailing is that there is always

something new to learn. Read as much as you Sail and Rig Tuning – Ivar Dedekam
can and, if you have the opportunity, sail on as
An excellent book for novices and experts alike. In this book the author
many different boats as possible. It is all great
experience and will help you on your race. has distilled those rules of thumb and theories pertaining to sail trim
and rig tuning commonly agreed upon among the sailing community.
What makes this book different from most other books on this topic, is
the short, concentrated text with adjacent corresponding illustrations.

05
IN ING PART 1
TRA
CLIPPER
GLOSSARY OF 2015-16 RACE
BASIC TERMS TRAINING DATES
Aft: toward the back of the boat. Mark (buoy): an object the sailing instructions require a boat to
Backstay: Fixed length of wire from masthead to stern of boat pass on a specified side.
Backstay: Fixed length of wire from masthead to stern of boat Mast: a pole usually going straight up from the deck, used to
attach sail and boom.
LEVEL 1 LEVEL 2
Bearing away: turning away from the wind.
Obstruction: an object that a boat could not pass without
Boom: a pole running at a right angle from the mast. changing course substantially to avoid it, e.g. the shore, perceived 2014 Dates 2015 Dates 2014 Dates 2015 Dates
Bowsprit: Fixed strut protruding from the bow of the boat. underwater dangers or shallows.
Serves to keep the spinnaker away from the forestay Outhaul: an adjuster that tensions the sail’s foot. 28th Feb - 6th Mar 27th Feb - 5th Mar 8th Mar - 13th Mar 28th Feb - 5th Mar
Cleat: Used for securing mooring lines Port: the left side of the boat when you are looking forward. 7th Mar - 13th Mar 6th Mar - 12th Mar 29th Mar - 3rd Apr 7th Mar - 12th Mar
Clew: After corner of a sail Port tack: wind across the port side.
Coffee Grinder: Used to drive either primary or mainsheet 14th Mar - 20th Mar 13th Mar - 19th Mar 12th Apr - 17th Apr 14th Mar - 19th Mar
Primary winch: Biggest winch on a boat, normally used for
winches onboard yankee sheets 21st Mar - 27th Mar 20th Mar - 26th Mar 31st May - 5th June 21st Mar - 26th Mar
Checkstay: Stabilises middle part of the rig Pulpit: fixed metal railing enclosing bow section of foredeck
Cunningham (also called a downhaul): adjusts the tension 28th Mar - 3rd Apr 27th Mar - 2nd Apr 14th June - 19th June 28th Mar - 2nd Apr
Pushpit: fixed metal railing enclosing aft deck area of boat
of a sail’s luff. 4th Apr - 10th Apr 2nd Apr - 8th Apr 5th July - 10th July 4th Apr - 9th Apr
Reaching: sailing with the sail eased.
Downhaul: line running out to the end of the bowsprit. Attaches
to the tack of the spinnaker, used to control the shape of an Reefing: reducing the amount of sail area. 11th Apr - 17th Apr 10th Apr - 16th Apr 19th July - 24th July 11th Apr - 16th Apr
asymmetric spinnaker Rig: the arrangement of a boat’s mast, sails and spars. 17th Apr - 23rd Apr 17th Apr - 23rd Apr 26th July - 31st July 18th Apr - 23rd Apr
Fairlead: prevents chafe of mooring lines Rudder: underwater part of a boat used for steering.
25th Apr - 1st May 24th Apr - 30th Apr 16th Aug - 21st Aug 25th Apr - 30th Apr
Forestay: fixed length of wire from masthead to bow of boat onto Running: sailing before the wind with the sail out.
which yankee sails are attached Running backstay: used to oppose the load of the inner forestay 2nd May - 8th May 1st May - 7th May 6th Sept - 11th Sept 2nd May - 7th May
Foot: Bottom edge of a sail Sail trim: the position of the sails relative to the wind and desired 9th May - 15th May 8th May - 14th May 13th Sept - 18th Sept 9th May - 14th May
Gybe: the action of turning the boat before the wind, i.e. turning point of sail. Sails that are not trimmed properly may not operate
her so that her stern goes through the wind. efficiently. Visible signs of trim are luffing, excessive heeling and 16th May - 22nd May 15th May - 21st May 21st Sept - 26th Sept 16th May - 21st May
Halyard: Line used to hoist a sail the flow of air past tell tales.
23rd May - 29th May 22nd May - 28th May 27th Sept - 2nd Oct 23rd May - 28th May
Hank: Clip attached to the luff of a headsail used to attach the Seacock: a valve going through the hull which can be shut from
inside the boat. 30th May - 5th June 29th May - 4th June 4th Oct - 9th Oct 30th May - 4th June
sail to a stay
Head: Top corner of a sail Sextant: a navigational instrument used to determine the vertical 13th June - 19th June 5thJune - 11th June 11th Oct - 16th Oct 6th June - 11th June
position of an object such as the sun, moon or stars. Used with
Headsail: Any sail forward of the mast celestial navigation. 27th June - 3rd July 18th Oct - 23rd Oct 13th June - 18th June
Head up: sailing closer to the wind. Sheet: Line used to control the trim of a sail 4th July - 10th July 27th Oct - 1st Nov
Inner forestay: fixed wire between upper section of the mast to Shrouds: Fixed wires preventing lateral movement of the rig
the deck (runs parallel to forestay). The staysail is hanked onto 11th July - 17th July
this. Spinnaker: a very large lightweight sail used when running or
reaching. 18th July - 24th July
In irons: boat is pointing into the wind, sail is flapping and
probably also going backwards. Spreader: spars extending toward the sides from one or 25th July - 31st July
more places along the mast. The shrouds cross the end of the
Jackstay: a strong webbing strap running the length of the boat spreaders, enabling the shrouds to better support the mast. 1st Aug - 7th Aug
on each side. By clipping the lifeline to this, it ensures that Jack
stays on the boat. Stanchion: Metal post supporting guardwire railing
8th Aug - 14th Aug
Jammer/Clutch: Device used for holding lines in place when not Starboard: the right side of the boat when you are looking
forward. 15th Aug - 21st Aug
on a winch.
Kite: another commonly used name for a spinnaker. Starboard tack: wind across the starboard (right) side. 22nd Aug - 28th Aug
Lay line: the course on which your boat, sailing close hauled Stern: the back end of a boat.
29th Aug - 4th Sept
on starboard tack, can just make a windward mark which is to be Tack: Forward corner of a sail
rounded to port is the starboard tack lay line for that mark. The Tacking: changing direction by turning the bow through the wind. 5th Sept - 11th Sept
most windward line on which you would approach the mark on
Traveller: Transverse track allowing sheeting point of the mainsail 12th Sept - 18th Sept
port tack is the port tack lay line.
to be moved from port to starboard and vice versa
Leech: Aft edge of a sail 19th Sept - 25th Sept
Vang (also called a kicker): a device used to keep the boom
Leeward: the direction the wind is going downwind. from rising. 26th Sept - 2nd Oct
Letterbox: the gap between the foot of the mainsail Windward: the direction the wind is coming from, upwind.
and the boom. 3rd Oct - 9th Oct
Yankee/Staysail car: moveable turning block for adjusting
Luff: Forward edge of a sail sheeting angle of headsails 10th Oct - 16th Oct
Luffing: pointing the boat into the wind, sail flapping.
17th Oct - 23rd Oct
Mainsheet: line that controls the position of the mainsail.
24th Oct - 30th Oct

05
IN ING PART 1
TRA
PERSONAL LOG
It is always helpful to keep a record of all the sailing you have competed, whether it is
LEVEL 3 LEVEL 4 Provisional because you are working towards more advanced qualifications or just so that you can
look back at your past experiences.
2014 Dates 2015 Dates 2014 Dates 2015 Dates
Dates Name of Vessel Details of Voyage Days Distance Night Skipper’s
1st Oct - 6th Oct 11th Feb - 16th Feb N/A 6th May - 12th May
From, To Class, Size Course Type, Race Leg, Port Visited Onboard Logged Hours Signature
10th Oct - 15th Oct 18th Feb - 23rd Feb 15th May - 21st May
28th Mar -
17th Oct - 22nd Oct 25th Feb - 2nd Mar 25th May - 31st May EXAMPLE
3rd AprClipper 68 - EXAMPLE - EXAMPLE - EXAMPLE
Level 1 Training
Gosport UK
7 180nm - EXAMPLE
0 Ben Bowley
2014
24th Oct - 29th Oct 4th Mar - 9th Mar 4th June - 10th June
29th Oct - 3rd Nov 11th Mar - 16th Mar 14th June - 20th June
5th Nov - 10th Nov 18th Mar - 23rd Mar 25th June - 1st July
12th Nov - 17th Nov 20th Mar - 25th Mar
19th Nov - 24th Nov 25th Mar - 30th Mar
26th Nov - 1st Dec 27th Mar - 1st Apr
1st Apr - 6th Apr
8th Apr - 13th Apr
10th Apr - 15th Apr
15th Apr - 20th Apr
17th Apr - 22nd Apr
22nd Apr - 27th Apr
24th Apr - 29th Apr
29th Apr - 4th May
1st May - 6th May
6th May - 11th May
8th May - 13th May
15th May - 20th May
22nd May - 27th May
29th May - 3rd June
5th June - 10th June

05
IN ING PART 1
TRA
PERSONAL LOG
Dates Name of Vessel Details of Voyage Days Distance Night Skipper’s Dates Name of Vessel Details of Voyage Days Distance Night Skipper’s
From, To Class, Size Course Type, Race Leg, Port Visited Onboard Logged Hours Signature From, To Class, Size Course Type, Race Leg, Port Visited Onboard Logged Hours Signature

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UC TION

01 Clipper 2015-16 Race Crew Manual

all belief but that ambition still remains today.

Sir Robin Knox-Johnston CBE RD*

03 Clipper 2015-16 Race Crew Manual Introduction 04

Granary and Bakery Building,

Tel: +44 (0) 23 9252 6000

This manual will help you

Email: info@clipper-ventures.com Live Stream/clipperraceteam

05 Clipper 2015-16 Race Crew Manual Introduction 06

Crew Manager Carol Blyth cblyth@clipper-ventures.com

Head of Training Thea George tgeorge@clipper-ventures.com

12 July 2014 Clipper 2013-14 Race Finish, St Katharine Docks, London

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

Managing Director Australia Kirsty Whyte, kwhyte@clipper-ventures.com

Digital Media Manager Paul Hankey phankey@clipper-ventures.com

Race Office Manager Rob Carter rcarter@clipper-ventures.com

07 Clipper 2015-16 Race Crew Manual Introduction 08

UNITED KINGDOM – WESTERN AUSTRALIA – AUSTRALIA WEST COAST USA –

LEG 2 LEG 5 LEG 8

SOUTH AMERICA – EASTERN AUSTRALIA – EAST COAST USA –

Race 14: Northern European port –

the world’s As race start, finish and stopover ports

09 Clipper 2015-16 Race Crew Manual Introduction 10

Before you begin your Passports

11 Clipper 2015-16 Race Crew Manual Introduction 12

13 Clipper 2015-16 Race Crew Manual Introduction 14

Pre-race preparations PART A - Notes on Fitness (To be completed by crew member)

Do you have any allergies or are allergic to any medication?

15 Clipper 2015-16 Race Crew Manual Introduction 16

17 Clipper 2015-16 Race Crew Manual Introduction 18

Please complete the form Name of Emergency Contact (A)

Full Name (crew member) Evening Telephone

Relationship to crew member

Signed Next of Kin

Relationship to crew member

19 Clipper 2015-16 Race Crew Manual Introduction 20

communications team who Full Name

What inspired you to take part in the race?

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

Please post or scan form back to us.

What are you most looking forward to?

Please post or scan the form back to us. press@clipper-ventures.com or

21 Clipper 2015-16 Race Crew Manual Introduction 22

Getting to Clipper Race Gosport Ferry:

Training, UK +44 (0) 2392 524 551 www.gosportferry.co.uk

From Gatwick Airport: There is a train that runs to Portsmouth Harbour from

From Heathrow Airport: From here you would have to get to London

Alternatively, from both London airports the National Express (www.

23 Clipper 2015-16 Race Crew Manual Introduction 24

Transport Local Accommodation The Anglesey in the Crescent

(Bus stop is opposite, take the First E2 or 11 to the

25 Clipper 2015-16 Race Crew Manual Introduction 26

27 Clipper 2015-16 Race Crew Manual

taking part in the the levels of cover offered are at least

29 Clipper 2015-16 Race Crew Manual Crew Insurance 30

31 Clipper 2015-16 Race Crew Manual

33 Clipper 2015-16 Race Crew Manual Crew Clothing 34

35 Clipper 2015-16 Race Crew Manual

Before you approach

37 Clipper 2015-16 Race Crew Manual Crew Sponsorship 38

39 Clipper 2015-16 Race Crew Manual Crew Sponsorship 40

Benefits for Crew Supporters

From Gatwick Airport: There is a train that runs to Portsmouth Harbour from

From Heathrow Airport: From here you would have to get to London

Race crown, stretching from now until 2020.

3) Pass the end around 3) Pull tight

4) The end of the thinner

2) Take another 5) Pull tight

3) Pass the tail through the

4) Finish by pulling the tail and

• Winch safety - Precautions when using companionway steps

• Automatic - Fresh water system and pumps

3) Keep coiling until you have