Atlantic Challenge - Handweaving / Leclerc Looms Manual_ver4.11.23.doc · Web viewAtlantic...

ATLANTIC CHALLENGE INTERNATIONAL RESOURCE MANUAL 1______________________________________________________________________________________

Atlantic Challenge

www.atlanticchallenge.orgACI RESOURCE MANUAL

Version 4.11.23 – November 2004CD EDITION

www.atlanticchallenge.org

http://www.atlanticchallenge.org/



Table of Contents

Introduction 4

Charter Statement 5

The Atlantic Challenge 6

The “Bantry Bay” Boat 10

The Atlantic Challenge Longboats 12

GIG Specifications 14

Kurt Hahn 16

"A Personal View" of Kurt Hahn 17

Rowing Strokes and Commands 20

Sailing 23

Knots, Splices, and Whippings 26

Contests of Seamanship, Sportsmanship and Style 35

Navigation 57

Operating Practice and Safety Procedures 69

Awards 76

Starting and Operating a Community Based Atlantic Challenge Program 77

Application for Membership in Atlantic Challenge 82




Community Boatbuilding 83

ACC Pre-training Fitness Program 85

Atlantic Challenge Training Log 90

On Seamanship, Paradox, and Ambassadors 93

“Master After God” 95

Glossary of Nautical Terms 97




Introductionelcome to the sixth edition of the Resource Manual for Atlantic

Challenge groups. WEach Atlantic Challenge organization operates as an independent entity and is 100% responsible for establishing its own organizational structure, incorporation and all other legal requirements. Since the national and local policies of governments in each country may vary considerably, organizing groups should ensure that they are operating within the policies established by these authorities. In some areas, Atlantic Challenge activities have been organized within other bodies such as maritime museums, sailing and rowing associations, Sea Scout organizations or Sea Cadet groups.

The programs, policies, safety procedures, and activities of each organization are the sole responsibility of each individual group. Environmental and sea conditions vary considerably from one country to another. For example, it may be practical to offer an “on water” program throughout most of the year in one nation, but in another where weather conditions are more extreme, the boats must be pulled from the sea for an extended period! Before undertaking any activity, the organizers should ensure that each activity is planned and undertaken with due caution for the health and safety of all participants concerned. Special thanks go to all who offered contributions to this document. Please advise the editor if you wish to contribute a new section, make corrections, suggestions or changes. The individuals who have offered their time and talents to this resource booklet have done so freely and may not be held liable for their comments or opinions as expressed within.

From the early years of this organization, a Trustees “round table” was established. One member from each nation attends these Trustees meetings. In nations where multiple Atlantic Challenge organizations exist, representation at the round table is one member for each 10 groups. The Trustees meetings are traditionally hosted annually by the next host nation for the international contests.

Groups wishing to establish an “Atlantic Challenge” program in their community and become a member of this growing family should consult the section on Starting and Operating a Community based Program.




Ken Woods, May 12, 2001




Charter Statementtlantic Challenge organizations share a common purpose as developed by Trustees of the member nations in 1992 and 1999.A

The Purposes shall be:

To practice, share, and encourage the rise of skills of the sea including traditional boatbuilding, sailing, rowing, and seamanship.

To encourage and stimulate:personal development through challengeperseverance and self-relianceinitiative and creativitycommunity building and social responsibilitythe spirit of adventurefitness of mind and bodyvocational, cultural and social life skillsinternational understanding and awareness interest in local and global maritime heritage

To hold in even years (1986, 1988, 1990, 1992, ......) gatherings of the Atlantic Challenge gigs involving members in friendly contests of skill, sportsmanship and style, as distinct from competition. To develop and host “sea seminars” special projects, expeditions, and publications in the alternate (odd) years between members of all or a portion of our member organizations.

To actively involve our members in service to “sister organizations”, creating and strengthening each others’ facilities, programs, and projects.

To encourage the most sensible addition or expansion of A.C. with additional groups – always consistent with the vote of the majority of international trustees.




The Atlantic Challengee are an international experiential education organization. Atlantic Challenge programs practice, share, and encourage the rise of the skills of the sea including boat building, sailing, rowing, and seamanship. Its activities bring

youth together with the intent of fostering cultural and global understanding, personal development through challenge, and education about our rich maritime heritage.

WThe "roots" of the Atlantic Challenge movement come from the teachings of Kurt Hahn, one of the twentieth century’s greatest educators. Hahn firmly believed in the value of experiential education and that self discovery comes through challenge. The joint founders of Atlantic Challenge, Lance Lee of the USA, and Bernard Cadoret from France, selected a ship’s longboat from the 18th century as the primary vehicle for communications for the program.

The Challenge was begun in the belief that youth and the nations they represent gain immeasurably from direct, exhilarating experience, immersion in skilled enterprise, and, most of all, contact with their peers from other cultures through such experience and skill. The world of small boats lends itself to the training of contemporary youth in teamwork, leadership, and responsibility. Through the sharing of this experience, Atlantic Challenge aims to foster international understanding, trust, cooperation, collective pride, and amitié; the cross cultural ties of friendship.

The simple elegance of 18th century ship's boats in appearance, rig, equipment, and cost led to their selection in 1984 as the focus of Atlantic Challenge. This project, posing "Contests of Seamanship as Ambassadors," involves the youth of many nations. It also involves "living history" and direct experience.

These craft were appropriately small, demanding of teamwork, technique, leadership and responsibility, and wonderfully versatile. They were once used to connect ship with ship and with shore, for communications, training, lightering, fishing and provisioning expeditions, to set and retrieve anchors, for calm weather towage of the mother ship, as lifeboats, and often, to develop the captain's "crew within a crew," a select handful with a skilled and diplomatic cox'n who achieved a harmonious and proud team for ceremonial and practical purposes. Much of that diverse usage is being adapted today to the training of contemporary youth in teamwork, leadership, responsibility, and pride.

The first contests of Seamanship were held in New York Harbour during July 1986. The project was inspired by Lance Lee’s Apprenticeshop in Rockport Maine. The US invited France to come to New York on the occasion of the Centennial of that nation's gift of the Statue of Liberty. To host France, the Americans requested help from Brittany in the selection of an appropriately elegant French working watercraft, her design, and rig. Bernard Cadoret posed three designs and the Atlantic Challenge gig was chosen from one of the three. This gig is a replica of the oldest surviving vessel in




the French Navy. Two matched craft, Liberté and Egalité, were launched in January and May of '86 and taken to New York. Participants included youth from Douarnenez and Brest, France; Hull and Cambridge, Massachusetts, and Key West, Florida.

Believing that while the past is widely celebrated by monuments, the future is best served by affording youth skills, the US posed a Contest of Seamanship in these boats--two days of intensive participation before many thousands standing in Battery Park, witnessing the Contest with the Statue of Liberty in the background. The Schooner "Ernestina" and the towns of Rockport, Maine (Apprenticeshop) and Hull, Massachusetts (the Hull Lifesaving Museum) hosted 30 French crew members for some ten days.

The enthusiastic response to the successful program in New York resulted in France challenging the United States to visit them in 1988 on the Brittany seacoast. Plans were considered to develop paired gigs on the west coast of Europe and the East Coast of the United States, thereby making future contests on either continent, between crews of many communities possible. While ambitious, this scheme was realized when the youth of the United States presented the newly built (Apprenticeshop) gig Amité to the youth of France, handsomely sponsored by AT&T.

The contest took place during the Festival of '88 in Douarnenez where, to extend this experience as well as our Atlantic Challenge concept, Ireland (Bantry Bay) and Denmark (The Viking Ship Museum in Roskilde), joined, as crews of "Fraternité (Breton-built) and Amité.

The Danes emerged with the most points in ’98 and also offered to host the program in 1990. The AC ‘90 program invited a Russian crew in the belief that it is on the grassroots level that the Western nations can best serve perestroika through the establishment of trust and friendship among youth of many nations. When the Russian crew expressed concern about not being as well-trained and competent as the other crews, we urged them: "Come as you are. We'll share our skills; we'll help to train you. Winning is not the issue”. Tinna Damgard-Sorensen, Director of the Viking Ship Museum of Roskilde, Denmark, carried this proposal to St. Petersburg. There the Sea History Club, Shtandart, joined Norway, Ireland, France, Denmark, and the United States in the 1990 contests.




The Challenge in '90 saw the finest contests to that time and an international resolution which has proven enduring. The Contests, tightly and handsomely run, took place before a crowd of as much as a thousand and was matched by a celebration of Viking Age culture. The Contest was memorable for a singular accident; the Norwegians broke their mainmast, far out in the fjørd, and elected to row 'home', - no small distance. Many hundreds lined the docks and shoreline, silent and clapping rhythmically. On the completion of the week of fun and contests, Jan Madsen, director of the museum, as host, invited us, one representative from each country, to gather 'round a table. He asked two questions, "Is this Contest of Seamanship working for all of you?" After a unanimous "Yes" he asked, "Shall we then form an organization to be known as the Atlantic Challenge?" The answer being yes, we appointed officers, planned the next gathering in France and adjourned.

In 1992, Canada and the United Kingdom joined the Atlantic Challenge program which was hosted in the twin communities of Brest and Douarnenez, France.

In 1994, Canada hosted the program. This was the first time AC had moved from the sea to a “freshwater location” on the shores of Georgian Bay at Discovery Harbour in Midland – Penetanguishene Ontario. Since Norway had yet to complete the construction of a gig, she was invited to do so prior to resuming participation at the international events. This year however, there was considerable interest from other nations to send representatives to the program. Canada agreed to host and train an international crew from these countries. The International crew sailed under the flag of the United Nations with participants from Puerto Rico, Tasmania, Japan, Mexico, Egypt, Russia and Canada. All other member nations attended with the prize for most creative transportation method to arrive at the program awarded to Russia. The youth from St. Petersburg and their gig arrived on Canada’s East coast aboard a Russian fishing vessel after spending a month at sea working on their gig and assisting with the shipboard daily routines.

In 1996, Ireland hosted the international program in Bantry Bay. The President of Ireland, Mary Robinson, opened the program on the shores of the very bay where 200 years earlier the original gig had been captured. Again an international crew was welcomed. This time they were trained in Dublin by the newest members of the organization at Ringsend, Dublin.




In 1998, Denmark again hosted the festivities at the newly expanded Viking Ship Museum. You will find a description of the contests as developed by the Danes for ’98 in this manual.

During the summer of 2000, Atlantic Challenge program was hosted by our friends in Douarnenez, France. It was part of a large maritime heritage festival hosted in the twin cities of Brest and Douarnenez. The AC program was totally held in Douarnenez. At the same time, Le Défi Jeunes Marins 2000 took place, the result of a challenge by Le Chasse Marée for communities across France and Europe to build replicas of the original Bantry gig and develop seamanship programs for youth. Boats from across Europe accepted the challenge and boats from many regions of France, Switzerland, and Belgium participated.

In 2002, WoodenBoat magazine and the Atlantic Challenge Foundation USA hosted the international contests during the International Festival of Seamanship and Boatbuilding in Rockland, Maine.

2004 saw the 10th contest hosted by the United Kingdom in Fishguard-Goodwick, Wales. This year 12 boats participated from 11 countries throughout the world. This area of Wales once saw these gigs before in 1797 when the French landed here from Canmaret in February. A Maritime Heritage Festival also took place during the Contest of Seamanship.

For the latest updates and news, we invite you to visit the Atlantic Challenge International website www.atlanticchallenge.org. The international gathering hosted every two years represents the culmination of activities over the previous 24 months for each organization. These activities vary considerably from nation to nation and group to group with details outlined at each organization’s web site.





The “Bantry Bay” Boat

amed from Bantry Bay, in County Cork, Ireland, the boat is really of French, not Irish design. The boat is similar to the Captain's gigs used two centuries ago by the navies of France, Britain, Sweden, Russia, Spain, and the USA. This gig,

more correctly called an "Admirals’ Barge", is extremely elegant in design, but of fairly simple construction. The boat is 38 ft. in length, 6’9” on the beam, and draws 14 in. of water. She carries 10 oars and has a three masted rig.

NDuring the early winter of 1796, revolutionary France rushed off a naval force to support Irish patriots in their struggle with England. On the 16th of December, 1796 the invasion force with 16,000 men aboard, cleared the French Naval base at Brest. The expedition set sail in the greatest disorder. Unaware that the flagship had modified its course, the 78-meter Séduisant with its 74 cannons headed in a southerly direction together with La Résolue .Once off the Isle of Sein, it encountered a gale which drove it onto Tévennec Rock. Only five hundred out of the one thousand five hundred men on board were rescued.

The fleet now dispersed and leaderless, each commander unsealed his instructions: “Head for Mizzenhead, the Southwest tip of Ireland”. On the 21st of December, just as the fleet was regrouping, a storm blew in making landing impossible. Among the ships that finally reached the rendezvous were the La Redoutable (74 guns) and La Resolue, flagship of the third squadron. La Résolue had been launched in Saint-Malo in 1777 by Guignace, the shipbuilding engineer. A 134 foot long, 34.6 wide frigate, armed with 26 twelve-pounder cannons, six 6-pounders and four thirty-six-pounder carronades. Besides its crew, "La Résolue" also transported 144 troops belonging to the 8th artillery regiment. She was part of the rear guard of the fleet made up of five men-of-war, four frigates, a corvette and six store ships. This division was placed under the orders of Rear-Admiral Joseph Marie Nielly who was himself onboard La Résolue showing his colors- a red pennant flown from the top of the main mast.

Wolfe Tone, the leader of the United Irishmen was aboard the Indomptable, flagship of the second squadron.

As the storm increased in intensity, sixteen French warships tossed and rolled under the lash of a fierce Souwesterly wind and sleet amid mountainous waves off Bantry Bay. On the evening of December 22nd, La Resolue was attempting to enter the south-west channel leading to Berehaven. The storm was still raging with snow squalls and poor visibility. During the night, La Redoutable was driven down on La Resolue .Only the swift action of the officer of the watch saved La Resolue from being cut in two. She was, however badly damaged. She stood off outside Bantry Bay and, on 24th. December, her longboat, commanded by Lieutenant Proteau, was dispatched




to locate Admiral Morard de Calles, commander of La Immortalite and request a tow. While attempting this risky trip, the longboat was driven ashore on Bere Island and the crew captured. Lieutenant Proteau was brought to Seafield Park (now Bantry House) to be interrogated by General Dalrymple, the local British military commander. Lieutenant Proteau was subsequently repatriated and returned to the French Navy, becoming the captain of a ship-of-the-line. When the storm cleared, the French longboat was left lying ashore on Bere Island. She was preserved at Bantry House until 1944, when she was presented to the National Museum of Ireland by Mrs. Shellswell-White, the then owner of Bantry House.

So far as is known, the longboat, now occupying pride of place in the National Maritime Museum in Dun Laoghaire, is the only one of her kind. Built as an admiral’s gig in c. 1790, she is the oldest surviving vessel in the French Navy.




The Atlantic Challenge Longboatsach Atlantic Challenge nation has built at least one

replica of this original "Bantry Bay” longboat.

EAtlantic Challenge selected this craft as a training vessel because of its simple elegance and demanding teamwork required by its crew. The craft may be constructed with basic woodworking tools and requires no expensive fittings or hardware. The gig is extremely fast off the wind and under ideal conditions has exceeded a speed of 12 knots. With no original sail information available from the museum longboat, the rig has been adapted from the contemporary French and British craft of this period. The initial Outward Bound Sea School founded by Kurt Hahn and Lawrence Holt (of the Blue

Funnel Line) in 1941 used lug cutters adapted from those of the fishing vessels of the Irish Sea and Bristol Channel. The Atlantic Challenge rig is a direct evolution from these boats, chosen in recognition of the skill, timing and teamwork which such a rig requires, particularly in tacking. The great safety elements of a

loose footed sail (which spills a sudden gust or draft, while a boom contains that and the three second time which is all that is needed to strike sail on foremast and main), make these unusually safe craft as training vessels. The halyard, rigged with a burton and bowsed down to a slippery hitch, lends additional safety and does double service as a shroud. Our debt to Outward Bound is direct. Under sail, the yards must be lowered and dipped when tacking, and the halyard transferred to the weather rail as a shroud. The halyards are never cleated, but dory hitched with the bight held live in the hand of a crew member first answerable to his/her mast captain, and second, she/he to the coxswain. As crew rotate stations, we have found a means of giving the youngest novice considerable opportunities for leadership growth and responsibility.




Many persons have offered assistance in developing a good set of working plans to construct replicas of the original craft. The technical lines were first taken and drawn by Cyril Chisholm in 1978, faired with offsets by David Dillion in 1984 with detailed construction details by Paul Kerrigan in the same year. Morton Gøthche lifted and drew a metric plan in 1989. In 1994, Steve Killing completed a comprehensive and complete package of plans for Atlantic Challenge based upon all the earlier work utilizing contemporary marine yacht design software. This set of plans includes 21 large sheets with full size body plans and profiles. In total, the documentation is collectively the work of Irish, American, Danish, French and Canadian maritime documentarists. A current complete set of plans for the gig is available from Atlantic Challenge and includes the following; Hull Lines, Sail Plan, Construction Plan, Stem and Transom Details, Stem Strap Detail, Seat Detail aft, Oar Details, Spars, Rudder Detail, Large Mast Gate, Outrigger Support, Stern - Lower Profile - Full Size, Stern - Upper Profile - Full Size, Stem - Upper Column Profile - Full Size, Stem - Lower Column Profile - Full Size, Body Plans - 6 sheets - Full Size. Approximate Sheet Size for each drawing - 600mm x 900mm. The plans also include a Table of Offsets Metric/Feet-Inches-Eighths, and fifteen pages of

sketches produced by Paul Kerrigan. There has been a strong desire by all to maintain the integrity of the original hull design and refrain from utilizing modern sail materials or additional “enhancements”.




GIG SpecificationsDuring the autumn of 1998, an Atlantic Challenge Technical committee listed some proposed requirements for all Atlantic Challenge gigs for future international contests.Committee Members were Lee Scarbrough – USA, Chairman, Matt Murphy - Ireland, John Kerr - UK, Søren Nielsen - Denmark,The Trustees all agreed in Denmark during 1998 that there is a strong need for some basic rules and guidelines to establish standardization within the growing fleet of Atlantic Challenge gigs. Although it is frequently a challenge to find 100% satisfaction to any proposed changes, during the September 1999 Trustees meeting in France the following specifications were approved and shall apply to all Atlantic Challenge gigs entering international competition.

1. Construction: Builders shall follow the official Atlantic Challenge plans and revisions by the Trustees as approved at time of construction. Overall dimensions of the vessel and its lines and construction shall follow as closely as possible the official Atlantic Challenge plans and sketches, to keep intact the spirit of the original boat. Slight modifications from the plans made in the interest of strength will be allowed, but changes to the plans made in the interest of speed (changes to hull lines, longer hull, cold molded hull, lighter materials, etc.), are prohibited. All hulls shall be carvel planked with the top two strakes lapped. Frames may be sawn from solid lumber (encouraged – since the original boat was of this method), steam bent or laminated. Additional cleats, belaying pins, metal fittings, and lightweight modern hardware of various types, though not expressly prohibited, are discouraged, as they detract from the simplicity of the original boat.

2. RigThe rig is to consist of a dipping lug foresail of no more than 163 square feet (15.14 square meters), a dipping lug mainsail of no more than 208 square feet (19.32 square meters), and a lug or sprit rigged mizzen of no more than 54 square feet (5.02 square meters). All sails are to have




only one halyard and one sheet. Except for the halyards, the masts are otherwise unstayed.

3. SailsSailcloth is be no lighter than the equivalent of 6 oz. Dacron. Molded (Mylar) sails are not allowed. All sails must be vertically cut. Natural fiber sailcloth (as would have originally have been used), hand sewn bolt ropes, and other hand work is highly encouraged. Modern materials which have natural characteristics are encouraged. Dacron is permitted but not encouraged. Mylar, Kevlar, carbon, spectra and similar materials are not permitted. Sailcloth is to be no lighter than the equivalent of 6 oz canvas or 6 oz Dacron.

4. OarsOars shall be constructed of wood. The maximum width of the oar blade is to be 5 3/4 inches (146mm.). The maximum length of the blade is 68 inches (1727mm.). Tapered blades (narrower at the inboard end) are highly encouraged. Spoon shaped blades and hollow shafts are not allowed. Suggested woods: Sitka Spruce, American Ash, Russian White Spruce, Norwegian Pine, and Hemlock.

5. RudderThe maximum width of the rudder is 20 1/2 inches (521mm.)




Kurt Hahnurt Hahn (1886-1974) is increasingly mentioned as the foremost educator of the 20th century. Deeply grounded in the classics at Heidelberg and Oxford, Hahn backed the sons and daughters of Scottish crofters and fishermen, walked with

kings, was imprisoned by Hitler for his condemnation of Nazi atrocities in the streets of Potempa in 1932 (Hahn was a Jew), and then extradited by the Prime Minister of Great Britain. He served the Allied seamen in the Battle of the Atlantic in WWII (establishing the Outward Bound School at Aberdovey, with Lawrence Holt of the Blue Funnel Line to build up tenacity and self reliance among merchant marine seaman).

KHahn's contributions to world-wide education include: Establishment of Salem (Germany) and Gordonstoun (Scotland) Schools, the Atlantic Colleges; the Outward Bound Schools (28 in Europe and the British Isles, Africa, Asia, North America and Australia); the Duke of Edinburgh Award Schemes, conceiver of the Sail Training Association (Britain), and countless adaptive programs of which the Apprenticeshops and Atlantic Challenge are two. It was Hahn's insight into the value of such experiential means as the project, the rescue, the expedition and craftsmanship which led him to urge that such endeavors release learning both for and through demanding practices. While a close friend of scholarship, he recognized the loss of vitality of youth in our so information-bound era and called for "a sterner exercise of the thinking faculty". "It is a sin of the soul to coerce the young into opinions," he said, "nonetheless I consider it culpable neglect not to impel every youth into life-giving experiences".We regard Hahn's finest hour as that post-war turning point in which public tide turned against what looked to be training for toughness and called for the dissolution of Outward Bound. Hahn rose and cried out for their retention noting that in the great task of rebuilding Europe, restoration of the buildings and cathedrals would be facile, of the economy almost as much so, but that the critical issue lay in trust-building. He urged that the youth of Germany and the former allies be sent to sea in the same vessels, large and small, with common purpose, struggle and leadership. He saw this plan realized, in the post Cold War years, with the purchase of the Tall Ships PAMIR and PASSAT for youth training of mixed nationality crews. Atlantic Challenge, drawing directly on Hahn's example, sends the youth of an increasing number of countries to sea together, in craft once naval, now ambassadorial.




"A Personal View" of Kurt Hahnby David Byatt, Atlantic Challenge UK

ducated by Hahn in the late 1940s and later working at his school, Gordonstoun, for over twenty years, I gained long experience of the man whom my family had known since he started his school in Scotland in 1934. As a result, I have come

to know Hahn in a unique way and have acquired an admiration for his insight into human nature and the methods that he devised to bring the best out of people and to allow them to develop their natural talents. His great boast was that he invented nothing new in his schools. He drew instead from the great educators down the ages and was much influenced by Plato, the British public schools and Cecil Reddie of Abbotsholme.

E

One of Hahn's most awe-inspiring traits was his ability to understand what was going on in the minds of teenagers. He had an understanding of the mind and peoples' inner thoughts that I have only seen bettered by Shakespeare, and this made him unnerving to meet if you were an errant schoolboy but stimulating if you wished to ask his advice. You knew instinctively that he understood you. Such a talent is extremely rare and does not occur in every generation, at least not developed to the high degree that it was in Hahn. Although Hahn never sailed as a recreation, he none the less had an unerring insight into what the sea could do for those who venture forth upon its surface and who are challenged and developed as a result. As a young man he walked in the hills, spending many of his university vacations in the Scottish Highlands or in the Alps. Thus he knew at first hand what the elements could throw at those who venture forth into wild places.

In this sheltered age when we in the Western world live life shielded from the challenges of nature, we do not develop our talents for dealing with situations to the




degree that our fore-fathers did unless we are extremely fortunate in our upbringing. Most of the western population lives in towns and cities and all the basic needs of life are provided without effort, thus removing the challenge of living. Young people seek a challenge in life and if it is not at hand they go out and seek it, often with damaging consequences to themselves or to others.

Hahn felt that the way to satisfy this desire for a challenge and to meet it in a harmless and formative way was to send young people out into the hills and onto the sea so that they might be challenged by the forces of nature and learn to meet with them and treat them with respect. In so doing they would learn about themselves and their fellows at the same time. He used to describe the Moray Firth, where he sent boys sailing from Gordonstoun, as his best schoolmaster, because it was unforgiving of mistakes. As an educator of exceptional intellect, he felt that in order to promote the learning process it was necessary that every one of his pupils had an absorbing interest to which he could devote himself in an all-absorbing way and so through single minded application, experience the joy of achievement of an objective and the intense satisfaction of a task well done. This form of occupation he called 'The Project' and it covered almost any and every sphere of endeavor. One such project at Gordonstoun was boat building because he believed that the Master Craftsman was more intolerant of an unfinished task than a schoolmaster was. It was through the Project that he pioneered the Trevelyan scholarships to Oxford and Cambridge, the only exception to the normal method of entry by examination. The scholarships survived until the funds were exhausted.

Imagine then my joy when, after thirty years of sailing those very dipping lug cutters in which I had been taught at Gordonstoun, I learned within a year of my retirement of an organization that believed in teaching young people the art and skill of sailing open dipping lug boats - Atlantic Challenge! My joy was even greater when I discovered after becoming involved that the whole concept had arisen from Hahn's belief in education through experience.

The traditional boat enthusiast, Lance Lee, had heard that Hahn was in New York some time in the fifties and asked to see him to satisfy his curiosity about this man who believed in teaching young people the art of sailing and seamanship for their educational impact, or "education through the sea" as he called it. Hahn started the interview by asking his classic question “What are you doing?” Lance explained at some length that he was writing a novel. After half an hour of talk on the novel Hahn looked Lance Lee straight in the eye and said with the penetrating gaze of his blue eyes, "Yes, but what are you doing?" This came like a thunderbolt from the blue, but it gave Lance Lee the cue for action and he went off to become an Instructor with Outward Bound and worked at Aberdovey in Wales where Hahn, with the aid of Lawrence Holt of the Blue Funnel Shipping Line, had started his first Sea School during the war to save the lives of young seamen torpedoed at sea.

With such a long experience of building and sailing traditional small craft it is little wonder that the concept of Atlantic Challenge arose in Lance Lee's mind and we




should all be grateful for that penetrating gaze and enlightening question "What are you doing?" from the man who once said "It is a sin of the soul to coerce the young into opinions, nonetheless I consider it culpable neglect not to impel the young into life giving experiences". It is directly due to Hahn that Atlantic Challenge is international and that one of the by-products of the contest is that crew members are encouraged to give what Hahn called 'Samaritan service' to others for it is through service to one's fellow men that one develops the whole person and releases inner powers. Those in many nations who devote themselves to the ideals of Atlantic Challenge are doing just that, as are those who visit other nations and help with their programs, and I am sure that Hahn would be pleased to think that his one remark has started a movement that is developing a World-class Youth Training Vessel. You may interpret 'vessel' how you like, for it refers both to the Gig and the concept of the Contest. It is my belief that both apply.




Rowing Strokes and Commandshen the gig is underway; any order to the oarsman except “HOLD WATER” is obeyed on completing one full stroke after the order is given. All such orders should be preceded by a cautionary “STAND BY TO . . .” which is given

shortly before the order is to be executed. The actual order is given when the blades are in the water. To obey a pulling order, the crew takes their time by the stroke oarsman, who is the next senior rating to the coxswain. When “PORT” or “STARBOARD” is included in a pulling order, it refers to the bank of oars with their blades on the port or starboard side of the boat respectively.

W

To cast off from a dock

STANDBY TO CAST OFF (bow and stern crew are ready with lines doubled back to the gig, crew are ready to ship oars, - you may have the bank of oars on the water side of the dock ship oars prior to casting off and then have two crew push off from the dock with the loom end of their oars.)

CAST OFF FORWARD - CAST OFF AFT - (bow and stern lines to be pulled aboard, coiled, and crew quickly resumes their positions.)

FENDERS IN (done by crew closest to each fender)

To get underway

STANDBY TO SHIP OARS




SHIP OARS (place oars in “oars” position in rowlocks)

STANDBY TO GIVE WAY TOGETHER

GIVE WAY TOGETHER (all rowing crew pull together following the stroke oar person. If only one bank of oars is required to give way, the order GIVE WAY STARBOARD or GIVE WAY PORT is given.

STROKE, STROKE, STROKE (given until all are synchronized)

To StopWAY ENOUGH (stop pulling)

HOLD WATER (oars are held firm, blades upright in the water - start with just a portion of the blade below water and deepen the blade as you gain control of the oar)

To Rest

STANDBY FOR OARS

OARS (oars are brought out of the water - parallel to the horizon)

STANDBY TO LAY ON YOUR OARS

LAY ON YOUR OARS (oars are pulled midway across the boat with the looms resting on the opposite gunwale)

To Go Astern

STANDBY TO BACK WATER

BACK TOGETHER (reverse stroke)

To Ease the PaceSTAND BY TO EASY ALL

EASY ALL (stroke oar eases the pace - all others follow)




To Turn to Port or Starboard (one bank holds water while the other strokes)

STARBOARD BANK STAND BY TO . . . . . (hold water)

PORT BANK STANDBY TO . . . . (give way together)

TOGETHER (both banks perform the action requested)

Maneuvering

STROKE TOGETHER (this is the order for all to give one stroke together. If only one bank of oars is required, STROKE PORT or STROKE STARBOARD is given.

To Dock

STANDBY TO DOCK (bow and stern crew prepare painter, stern line, and fenders are placed overboard. STANDBY TO BOAT YOUR OARS (maintain just enough forward motion to allow for docking)BOAT YOUR OARS (all oarsmen pass the loom over their head with their inner hand and receive the oar from the next aft crew with their outer hand. Starting with aft most oar, scoop it out of the water and place it outboard on the thwarts, work each oar in likewise towards the bow. Crew now are all positioned along the centre line of the thwarts facing aft, with the bow and stern crew ready with boat hooks and dock lines. When the gig is alongside the dock the next command follows)

SECURE ALL LINES (bow and stern dock lines plus two springs)

Editor’s Note: - Let’s have additional submissions here from each group on methods used to SHIP OARS, storage of oars across thwarts and other rowing techniques!




Sailingach Atlantic Challenge group has developed their own style and technique in seamanship and sailing. This makes for a rich exchange of ideas as international crews gather together during the international competitions.

Representatives from each AC group are invited to make additional entries here on sailing and seamanship.

E

From Denmark – Vibeke Bischoff

One of our most important concepts is that everyone in the gig knows how to do each task. Even all the little things like who carries the foresail, who hoists the main, even the finest little details. When we train, we hoist the sails, take them down, store them, and repeat the process so everyone learns the routines.

We would like to see the Irish and the French report here on rowing because it is nice to know how many strokes per minute. Once on a triangular course the French rowed past us and it looked so easy for them and they were rowing slowly and we were going like in a panic . . . and then you get tired.

Crew Responsibilities in the Danish Gig. Note oar positions are numbered from #10

Bow to #1 Stroke Oar.

Bow Watch – person must be aware of everything in front of the gig and tells the Cox. This crew is the only person to report to Cox, sets anchor and puts foot on mast heel during raising.




#10 Responsible for set of fore sail, and locks mast gate

#9 Raises mast, pulls fore sail around and sets tack, helps secure halyard

#8 Raises mast, hoists sail, secures halyard

#7 Takes the sheet around and helps adjust and set sheet

#6 Adjusts sheet of fore

#5 Places foot on mast heel when raising. locks mast gate, responsible for set of main sail

#4 Raises mast, hoists sail, secures halyard

#3 Raises mast, pulls main sail around and sets tack, helps secure halyard

#2 Takes the sheet around and helps adjust and set sheet

#1 Adjust mainsheet, rows the boat around when tacking

Crew in Stern - Controls the mizzen sheet

Cox Coxswain duties and raises mizzen

General Comments

We always put the strongest crew towards the rear because the masts need stronger crew for raising, setting sheets and rowing larger oars. Also to have more weight towards stern appears better. Our gig easily goes to weather without moving crew aft. Remember to pull the mizzen in correctly.If you want to tack, move crew weight forward so the stern of the gig gets light and easily can blow away from the wind. Drop the foresail first and pull the mizzen hard so you so you have the sail center of effort moved aft. Drop the main and start rowing. As soon as you are in the wind, hoist the foresail and back it. Loosen mizzen and haul up the main.When gybing, loosen the mizzen totally, move crew back and take the main down first to have the sail pressure in the front of the boat. With these long gigs you need to steer with both the sail and the weight of the crew as well as the rudder, since the rudder itself is not enough.When we are rowing in the Captain’s Gig, we have a small pause when the oar is at our stomach. It gives your arms a rest but we also use it to get a rhythm.Vibeke Bischoff




Editor’s note: Thanks to Vibeke and the Danes for this contribution. Could we have some notes from other groups to enrich this section and look at variations on techniques and style!

Sailing Responsibilities – Canada

Note: Numbered positions start at the Bow as #1 oar to #10 as stroke oar.

BOW Lookout, secures tack and anchor

#1 Passes fore tack

#2 Controls mast gate, moves fore halyard

#3 Hooks foresail, secures fore halyard

#4 Foresheet, control and passes

#5 Main tack, secure and pass

#6 Moves Main halyard, controls mast gate

#7 Secures main halyard, hooks mainsail

#8 Foresheet – positions to thumb cleat and muscle control

#9 Assist with mainsheet, rows during tacking procedure

#10 Controls and moves mainsheet during tack

Stern Sheets Sets up and controls mizzen

Coxswain Helm, responsible for communications to crew, safety of vessel and those aboard




Knots, Splices, and WhippingsA "Bit" About Lines....

here are many materials used today to make line (ropes are on shore, line is afloat).. Line may be made from natural fibers like cotton and hemp (manila), and other synthetic fibers such as Dacron, Kevlar, and polypropylene. The most

popular is nylon. It is strong, holds up well to the weather and stress, and coils nicely without too much kinking Nylon three strand is the preferred line for dock lines, since it stretches sufficiently to dampen the sharp shocks of wave action and wind against your cleats. Dacron doesn’t stretch as much, and is used for sailboat running rigging and other applications where you don't want stretch to interfere with your sets. The big advantage of polypropylene line is that it floats. Therefore, it is appropriate for ski lines or other applications where you want to be able to see the line on top of the water.

T

Line is constructed in two basic ways, although there are variations on the theme. The first is "3 strand" line. Three strand twisted line can be "laid" right or left, and should always be coiled with the lay of the line. If you hold a length of 3 strand right-hand laid twisted line at arm's length and eyeball it, you will see the wrap of the line twisting to the right.

The other construction type is braided line. Braided line can be single or double braided, and in both cases the line is braided around a central core. This type of line does not stretch to the degree that twisted line does, and is more difficult to splice. However, it goes through a pulley or block very well because of its rounded shape, and is stronger than its equivalent size twisted line.

Whichever lines you choose to use, make sure they are kept out of the sun when not in use, clean, unfrayed, and coiled neatly. Don't leave knots in a stowed line for long periods of time. Protect the line from chaffing, and replace the line at the first sign of wear.The art of knot tying is known as "Marlinespike." Good sailors take pride in their ability to chose and tie knots. For practice, a section of rope six feet long with a diameter of 1/2" is a good size. Tie each knot several times to make a mental picture of the sequence. With practice you'll be able to tie a knot without thinking about it.

Whenever practical, most Atlantic Challenge groups tend to utilize “traditional” looking lines aboard the gigs instead of more modern “yacht braid” style lines.




The WEB is an excellent source for information and images about how to tie specific knots. Some sites include animated images to illustrate techniques.

Here are some helpful sitesGood web sites with images and information about tying knots.

http://www.mistral.co.uk/42brghtn/knots/ Animated knots for Scouts

http://www.earlham.edu/~peters/knotlink.htm Knots on the Web – Major resource location about knots

http://131.230.57.1/knots.htm Marlinspike “Know your Knots”

http://huizen.dds.nl/~erpprs/kne/kroot.htm The Roper’s Knot Page – Knots alpha sorted

Each crew member is expected to know the function and method of tying the following knots, whippings and splices.

Anchor hitch with seizing:

As the name suggests, this is an excellent method to secure a line to an anchor ring. A temporary seizing may be made by opening the lay of the line as shown.



http://huizen.dds.nl/~erpprs/kne/kroot.htm

http://131.230.57.1/knots.htm

http://www.earlham.edu/~peters/knotlink.htm

http://www.mistral.co.uk/42brghtn/knots/


Bowline, simple bowline,

This is the most useful of all knots. Once learned, it is easy to make and does not slip or jam. It may be used to secure a line around any object. Two lines may also be joined by placing a bowline on each one.

Bowline on a bight,

This is useful when you wish to have two similar sized loops as could be used in hoisting a crew member aloft on a halyard.

Double one end of the line as shown. After passing the looped end through the eye, pass it down and around the large loop.

Running Bowline




This may be used where you wish a sliding loop or constrictor.

Figure eight knot

This is frequently used as a stopper knot on a line to secure it from running freely through a block.

Fisherman's knot,

Just as the name suggests, used for joining two light lines together.

Halyard slip hitch




Used to make a temporary hitch for halyards in the gig. May also be secured in a similar fashion to a belaying pin.

Cleat Hitch

In order to secure the boat to a dock or secure a line to the boat you will probably use the cleat hitch.

1. Take the line to the ear of the cleat furthest from where the line comes from the boat (or load).

2. Take one wrap around the base of the cleat and then start a figure eight across the top of the opposite ear.

3. Finish with a half hitch turned under so that the line is coming away from the cleat the opposite direction from which it came in.




Sack knot,

This knot is used in the Jackstay Transfer. Make a large loop exactly as shown on the line where you wish to hold the sack. Now reach your hand through the loop from front to rear going over the centre cross. Pull the top of the sack back through the loop and secure by pulling on each end. As you do this dress the outside loops down along each side as shown.

Sheepshank, Used to temporarily shorten a line.




Sheet Bend,The sheet bend is familiarly used to tie two lines together so that, when the line is in tension, they will not come apart, and yet the knot, when the line is no longer under tension, will come apart easily. The knot is perhaps seen most frequently when tying a towline from a trailing boat to yours. Look at the photos to see how it is tied. To double the sheet bend, pass the working end around behind the eye again and follow the first pass, tucking the end under the first pass of the working end. A slippery sheet bend is made using a bight instead of the working end for the last pass.

Reef knot

Sometimes also called a square knot. If you are tying cord around a box then this knot works well. Remember “left over right” then “right over left” to avoid tying the Granny knot. If tying two lines together with this knot, they must be of the same size. This knot can jam making it difficult to release if very heavy loads are used.




Rolling Hitch

Take the tail of the rope and wrap it around the stanchion a couple of times, on the side of the standing part from which the strain will come (under the standing part, in this example.) Push the turns together and bring the tail of the rope up across the turns, keeping everything together and aligned. You're preparing to hitch the tail above the knot, on the side away from the expected strain. Put a half hitch around the upper side of the stanchion, in the same direction as the round turns and snug everything up tight. Use the rolling hitch any time you need to attach a line to a spar, another line, and when you need to know that the knot won't slip along the spar, line or stay. The rolling hitch is arguably one of the most useful knots after the bowline, clove hitch and sheet bend. The tying of this knot is designed to put a kink in the line to which it is being tied; so look for the kink under load to be sure it is tied correctly. To tie it successfully study the photos carefully - you should end up with a clove hitch with an extra turn on one side. How not to tie it? Taking the last turn in the same direction as the standing part will result in a wrongly tied hitch, although it probably will hold for a short while.

Eye splice,

A method of putting a permanent eye in the end of a rope. The strands are unlaid, a loop of suitable size formed and the three strands are spliced or worked in and out of the rope, usually under and over. At least three "tucks" are normally taken.




Short splice

Used for joining two lines together. The resultant splice is thicker so do not use if the line will be passed through a block.

Back splice

Used to finish the end of a line. Do not use if the line must pass through a block.There must be (at least) three tucks in a splice, untapered splices acceptable, but less points awarded. Tapered splices would be expected to have three tucks before reducing strands or form a taper, by removing 1/3 of the strand before making the tuck. Tucks must be made so that the cut strands are to the centre of the splice thus making it clean, tidy splice with the lay of the rope in place and no stray strands protruding.

Whippings:

The whipping must be tight with no overlapping turns. It must be correctly made for the type of whipping. The length of the whipping must be 1 to 1.5 times ropes diameter. Approximately 5 mm of the rope left after the whipping before trimming the rope end so that the whipping does not pull off.




Simple or Common Whipping, - Method ASimple or Common Whipping, - Method B

Lay the short end of the whipping twine along parallel with the rope and starting away from the rope’s end make at least half a dozen turns round the rope. Now loop the remainder as shown holding down the free end and whipping over it with the looped part. When you nearly reach the end of the rope pull on the free end until all of the loop is pulled through. Trim off the end.

Sailmaker’s Whipping

This is an excellent whipping since it cannot easily pull off. Unlay the rope a short way and slip a loop of whipping twine over the left hand strand (1) Make sure you keep a long loop hanging out as at (B). Now twist up the rope again and wind the longer end of the whipping twine neatly and tightly towards the end of the rope. When you get almost to the top, pass loop (A) over the strand (1) pulling it tight by the short end which will project from the bottom of the whipping. Bring the short end of the line up to strand (3) and knot it firmly with a reef knot to the longer part between the strands. Trim off short.




EVENTS MANUAL

International Contest of SeamanshipAtlantic Challenge

10th – 17th July 2004Fishguard & Goodwick, United Kingdom

Members of the Events Committee

David Byatt (UK), Chairman. Lee Scarborough (USA). Vibeke Bischof (Denmark), Erik Holm (Denmark) vice Vibeke Bischof.Joe Kelly (Ireland).




Charles Leten (Belgium). Christian Viereck (Denmark).

RULES

Gigs and their Equipment

Mandatory Equipment:Participation in the event is subject to each boat carrying the following equipment:

10 oars (minimum) Complete masts, rigging and sails. Mandatory for Sails and Oars, Jackstay

Transfer, and Sailing Races, Towing event, L’Esprit. (Optional for Navigation, Rowing Race, Rowing Slalom and Captain’s Gig).

2 boathooks 1 rudder, one tiller or steering yoke (the use of a steering oar is permitted in place of a

rudder) 3 bailers (two buckets and one bilge pump) 1 flagstaff with national ensign 1 anchor 1 towline/anchor line 50 m long, 10 mm diameter or more 1 heaving line (host country to provide also 1 heaving line and lead) 1 jackstay line, at least 50 m. Two 6 m dock lines and two 12 m dock lines. (Vessels may rig a permanent painter if

they wish). 1 ring buoy (or equivalent) with floating line attached 1 life jacket for each crew member 4 fenders Sufficient small diameter line to lash all oars and equipment 1 compass

Optional Equipment:

1 steering oarAdditional heaving line

Special Equipment Notes:

Gigs are not allowed to be fitted with foot braces for rowing.The sailing rig shall consist of a foremast, a mainmast, and a mizzen mast. The foremast and mainmast shall be free standing (no stays) and each shall have only one




halyard, one yard, one sail and one sheet. The mizzen may have tacking lines at the peak.

Crew Requirements

Team size shall be a maximum of twenty crew members. Minimum number of crew on a gig for each event, including coxswain, shall be thirteen (ten rowers, one coxswain, and two others). The ten oarspersons shall include at least four of each gender. The minimum age for all crewmembers shall be 15 years. At least six of the crew on the gig for each event shall be between 15 and 21 years of age (inclusive) on July 10th 2004.All crew are expected to be familiar with oarsmanship, sailing, navigation, knots, whipping, and splices. Changing of crew members and coxswains from event to event is encouraged, provided the composition of the crews mentioned above is observed at all times.

Organization and SafetyJurors

Each participating member nation will be invited to provide at least one nominated Juror. A juror is qualified to adjudicate at Events by any of the following:-

Has competed in a previous AC Contest of Seamanship.

Has been a Juror in a previous ContestIs professionally qualified, e.g. is a Master Mariner

Has a specific expertise in the requirements of an Event, e.g. is a racing oarsman, a racing sailor, etc.

Anyone not included by the above may be a juror on approval of the Events Committee who will look for:-

Practical boat handling experience.

Unbiased sense of judgement.

Appropriate knowledge and or capability to act in the required manner for the Event concerned.




Those with knowledge but no previous experience of Atlantic Challenge contests are encouraged to apply to act as Assistant jurors so that they may gain experience for future contests.

No member of a national team may be a juror.

Event Jury

Each event will have a Jury consisting of at least two members of the Events Committee plus the number of Jurors required to monitor the event concerned.

Protests

Protests are discouraged within the spirit of Atlantic Challenge as a friendly contest between the youth of nations.Protests may only be made on behalf of a gig by the coxswain of the gig for the event concerned, or a previously designated member of the national team, e.g. its coach or trustee.Protests must be lodged with the Chairman of the Jury or his/her nominated delegate within 30 minutes from the time of –

The gig returning ashoreThe crew completing the Event in the case of a land based Event.

The chairman or the delegate being available.

The Event Jurors and the Events Committee members for the Event will form the Jury to hear the Protest with the addition of a representative (i.e. a trustee) of each competing nation not already represented by the above. An Events Committee member, normally the chairman, will chair the Jury.

Events Committee

The host nation is responsible for the organization and physical framework of the contests and program. The Events Committee will be responsible for running the events as set out in the Events Manual.

Safety

Each national organization and their coxswain(s) shall be totally responsible for the safety of their crew and the decision to enter into and participate in any of the scheduled events. Each nation shall be responsible for ensuring that the coxswain (skipper) is suitably qualified, knowledgeable, competent and experienced to be in charge of the gig and its crew.




The Events Committee will monitor the weather and sea state and reserve the right to cancel or modify events accordingly, but the decision to participate is the responsibility of the nation and their coxswain.

Rules and Statutes

Gigs may not be coached from the time they leave the harbour for an event until returning to the pontoons at the end of the scheduled events for that programmed period of the day. When two gigs meet and at least one of them has the mainsail and/or foresail hoisted, the rules of the International Sailing Federation shall apply.When rowing, the Atlantic Challenge Rowing Rules apply. See page 9.Exceptions are noted in the rules of some events.

Conduct of a Race

Sailing Rules: The following sections quote basic ISAF and Atlantic Challenge rules.

2 Fair SailingCrews shall compete in compliance with recognized principles of sportsmanship and fair play.

10 On Opposite TacksWhen boats are on opposite tacks, a port-tack boat shall keep clear of a starboard-tack boat.

A rowing vessel shall keep clear of a sailing vessel (International Rules for the Prevention of Collision at Sea)

11 On the Same Tack, OverlappedWhen boats are on the same tack and overlapped, a windward boat shall keep clear of a leeward boat. (For a definition of ‘overlap’ see page 8)

12 on the Same Tack, not OverlappedWith boats on the same tack and not overlapped, a boat clear astern shall keep clear of a boat clear ahead.




13 While TackingThis rule is replaced by the following Atlantic Challenge rule:Gigs that are rowing or sailing but not tacking shall keep clear of gigs that are tacking.A gig that has tacked from starboard to port tack shall, when her sails are hoisted on the port tack, be deemed to be tacking until the sheets are hardened in. In other words, since she is not maneuverable other boats must give way despite the fact that she is now technically on the port tack.When tacking, a gig must ensure that all other gigs in the vicinity have sufficient room to be able to take avoiding action.

AC 1 Tacking ProcedureThe mainsail and foresail, if transferred to the opposite side of the mast during a tack, must be lowered (the yard handheld) and raised.

AC 2 Use of Oar while TackingThe use of one “tacking oar” is permitted by a gig when tacking. If a steering oar is used in place of the rudder, this shall also be deemed to be the “tacking oar”.

14 Avoiding ContactA boat shall avoid contact with another boat if reasonably possible.

Avoidance of CollisionSee any nautical almanac for the full set of rules for the avoidance of collision. See the Resource Manual for an abbreviation of the main rules. It should be noted that Rule 17 says that ‘the stand on’ vessel has a duty to take avoiding action if the ‘give way’ vessel fails to do so.

AC3 A boat is tacking from the time it begins to harden up until its sail(s) fill on the opposite tack.

At Marks and Obstructions:

18.2 Giving Room; Keeping Clear When boats are overlapped, before one of them reaches the two-length zone, if the outside boat has right of way, she shall give the inside boat room to pass the mark or obstruction, or if the inside boat has right of way the outside boat shall keep clear. If they are still overlapped, when one of them reaches the two-length zone, the outside boat’s obligation continues even if the overlap is broken later. This rule does not apply if the outside boat is unable to give room when the overlap begins.




26 Starting SystemsThis rule is replaced by the Atlantic Challenge starting sequence detailed in each event and on page 10.

Clear Astern and Clear Ahead; Overlap:

One boat is clear astern of another when her hull and equipment in normal position are behind a line abeam from the aftermost point of the other boats hull and equipment in normal position. The other boat is clear ahead. They overlap when neither is clear astern or when a boat between them overlaps both.

Starting: Recalls - 29

29.3 General Recall When at the starting signal several unidentified gigs are on the course side of the starting line or there has been an error in the starting procedure, the race committee may signal a general recall (flag First Substitute).

Rowing Rules: Atlantic Challenge Rules

AC-R1 Equipment breakageAs Atlantic Challenge is a contest of seamanship, crews are expected to keep their equipment in sound condition. Rowing races will not be re-started if crews experience equipment breakage during the race.

AC-R2 Broken oarsBroken oars need not be recovered from the water during the course of a race.

AC-R3 The Course (a) Each gig should keep to its own lane throughout the race. The jury shall be the judge of the appropriate course of each crew. (b) Any crew that leaves its own water does so at its own peril and may be disqualified by the jury if it interferes with the course of another crew. (c) A foul occurs when two boats or their oars come in contact during a race. If a foul is so slight that it does not affect the result, the race should be allowed to continue. Otherwise the jury’s concern must be to restore the chance to win of the innocent crew. The jury may stop the race and order a re-row.

(d) If during the race a gig shall be interfered with by an outside boat, the jury may order a re-row.

(e) A gig completes the course when its bow passes the finish line.




AC-R4 Rowing on a sailing course

When gigs are rowing on the sailing course (Sails and Oars event) they shall round marks in accordance with the sailing rule 18.2 and observe rules 2 and 14. An overtaking gig shall keep clear of the gig(s) overtaken.

Scoring

Timed EventsFor all events, points will be awarded based on the order of finish.

Position Points

1 12 (or whatever the total number of boats in the Contest may be) 2 113 104 95 86 77 68 59 410 311 212 1DNS 0 DNF 0DSQ 0

It is at the discretion of the Events Committee as to whether points should be deducted, depending on the reason and circumstances for disqualification. (e.g. The ‘give way’ gig in a port/starboard collision when sailing would almost certainly incur a loss of 10 points).

For the timed events, the time to finish plus any penalty time determines the finish position.

Time penalties will be imposed for specific infractions as detailed in the description of each event.

Non Timed Events

The Captain’s Gig, portions of the Ropework and the Navigation events are scored on a subjective basis. Points are awarded as detailed in the description of the event. These points are then ranked in order and team points determined by position.

Overall Position




The overall winner of the 2004 contest will be the gig with the most points.In the event of a tie in the overall contest, the gig with the greater number of 1st place finishes, failing which 2nd place finishes, shall be the winner. Otherwise the boats shall be declared tied.General Observations on Racing and Contest Participation

Timed Starting ProceduresTwo types of Start will be used during the 2004 contest, a ‘One Minute Start’ and a ’10 Minute Start’.

One Minute StartGigs will hold themselves behind the start line between two buoys with their forward four oars, there will be a one-minute signal, this will be followed by a 10 second signal and then the start signal. At which point all gigs will bring out their remaining oars and cross the line.

Penalties 1 minute for starting early by less than 10 seconds .

Running Start A starting lane will be allotted to each gig 1 minute AC flag hoisted + a sound signal10 seconds Preparatory flag hoisted + a sound signal0 seconds Both flags lowered + a sound signal.

Ten Minute StartThis is a standard sailing race start and will only be used for the sailing race.

Special RulesLifejackets will be worn by all competitors in all events. The only exceptions are the Rowing Race and the Captain’s Gig when life jackets must be carried in the boat beneath the crew member’s thwart; otherwise failure to wear life jackets will result in disqualification. NB: The ‘No Life Jackets’ rule for the Rowing Race applies to oarsmen only, because they are seated throughout and the jacket may impede rowing. The bowman, stern sheetsman and the coxswain must all wear lifejackets as they may have to stand up.

Flag EtiquetteEach gig shall fly its national ensign when participating in an Event, except in the case of the Navigation Event when the national ensign of the competing team shall be flown. Gigs not representing their nation should wear their regional flag and they may also wear their national ensign if they wish.




Gigs flying a courtesy ensign, in this case the Red Ensign of the United Kingdom should fly it from the leach of the main sail just below the peak.Gigs should fly their ensigns from 08.00 to 21.00 hours. Flags should only be worn at night when at sea. It will be appreciated if each nation will make a point of hoisting and lowering their national ensign as a morning and evening ‘colours’ ceremony. NB It is customary in the UK to dip (lower or hold tight to the staff) ensigns to vessels wearing the white ensign (Royal Navy or member of the RYS). The ensign should remain dipped until the white ensign vessel dips theirs or is finally passed and clear.




A supreme test of strength, speed and stamina, crews race under oars over a straight line course; the first boat home wins.

CourseThis contest will take place over a course of approximately two nautical miles from north of Fishguard Lower Town harbour to the AC finish line off the East Breakwater at Goodwick.

Special RulesNational ensigns must be flown during the race.

StartA starting lane will be allotted to each gig.The start will be a ‘running start’ as follows:-

1 minuteAC flag hoisted + a sound signal10 seconds Preparatory flag hoisted + a sound signal0 seconds Both flags lowered + a sound signal

ScoringTwo heats will be run and these will be non-scoring. The first three boats in each heat will progress to the final. A run-off will take place between the remaining gigs prior to the final to decide places 7-12. The final will determine positions 1-6.

PenaltiesGigs starting more than 10 seconds early must return to the pre-start side of the line or be disqualified.1 minute for starting early by less than 10 seconds.3 minutes for infringement of racing rules.




This event will take place under sail, testing the crews’ abilities to safely and speedily recover the Man Overboard.

CourseThe course will be a single-leg in a straight-line, finishing by the East Breakwater. It could be downwind, upwind or a reach, depending on wind direction.All gear must be stowed in the boat except the four oars in use. At the start signal gigs will boat their four bow oars, raise sail and continue towards the finish line. A signal will be made, at which point the helmsman of each gig will jump overboard. Gigs must recover their helmsman and continue under sail to the finish. Note: The helmsman who jumps into the water must wear a wetsuit/dry suit and a life jacket, both of which must be provided by the nation.

Special RulesAny combination of oars and sails may be used to recover the MOB.Only the normal gig’s gear as listed in the Rules may be used for maneuvering the gig.All oars must be shipped within 10 seconds of the MOB being recovered.The MOB is assumed to be unconscious and therefore may only be recovered by hand (no boathooks, ropes etc may be used).

StartThe Start will be a ‘One Minute Start’ as described on page 10. Gigs will maintain themselves on station for the start with four oars.

ScoringTwo heats will be run and these will be non-scoring. The first three boats in each heat will progress to the final. A run-off will take place between the remaining gigs prior to the final to decide places 7-12. The final will determine positions 1-6.

Penalties1 minute for starting early by less than 10 seconds 2 minutes for starting early by more than 10 seconds 1 minute for oars not shipped within ten seconds of crossing the start line3 minutes if MOB swims towards gig Disqualification for use of equipment for recovering the ‘man’




This co-operative event will see crews from different countries sharing knowledge and building the spirit of Atlantic Challenge. For the first time, this event will be a stand-alone event with its own trophies.

The goals of this challenge are to mix crews, share knowledge and meet a challenge together. Each boat will be crewed by 14, made up of 1 person from each nation, plus a skipper and two mast captains from the owning nation (11 + 3).This Event will consist of a sailing race in which the gigs will be sailed backwards with the main sail rigged as a square sail on the downwind leg of a triangular course. The gigs will then be slalomed through a line of buoys under sail on a reach and without the use of the rudder. The square sail must be rigged and managed as described below.

Equipment All the standard equipment must be carried on board for this Event.

StartThe start will be a staggered start, probably at 90 second intervals, to be decided on the day Gigs will lie upwind of the start line, either at anchor or under oars. The decision as to which it shall be will be made by the Events Committee on the day. Gigs may prepare for the start at the moment they choose. Any gig crossing the line before the starting gun will be penalized with a time penalty. The Events Committee may decide on the day to run gigs in pairs on the course.

To sail a gig backwardsDrop the foresail and mizzen, if set. The mizzen mast may remain stepped. The foremast must be lowered. The rudder must be unshipped and taken on board.The mainsail must be rigged with a brace at each end of the yard and a sheet at each bottom corner (tack and clew).




The mainmast must be rigged with a stay from the top of the mast to lead forward to the side opposite the halyard. The halyard must be rigged so that it may be released instantly. This may be achieved by passing it outboard of the stringer forward of the mast and leading it to a cleat or around a thwart with one turn and a halyard slip hitch; likewise the stay but without the slip hitch. The halyard and the stay must lead as far outboard as possible and at least one thwart forward of the mast step.An oar must be lashed to the stem head as a rudder.In the absence of lower yards, boat hooks may be used to spread the lower corners of the sail.

To slalom without rudderThe tiller or yoke must be removed from the rudder head. The rudder must remain shipped.Steering is done by shifting crew weight and trimming sheets. Moving weight forward turns the boat to windward and moving weight aft turns it away from the wind. (If you don’t understand the effect of the sheets, ask!)There will be two parallel slalom courses so that no boat should be delayed or hampered by another boat already on this leg of the course.

Special RuleA gig approaching the downwind mark when sailing backwards, must not hamper a gig which is ahead on the course but stationary while re-aligning its sails after rounding the marker buoy, i.e. the re-aligning gig must be given clear sea room to sail “clear”.

Penalties1 minute for starting early, by less than 10 seconds 2 minutes for starting early, by more than 10 seconds 1 minute if oars not shipped within 10 seconds of crossing the start line2 minutes if oars are being used when crossing the starting line1 minute each for failure to rig halyard and stay forward of mast1 minute each for failure to rig braces on the yard.1 minute for each slalom buoy missed




This event consists of transferring an object from the shore to the gig and back to the shore

Crew15 people: 13 crew in the gig and 2 ashore.

CourseThe gigs will start in threes. At the start signal, the crews will row with all oars towards the breakwater to receive a sack. A detailed description of the procedure to be followed for this event is on the following pages. After the sack is aboard, the crew will unstep the mainmast, retrieve the line, weigh anchor and row to the finishing line.

Special RulesApart from the mainmast, all other spars and sails may be left ashore.




The sack must not touch the water while being transferred. No part of the gig or its equipment may cross the 10 m line. Each nation shall make its own heaving line from rope and lead issued by the hosting nation.

StartThe start will be a running start as described on page 10.

ScoringThis is a timed event. Teams will be ranked and points awarded by position.

Penalties3 minutes if the 10 metre line is crossed while throwing the heaving line or operating the jackstay3 minutes for the sack touching the water.1 minute for crossing the 10 m line at other times.1 minute for not using a forestay.1 minute for not having the forestay taught.1 minute for incorrect rigging of Jackstay Lines.1 minute for leaving any of the boat’s gear on the course.1 minute for each incorrect knot.

Jackstay Transfer Procedure As the gigs approach the breakwater they will turn through 180 degrees and lie to their anchors, sterns toward the breakwater. No part of the boat or its fittings may cross the 10 metre line, marked by 2 buoys. The boats will hold themselves in position with the four forward oars, and boat the aft six oars. They will then (in whatever order they choose) raise the mainmast and send the heaving line ashore. The first heaving line is hauled ashore having previously been made up so that the inboard end is attached to the jackstay with a rolling hitch approximately three metres from the end of the jackstay and a clove hitch or half hitch formed over the end of the jackstay and approximately 20/30 cm from its end.A snatch block,

snap shackle, snap hook or carabineer is attached to the jackstay between the rolling hitch and the clove hitch/half hitch.

A second heaving line is secured to the




snatch block (etc.) using a clove hitch, leaving a tail 11/2 to 2 metres long for tying the sack knot. The coil of the second heaving line is retained in the gig.

A foreguy is rigged to support the mast, and the mainmast is raised. The foreguy may be the halyard, or a separate stay rigged to the masthead. The foreguy must be hauled taught and made secure to a thwart which is not less than two thwarts forward of the mainmast and preferably in the bow, clear of the oarsman. The first heaving line is thrown ashore at a convenient and appropriate moment. A crew member ashore hauls the first heaving line in until the tail of the jackstay is in hand. One crew member holds the heaving line while the other secures the jackstay to a strong point with a round turn and two half hitches.The first heaving line is then detached from the jackstay and attached to the snatch block using an appropriate knot (bowline, clove hitch, round turn and two half hitches) and the sack is attached to the tail of the second heaving line by a sack knot. The crew haul the sack aboard, maintaining tension on the jackstay. The sack runs smoothly aboard, controlled by the two heaving lines. An object (provided) is placed in the sack, the sack knot retied and the sack hauled ashore. The shore crew remove the sack from the Jackstay, release all the gear so that the crew may recover it aboard, unstep the mast, ship oars, weigh anchor and row the boat to the finishing line.




This contest will be twice round a triangular course. Crew will row the upwind leg before sailing the other two side of the triangle. The event tests the ability of the crews to transfer efficiently from oar to sail and vice versa.

CourseThree large buoys will mark the triangular course. Boats round the marks as shown in the diagram and cross the finish line from the direction of the last mark (diagram shows a starboard course). A green flag will signify a starboard course (all marks to be left to starboard) or a red flag will signify a port course (all marks to be left to port).

Special RulesMasts may remain stepped on any leg. The mizzen sail may be set at any time.Legs 1 and 4 of the race must be rowed and all othersmust be sailed. Sails and oars may only be used together when changing from sails to oars or oars to sails within two boat lengths of the mark.Sailing Rules, Rowing Rules and Atlantic Challenge rules will apply

StartThe Start will be a ‘One Minute Start’ as described on page 10.A starting lane will be allotted to each gig. (Sequence on the start line will be drawn by lot)

Scoring

Two heats will be run and they will be non-scoring. The first three boats in each heat will progress to the final. A run-off will take place between the rest, prior to the final, to decide places 7-12. The final will determine positions 1-6.

Penalties1 minute for touching a turning mark. 3 minutes for failure to observe racing rules and AC sailing rulesNo score points if buoys are not rounded.




A boat handling contest around buoys without the use of a rudder.

CourseA slalom course will be set out in two lanes. The green buoys shall be left to starboard and the red buoys to port. Two yellow buoys are placed opposite to the starting line, where they, together with the last buoy, indicate the turning gate. The gigs must row through the gate, then reverse and back up blow the horn hanging from a buoy. All buoys must be rounded correctly.

StartThe start will be a ‘One Minute Start’ as described on page 10.

Special RulesBoats that start early must return to the pre-start side of the starting line to restart. The rudder must be removed for this eventand the gigs steered under rowing oars alone. National flags must be flown.No steering oar is permitted.

Scoring This is a timed event. Teams will be ranked and points awarded by position.

Penalties 1 minute for starting early by less than 10 seconds Restart if the start line is crossed early by more than 10 seconds.1 minute for each marker buoy touched or if the oars pass over a marker buoy. 1 minute penalty for a bell not rung.1 minute penalty for each buoy missed. 1 minute penalty for not passing clear through the gate in the turning area.

Note: For this event it is not mandatory to carry masts and sails in the gig.




This is a speed race around a course as illustrated. The windward leg will test the crews’ windward sailing and tacking ability.

CourseThree large buoys will mark the triangular course. The course will include two reaching legs and a windward leg. The race will be twice around the course. Boats round the marks as shown in the diagram (diagram shows a starboard course). A green flag will signify a starboard course (all marks to be left to starboard) or a red flag will signify a port course (all marks to be left to port).

Special RulesBefore the 5 minute signal oars may be used to maneuver the gig.Sailing Rules and Atlantic Challenge rules will apply. The use of a tacking oar is permitted.

StartThe start will be a 10-minute timed start as described on page 10.

ScoringTwo heats will be run and they will be non-scoring. The first three boats in each heat will progress to the final. A run-off will take place prior to the final to decide places 7-12. The final will determine positions 1-6.

Penalties1 minute for starting early by less than 10 seconds.3 minutes for starting early by more than 10 seconds.1 minute for touching a turning mark.




3 minutes for failure to observe racing rules and AC rules.Disqualification if a buoy is not rounded. Disqualification for ‘at fault’ boat involved in a collision; penalties, if any, at the discretion of the Events Committee, for the ‘stand on’ boat.




This event involves transferring an important passenger from the pier to a vessel, re-enacting one of the historic functions of the gigs. The event is judged on style and efficiency.

CourseWhen signaled, the gigs shall pass individually through the starting gate and make for the public landing to receive a passenger. Once the passenger has embarked, the gig will pass between the bulkhead and a buoy for a “review” turn. The gig will then row to a vessel, where the passenger will disembark. The gig will then depart the vessel without the passenger, turn about and exit the course.

Special RulesThe gigs will be scored for their performance at all times between the start and the ‘marking complete’ area.Sails and spars may be left ashore.There will be two gigs on the marking course at any one time.This is a contest of skill, and crews will be judged on their rowing technique and style, gig-maneuvering and handling skills, coxswain/crew interaction and discipline, and passenger treatment. Although innovation and national flavour are encouraged in this event, some standard appropriate techniques are suggested in this booklet.Two jurors will judge the event from each of the stations – the pickup/disembark station and the ship station. One juror will be responsible for judging the timings.Life jackets need not be worn but one for each crew member, plus a spare, must be carried in the boat.

StartThe start will be from a starting gate under the instruction of the Event Jurors.




Scoring Crews will be evaluated under the following headings:

Crew Attire (1 point)Similar Attire 1 point

No attempt at similar attire 0 points

Passenger Treatment (1 point)Courtesy shown 1 point

No attempt to be courteous 0 points

Coxswains Instructions (4 points)Delivered in a clear and distinct voice 1 point

Authority evident in instructions 1 point

Clear and explicit orders 2 points.

Docking Technique (6 points)Clean, controlled approach 2 points

Appropriate use of boathook/line/fender 2 points

Clean, controlled departure 2 points

Rowing Technique (6 points)Rowing in unison 2 points

Speed (not too slow, not too fast, efficient delivery)

2 points

Failure to complete the course within the allotted time will result in no award of 4 points and a deduction of one point per minute over the time thereafter.




Crewmembers will demonstrate their ropework abilities by knowing the function and method of tying a selection of knots, whippings and splices.

The ChallengeThe 2004 Ropework will be in two parts, the first will be in the form of ‘continuous test’ of the knots and hitches as described in the document ‘Ropework 2004’. The second part will be land-based test of whippings, splices and seizings and will take place immediately after another Event.The continuous test will take place when the crews are in the gigs following an event, at any time during the Contest. Crewmembers will be asked, at random, to tie the most appropriate knot or hitch for a particular purpose. Marks will be awarded on the choice of the most appropriate knot, its execution, and the speed with it is executed.

ScoringThe land-based test will be on 2 splices, 2 whippings and 1 seizing.

6 points maximum awarded for correct execution.2 points for neatness2 points for completion within the allotted time.

The continuous test of five knots or hitches will be scored as follows:-2 points for correct choice of knot.4 points for correct execution within the maximum allowed time of 40 seconds.2 points for neatness.2 points for correct execution within 15 seconds.

Each team will be invited to execute the same number of knots, etc. and any one team member (crew of thirteen) will only have to tie one knot or do one piece of rope work

KnotsReef knot Reef knot slippery hitched (half bow)

Figure of eight Bowline

Halyard slip hitch clove hitch

Round turn and two half hitches sack knot

Half hitch Anchor hitch with seizing

Sheet bend Double sheet bend




Rolling hitch Spar hitch

The Splices

Short spliceEye splice

Whippings

Sailmaker’s whippingSailmaker’s whipping made with palm and needle.

Seizing

Racking Seizing




The gigs will navigate a course while rowing. Instructions will test knowledge of the use of the magnetic compass, including the determination of compass error, and variation, steering a compass course, speed, time and distance calculations, plotting, latitude and longitude, depths and tides; measurement and calculation of depth and determination and application of tidal information.

All the above are described in the resource manual.

Equipment

Contestants should provide the following items of their own:-

(a) Time piece with second hand or equivalent.

(b) Soft pencil.

(c) Eraser.

(d) Dividers.

(e) Calculator (non programmable) This is optional but almost essential inorder to save time and tears on arithmetic!

(f) Hand bearing compass.

(g) Note pad.

(h) Parallel rule or plotter.

(i) A lead line for measuring the depth of water to the nearest 0.1 m. It is suggested that marks at two or three metre intervals will be adequate so long as it is possible to estimate the readings with reasonable accuracy. The lead line should be not less than 10 metres. Gigs may prefer to make them longer than this for subsequent use ‘‘at home’’

NotesOne task that will be set concerns the calculation of the depth of water at the time that the depth is measured, rather than at Low Tide as mentioned in the resource Manual. This involves interpolating time and height using the tide tables.




Speed Table for Navigation Event

The exercise of measuring the time taken for a floating object to travel from the bow of the gig to the stern may be used to determine the gig’s speed. This table applies to any vessel of 38 feet in length.

Time in Seconds Speed in Knots

2 11.43 7.84 5.75 4.66 3.87 3.38 2.89 2.510 2.311 2.012 1.915 1.520 1.1

Intermediate speeds may be determined by interpolation.

Speed Graph

A graph of Speed/Time will be provided so that speed may be read directly off the graph.




Practical Challenge

A test of problem solving, teamwork and leadership. The principle of this event is to test initiative and the actual challenge will not be disclosed until the start of the event.




This event features pairs of boats competing together and emphasizes cooperation between two gigs.

CourseThe pairing of boats will be based on seeding from the rowing heats. Boat A will tow boat B under oars to windward from the starting line until both gigs have crossed the windward line between two buoys. After both boats have crossed the line, the towline will be released and the boats turned about (oars are permitted). The towline is now to be reconnected, with boat B now towing boat A under sail to a downwind pair of buoys. Upon crossing the line between the buoys the boats will turn (oars again permitted), leaving the towline connected, boat B changes from sail to oar and tows boat A upwind to the upwind buoys. Upon crossing the line to windward between the two buoys, the boats will release the towline and turn about (oars are permitted). The towline is now to be reconnected, with boat A towing boat B under sail to the downwind pair of buoys which now becomes the finishing line. The finish will be recorded when the lead boat (sailing) crosses the finish line. The towline may not be slacked as the lead boat approaches the finish line.

In other words:Boats are paired, A and B

Leg 1 Rowing upwind: A tows B.Leg 2 Sailing downwind: B tows A.Leg 3 Rowing upwind: B tows A.Leg 4 Sailing downwind: A tows B.

StartThe start will be a ‘One Minute Start’. Both gigs in each pair will line up with their bows on the starting line and all oars out. The towline may not yet be connected between the boats. The one-minute signal will be given when all boats are ready. At the start signal, the towed gig will ship her oars, while the towing gig will row ahead into position to tow. The towline will be connected between the boats, and the tow will begin.

Special RulesOn the upwind leg between the starting line and the upwind line, the towed gig may have no oars out, but must steer. On the downwind leg between the two lines the towed boat must not use oars or sails, but must steer. The towline must not be slacked or disconnected as a pair of boats approaches the finish line.




Penalties

2 minutes if any part of a team’s boat or gear crosses into another team’s laneDisqualification if, while any part of a team’s boat or gear crosses into another team’s lane, that team’s gear or boat fouls the gear or boat of the team into whose lane they have crossed.Disqualification while being towed if any crew member stands or uses an items to assist in the speed of the boat.2 minutes if oars are out on the towed boat between the starting and upwind line, or if oars are out on either boat on the downwind leg between the upwind line and the finish line. 2 minutes if the boats in a pair (or their gear) make physical contact with each other, with the exception of the towline. 1 minute for teams starting early by less than 20 seconds. Teams starting more than 20 seconds early must return and re-start (oars may be used) or be disqualified.




NavigationBy David Byatt – AC UK Drawings by Alex Hunt

'Navigation is the art of making a safe passage in a vessel from one place to another'.




oastal passages may be made in small craft with the aid of chart, compass, watch, lead line, tide tables and some means of estimating the speed of the vessel through the water. More important than elaborate apparatus are

accuracy, alertness and a dislike of taking anything for granted. Navigation within the sight of land involves the simplest of calculations and disaster is often brought about by very simple mistakes due to carelessness or fatigue'.

COne of the arts of Navigation is knowing when to be absolutely precise and when to be approximate. The skill of the navigator depends on his/her ability to make precise and accurate measurements. For example, a fix may be obtained using three compass bearings of known objects, each bearing being read to the nearest whole or even half-degree. From the plotted position it is possible to plot a course to steer to the nearest half degree. In a small boat even the best helmsman cannot steer a course to this accuracy, so the navigator gives a course to steer to the nearest five-degree mark on the compass card. In a Contest Event the Jurors (the Host Nation) must make it clear what level of accuracy they are looking for, given that contestants have to be ranked at the end of the Contest and accuracy is one of the easiest ways of doing this.

All chart work which involves plotting will be assessed on neatness, clarity and accuracy.

Where practical navigation events are set, contestants may be expected to keep a 'rough navigator's log book'. This 'log book' which will probably be a sheet of paper will show times of bearings, objects used for Fixes, courses steered, times at which the course is altered, times at which soundings are taken, etc. etc..

Chart work should always be done with a sharp, soft (2B) pencil. All lines should be only as firm and as long as is necessary to show the information required on the chart. A soft eraser should be used on the chart to clean off all marks when finished. Charts are expensive items!

Where parallel rules are referred to, a protractor or plotter of whatever design may be substituted, provided only that they produce the result described.

A Latitude and Longitude

Candidates will be expected to determine the Latitude and Longitude of a given position on a chart and to find a position given its Latitude and Longitude.

The parallel rule should be aligned with the nearest line of Latitude on the chart a short line drawn on the chart with a pencil in the approximate position. The same method is used to determine the Longitude; this may alternatively be done with a pair of dividers. Remember that distance is measured on the Latitude scale opposite the position worked on the chart, or on a distance scale if provided.




B Plotting a simple compass course.

The parallel rule is laid on the chart in the correct position and carefully aligned between the two points between which passage is to be made. Stepping the rule, or rolling, depending on design, to the nearest Compass Rose, the rule is aligned with the centre mark and then checked on the two reciprocal readings on the outer circumference of the Rose. (N.B. All courses and bearings are determined on the outer, or True, compass rose, as this does not change with time). Having determined the True course this must have Variation applied to convert it to Magnetic. For the purposes of the Contests, this will be considered the Compass course. ( Mariners should remember that a proper compass course accounts for Deviation as well as Variation!)

C Plotting a Dead Reckoned (D.R.) position.

The True course steered from the present known position ( as depicted in Fig 3) or the last estimated position allowing for leeway and drift and set of the tide (as depicted in Fig 2) is laid off on the chart with parallel rule and pencil using the dividers to step off the distance run in the next hour at the current speed, the position is marked with a short line perpendicular to the course, or a cross and the time written beside it. This procedure may be used until the next time it is possible to fix the vessels position, i.e. by three bearing fix. A Fix is a known position and the time is always written on the chart beside it. The D.R. Plot should look like the following:-

N.B. An arrow on a line should be at the end of the line for a line of bearing used as a position line and in the middle of the line for a course line.




D Three Bearing Fix

Contestants should be familiar with the Hand Bearing Compass and able to use one.Three objects on land and identifiable on the chart are chosen at as wide an angle to one and other as possible - ideally 120° apart in order to give the best 'cut', i.e. the smallest triangle or 'cocked hat'. The objects should be listed in the log book, their bearings read and recorded as ---°M and the conversion to ---° True shown in the Log Book by adding or subtracting the Magnetic Variation. Each line of bearing is then laid off on the chart and the centre of the triangle produced indicates the position of the vessel which should be portrayed thus:-




E Time, Distance Speed.

The Formulae: S = D/T D = T x S T = D/S

may be used to calculate Time, Speed or Distance when you know both the other two.

You should always show your work on a piece of paper or in your Log Book.

F Determination of an Estimated Time of Arrival (E.T.A.) at a given position.

The formula T = D/S may be used to calculate the time of arrival at a distant position (e.g. a harbour etc.)

First measure the distance on the chart, then divide the distance by the speed and the answer is the time in hours to complete the passage. This may be readily converted to a clock time.

G Chart Symbols. Knowledge of principal symbols, sufficient to make a safe passage.

For example, the first thing to look at on a given chart; Depths in fathoms, feet or metres? When surveyed, i.e. how reliable? Datum (normally Lowest Astronomical Tide) i.e. what are the true depths likely to be?. Difference between yellow, green, blue and white areas on a Metric Chart.Cautions under the title.

Knowledge of symbols showing the following information ( based on British Admiralty charts. Where a host nation uses different symbols they should draw contestants' attention to this at least one year before the Contest.Depths, drying heights, contours of depth at 5,10, 20 metres, etc..Rocks - which are a hazard to navigation. Awash at Low Water; Less than 6' (2m) at Low WaterNature of the bottom - for anchoring. Sand, Rock, Stones, Mud, Weed.

Lights - used for navigation; ability to understand the meaning of; Fl.G.2sec 3m 4M'. Occ: Fl; Q.Fl; Iso

Landmarks: - Church, other objects marked Conspic. - Mast




- Building - Beacon - Hilltop - Topographical features, e.g. Cliffs, Dunes, - Marshland, Urban area, etc..

H Elementary knowledge of Tides.

Ability to use tide tables and Tidal Atlas to determine time of High and Low Water; difference between Neaps and Springs; time at which tidal stream changes direction at a given location; twelfths rule for determining rise or fall of the tide; calculation of minimum depth of water at Low Tide on a given day at a given location; calculation of tidal rise on a given day; effects of wind and barometric pressure on tidal predictions.

I COMPASS WORK.

Ability to use a Hand Bearing Compass for taking bearings.

Knowledge of Magnetic variation and ability to apply this to convert a True bearing or course to Magnetic and vice versa.

Knowledge of the effect of ferrous metal, hand held G.P.S. unit, etc. near the compass and its effect known as Deviation but no detailed application of Deviation.

Ability to select three suitable landmarks for compass bearings and plot the vessel's position on the chart.

Ability to calculate the magnetic Variation at today's date from the information given on the chart.

J PRACTICAL ASPECTS OF NAVIGATION AFLOAT.

Ability to locate the steering compass in a suitable position in the boat, correctly aligned.

Ability to steer a compass course. Knowledge of over steering by the same amount either side of the correct course, in order to maintain the mean course; how to avoid 'chasing the lubbers line'.

Ability to keep a 'Navigator's Log book'. Note the time of all bearings, showing whether they are True or Magnetic; alterations of course steered; estimation of leeway, etc., etc..




K Use of a Line of Transit to determine movement through the water.

Choose two objects that are in line and can form a “range” when crossed. For preference, one should be near the observer and the other far away. When the observer crosses the path formed by these two objects, he is on a line of position (LOP) formed by the two objects. If you alter course and run either away or towards the two marks you may use this Line of Transit as a navigational reference.




L Leading marks The principle of the transit mark may be used as a leading line to guide a mariner through a deep water channel in a narrows or to avoid offshore dangers to navigation. Such Leading marks are shown on the chart and may be natural features or artificial marks.

M I.A.L.A. Buoyage. Basic knowledge of Lateral and Cardinal systems.

N Collision Regulations. Sufficient knowledge of The Rule of the Road as to avoid collision in normal situations.

The following is a précis of the main Rules. For the full Rules consult a Nautical Almanac.

Rule 1. These Rules apply to all vessels.

Rule 2. Nothing in these Rules shall exonerate any vessel from the consequences of any neglect to comply with these Rules.

Rule 3. For the purposes of these Rules, except where the context otherwise requires:-

The word 'vessel' includes every description of water craft.




The term 'power driven vessel' means any vessel propelled by machinery. N.B. A Gig under oars is a power driven vessel - an oar is a 'machine'.

The term 'sailing vessel' means any vessel under sail provided that any propelling machinery, if fitted, is not being used.

d - l) see full regulations in an Almanac, etc..

Steering and Sailing Rules:-

CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY

Rule 4. Rules in this section apply in any visibility.

Rule 5. Every vessel shall at all times maintain a proper look-out.

Rule 6. Every vessel shall at all times proceed at a safe speed.

Rule 7. Risk of collision

Every vessel shall use all available means to determine if a risk of collision exists. If there is any doubt, such risk shall be deemed to exist.

Rule 8. Action to avoid collisions

Any action taken to avoid collision shall be positiveAny alteration of course and/or speed shall be large enough to be readily apparent to another vessel.If necessary to avoid collision a vessel shall slacken her speed by stopping or reversing her means of propulsion..

Narrow Channels

A vessel proceeding along a narrow channel shall keep to the starboard side.

Sailing vessels and small vessels (under 20m) shall not impede the passage of a vessel that can only safely navigate within a narrow channel or fairway.

CONDUCT OF VESSELS WITHIN SIGHT OF ONE ANOTHER




Rule 12. Sailing vessels:

When two vessels are approaching one another, so as to involve risk of collision, one of them shall keep out of the way of the other as follows:-

When each has the wind on a different side the vessel which has the wind on the port side shall keep out of the way of the other.

When both vessels have the wind on the same side the vessel which is to windward shall keep out of the way of the vessel which is to leeward.

For the purposes of this rule the windward side shall be deemed to be the side opposite the side on which the mainsail is carried.

Rule 13. Overtaking

Any vessel overtaking another shall keep out of the way of the vessel being overtaken.

Notes :Although the overtaking vessel always has the obligation to keep clear, the one overtaken also has a duty not to hamper her.

Before altering course always look astern to make sure another vessel is not coming up on either quarter.

N.B. This applies to a sailing vessel overtaking a power vessel as well as another sailing vessel. A gig under oars is a power vessel for the meaning of this rule.

Rule 14. Head-on situation

When two power driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter course to starboard so that each shall leave the other boat to port.

Rule 15. Crossing situation

When two power driven vessels are crossing one another so as to involve risk of collision the vessel which has the other on her starboard side shall keep out of the way of the other and avoid crossing ahead of the other vessel.

O Determination of speed of the vessel without instruments.

Use of bits of wood, etc., dropped by the bow and timed when passing the stern or use of traditional knotted rope, etc..

P Estimation of position by Bearing and estimated 'Distance Off'.




The bearing of an object on the land may be obtained with the hand bearing compass and the distance off estimated. This is a useful approximation, the bearing is reasonably accurate and with practice the estimation of distance also becomes reasonably accurate, if opportunities to observe known distances are taken.

Q Weather Forecasts

Knowledge of how to obtain a weather forecast - details in Nautical Almanac, etc. Knowledge of what sort of forecast and/or other circumstance might make it prudent to consider that it would be wise to remain in harbour.




Operating Practice and Safety Procedures

his is not intended to be a complete

source for safe boating practices, but instead a reference for specific information and suggestions relating to the Atlantic Challenge gigs. Although Captain Bligh successfully navigated a ship’s longboat across several thousand miles of open sea, these boats were not intended for such purposes and indeed the Atlantic Challenge gigs are rarely crewed by such experienced crew. All who go to sea in small open boats are well advised to observe all elements of local weather conditions and forecasts, wind, sea, conditions, and to govern their actions appropriately. As well as the standard safety equipment including life jackets, charts, compass, tidal, current information and other navigation and safety items; the use of modern communications methods and safety and support craft, are all (highly recommended) essential on any open crossing or expedition.

T

CREW QUALIFICATIONS

Each Atlantic Challenge organization should establish appropriate training procedures to instruct seamanship and identify levels of competency as follows.

Coxswain: The person in charge of and responsible for the boat and its crew. This person will have completed training as an Able Crew. The individual should have successfully completed national seamanship, sailing, and navigation programs as deemed appropriate to undertake responsibilities as a coxswain. They should also be approved by the local association as a competent person to take charge of an Atlantic Challenge gig. A system for selection and evaluation of potential coxswains should be established to ensure that the individual has a sound working knowledge and safe working practice in command under oars and sail, and demonstrates good seamanship and awareness both in and outside the boat.

Able Crew: These individuals should know the following:




1 the rowing and sailing orders and be competent in the use of an oar and in the management of sails.

2 know the knots, everyday use of the lines aboard, and methods for securing the gig to a dock or mooring

3 demonstrate a sense of "watermanship" and ability to anticipate problems before they arise

4 the ability to be relied upon in a crisis, by the coxswain, to do the "right thing"

5 sufficient ability to act in place of the cox in an emergency6 be familiar with safety procedures, use of flares and VHF radio

proceduresNovice Seaman: This is an individual training for the position of Able Crew.

The Basic Checklist Before Heading Out to Sea:

The following checks are to be completed by the coxswain or able seaman under the coxswain’s supervision.

Boats and Equipment – The Basics:10 Oars (minimum)Rudder with Tiller or Yoke Minimum three bailers - 2 Buckets and a bilge pump (preferred- 6 buckets secured by lanyard)Suitable Anchor and min. 50 metre rode2 Boat-HooksEnsign and Staff2-4 FendersFour dock Lines (bow & stem lines and spring lines)Long Towing LineAppropriate Charts Compass, and timepieceLife buoy and buoyant heaving lineOne life preserver for each crew memberFirst Aid Kit, knifeComplete rigging and sailsA sound signaling deviceDistress flares of a type and quantity as regulatedOther items as legislated in each nation

Optional and Expedition Equipment

Rudder with Yoke, steering oarAdditional anchor(s) and lines




Support and safety craftCellular phone, VHF or other communications methods for open passages or expeditionsPortable navigation lights. Lights must comply with Collision Regulations if permanently fitted

Other Checks

- weather forecast - VHF radio check - bilge dry - each crew appropriately dressed and wearing a lifejacket

- check if there is any crew aboard with relevant medical history - consider the state of the tide, and the effect of the current and forecast wind on sea state

CREW BRIEFING

How to wear, adjust, (and inflate) life jackets

Keep your weight low in the boat. Move about the boat with care and avoid walking on thwarts

NEVER secure main and foresheets, Always held in the hand

Warn crew of danger of being struck on the head by a swinging yard, either when hoisting or lowering the main and fore sails. One member of each mast crew should be briefed to hold the luff of the sail under tension to keep the peak of the yard aloft and clear of heads when both hoisting and lowering.

Sailing Positions - Each crew member has a sailing position and a specific duty. The mast captains have the job of repeating the coxswain’s orders so that those in the bow hear what is said. No one else should speak during these orders as it is a cause for confusion.

Anchoring and Weighing Anchor: Proper procedures should be explained for anchoring and weighing anchor and the importance of good communication

Explain reefing procedures




If disabled crew is aboard, advice must be sought as to what adaptations are requiredLife Jackets for all crew, worn and properly securedAll required gig gear aboard, masts and sailsSafety equipment aboardBailers secured to thwarts with a lanyardNavigational equipment aboardCrew have received instruction re “crabs”, crew overboard, and capsizingThe coxswain is responsible for the safety of the crew, the safe operation of the vessel and the condition of the boat.

No hard soled shoes aboard, bare feet or sandals have also proven to be dangerous

A tidy boat is a safer boat, organize your gear

Listen to commands, you will be shown what to do, avoid unnecessary chatter

Ask permission of the coxswain if you need to stand up, avoid standing on thwarts

Exercise extreme caution when shipping or boating oars to avoid personal injury to others.

Crabs - A crab occurs when the water resistance on the blade of the oar "pinches" the loom in the oarlock, causing the loom to knock into your chest very abruptly. If allowed to go too far, the oar becomes incredibly hard to remove from the oarport, and may crack both oarport and the sheer plank. The trick to successfully dealing with a crab depends on you being well prepared, so that it doesn't catch you by surprise.

There are three steps to dealing with a crab: First, shout "CRAB!!" - this alerts both your coxswain and the rest of the crew, in case the boat needs to be stopped immediately. Second, lift the loom of the oar up, so that it comes completely out of the oarport and slides aft (towards the stem). Once the oar is freed from the oarport press down on the handle to bring the blade out of the water. Third, slide the oar back into the oarport . If you follow these three easy steps, you can successfully deal with a crab. Remember, the trick is to not let it catch you by surprise. Be Prepared!

CREW OVERBOARD

You need to be prepared both for falling in the water and for rescuing someone else. Keep in mind - it could be your coxswain that falls in - be ready to take over the command of the gig immediately.

If You Fall In:

DO NOT PANIC - Your PFD will keep you afloat. Keep your head above water. Wave your arms so that the spotter in the gig can see you. Once the gig gets close enough, swim towards the gig. The easiest place to get “hauled aboard” will be amidships. Two




crew at this station can easily assist with this operation. Once aboard, you are prone to hypothermia. The longer you were in the water or continue to stay wet, the greater this concern. Take off your wet clothes and put dry ones on. Borrow dry clothes from other crew members if you don't have any. This is a must!! However uncomfortable it seems, you must get warm again. Hypothermia is a serious issue.

If Someone Else Falls In: DO NOT PANIC - you must be well co-ordinated to retrieve a crew overboard.

Rowing:

Yell "CREW OVERBOARD!”Appoint a spotter. They are to point straight at the person and never stop until the person is back aboard. This can be done by either the passenger or the bow watch (not the coxswain!)Stop the gig - "Hold Water".

Back up to the person - "Backwater" (If you are at the helm - keep in mind you are making stem way.

Retrieve the crew

Immediately check for injury, then make them change into dry clothes, otherwise they will catch-.hypothermia.

Take a deep breath – your crew is safely aboard.

Sailing:

Yell CREW OVERBOARD!!

Appoint a spotter (this is even more important when sailing - the person can get out of sight much faster).

Toss a life jacket or lifebuoy to the person.

Drop sails immediately, ship oars alter course and row towards the person – as you approach – mind your oars to avoid injury to the crew in the water. Remember the momentum of the boat will bring you closer.

Row towards the person - either forwards or backwards, depending on their position and distance. Retrieve them amidships

Check for injury - then make them change into dry clothes to avoid hypothermia.Take a deep breath – your crew is safely aboard.




If The Coxswain Falls OverboardSomeone must take immediate control of the gig. This may be an able seaman.

Capsizing

Capsizing occurs either when the gig fills with water uncontrollably or when the gig overtures. Remember - the gig is made of wood. It will float, though barely above the water. DO NOT PANIC!! STAY WITH THE BOAT It requires a well co-ordinated crew to deal with a capsizing.

If The Gig Fills With Water

Stay quiet - a lot of shouting doesn’t accomplish anything. Let the coxswain take control of the situation.

Get to the centre of the boat - this helps stabilize the gig and prevents more water from entering into the gig.

Immediately start removing water once the gig is stabilized, using pumps and buckets.

If the gig is unstable and more water is washing over the gunwales with each wave, the cox will order all crew into the water on both sides of the gig. Try to retain as many oars as possible in the gig but do not swim off after oars or other gear that may have drifted away from the boat.

The crew will approach the gig “belly on” to the oar ports to block water from entering via the oar ports and begin bailing with all bailing buckets. Once the gig is bailed below the thwart level, have two crew enter the boat from each end and once aboard these crew will continue to bail with good speed from aboard. Other crew will come aboard as circumstances permit.

Once the boat has been pumped out, start gathering up gear that has floated awayIf anyone has any dry clothes in a sea bag, change into them. You must avoid hypothermia.

Row back to the nearest dock or shore as quickly as possible - hypothermia is a major time concern.

Every wet crew member must do something physically to try to warm up - such as rowing, Switch positions so that everyone has a chance to stay warm. Coxswains and Bow watches must be particularly careful of hypothermia.Once into shore or at a dock - secure the boat - then get everyone into warm, dry clothes.




Heavy Weather

Heavy weather is extreme wind or wave conditions, such that it poses significant danger to either the gig or the crew. Avoid taking the boat out in stormy weather. If you are already out and caught in a sudden storm you must take certain precautions.

Head towards the nearest protected harbour.

If not possible, row upwind towards a protected shore.

If unable to reach a protected harbour or shore secure loose equipment, drop an anchor and chain, and keep the boat into the wind, either using oars or by using the mizzen as a weather vane (this may require most of the crew to go forward).

If in close proximity to a lee shore, row like mad upwind, to avoid being blown onto the shore. Remember Lt. Proteau’s fateful mission in Bantry Bay on Christmas eve 1796!

Safety Drills: Crew are highly encouraged to develop specific safety drills to better prepare for dealing with certain situations. Make it a point to practice these drills every time you go out - it will improve your response time. For example the coxswain may discretely throw the life ring overboard and designate one crew (or himself) as the person in the water. Don't worry about hypothermia with the life ring!




Awardst time of writing, Atlantic Challenge has yet to develop a graduated level or award system for crew or participants. Within the international community there may already be AC groups who have established this concept with certificates

or pins awarded for recognition of specific achievements by crew members.AThis may be an area for consideration by Trustees to consider a generic system that may be utilized, if desired, by any local Atlantic Challenge organization.

The Duke of Edinburgh’s Award Program is another program that was initiated by Kurt Hahn. It encourages personal growth, skill development, expeditions, community service, and physical fitness. It is available in over 70 nations including many of the Atlantic Challenge countries. Sometimes it is identified by another name. For example, in the United States it is called the Congressional Award Plan. You may consider the merits of building this program into your Atlantic Challenge activities.

Visit the International web site for the Duke of Edinburgh’s Award Plan for additional information or to initiate this as part of your AC program. http://www.intaward.org/



http://www.intaward.org/


Starting and Operating a Community Based Atlantic Challenge Program

Why?

or those who have attempted it in over eight nations, the answer is perhaps much clearer and simpler. There is something quite magical that happens when twelve or thirteen youth come together to learn to sail and row a craft that is

demanding of teamwork and co-operative skills with those around them. We have seen it happen time and time again, both with “over-achieving” youth and those who have been labeled as “high risk” or “under-achieving” in some fashion. The Atlantic Challenge gigs are wonderful vehicles for communication in developing the personal skills of self reliance, forethought, endurance, honesty, tolerance and modesty that youth require in a millennium age.

F

Most young people (whether they realize it or not), thirst for adventure, new skills, challenge, and opportunities for personal growth. Atlantic Challenge programs can provide this opportunity for experiential education and development through the many facets available for boatbuilding, seamanship, sailing, rowing, and expeditions.

Who could benefit from such programs?

Take the time to assess the specific needs of youth in your community. Talk to school counselors, community service workers, those trying to prevent school dropouts, teen pregnancy, substance abuse and other local agencies that are working with youth. Also talk to those who work with young people in enrichment and leadership programs.

For an initial project there may be some merit in starting off as part of a group that already exists because it will come with some structure, leaders, and various support systems. On the other hand, you may wish to reach out to those who currently have not had access to such opportunities and where the need may be much greater.

Even if your community is near the water, you may also find that boats and water is a foreign environment to most youth so it becomes a new learning experience to be shared by all.

How do you launch the idea?

Find partners who share your vision. Look for the best teachers, people with organizational and “people” skills, the local sailing and rowing fraternity, local boat




builders, look to the recently “retired” with these skills that may be searching for meaningful activities.

Many of the present Atlantic Challenge organizations are either a part of or directly linked to another organization such as a maritime museum, apprenticeshop, sailing or rowing clubs, sea scouts or other youth organization. There may be some merit in beginning your project under the support network that such groups may offer. Try to visit one or more existing AC organizations in your country for additional resource information.

Once you have a plan and some structure to your organization, seek registration within Atlantic Challenge. Order a set of plans for the gig

What Activities could be included in your programs?

Don’t try to do everything at once. Develop a plan and start slowly. Talk to people in other AC organizations, plan a visit or attend an international seminar or expedition.

Here are a few components of your program that you may wish to include:

Offer a community boatbuilding program as a pilot project (see more below)Build an Atlantic Challenge gigLearn to sail and row programsBasic Seamanship, safety, “Rules of the road”Daytime expeditionsLonger planned expeditionsExchanges with other AC groupsGo on joint expeditions with other AC groupsAttend the International Contests of SeamanshipLink up with other youth groups in your community and offer opportunities to Scouts, Guides; Sea Cadets, Big Brothers, Big Sisters, Schools, Youth at Risk

How do you build a gig?

Here are some issues to look at before starting:

Who will build the boat? Is this to be a learning experience for young people, or do you plan to have it “professionally” built and focus your program on utilization of the gig with youth.

Who will co-ordinate the construction? This person – or small team play a vital role in making sure that there are no delays or obstructions to progress on the project. If you have “contracted” the work out, then the need may be to be an advisor and someone who regularly checks on the work underway. If this is an educational learning




project which utilizes volunteers or a mix of volunteers or youth working under the supervision of a boatbuilder, then the needs are much greater, more challenging, but immensely more rewarding for everyone. The coordinating team needs to address each of the followingDevelop a Business plan and estimated project costWhere to build the boatDetermine appropriate wood species available, and obtain themAcquire essential tools required, Instruction in their use and safety issuesSource marine suppliers Scheduling of crew, supervision and instruction issuesAdministration issues and financial control of expensesProjected Construction Timelines

How long will it take to construct? Not an easy question. There are all sorts of variables here. How many people will work on the project? Is this full time or part time? Are the boat builders “professional” or young people requiring instruction, assistance and direction? A team of 3-4 knowledgeable boat builders could complete the gig in less than four months but you may be better to look at a six month schedule. If the focus is with youth or adult volunteers working during the evenings or weekends, then the time estimates are much more challenging and you may be looking at one or two years. AC Canada built one of their gigs this way. During the first year, the mold was built and the hull planked. During the second year, the gig was completed along with all spars, oars, etc.

How much will it cost? This too has many variables. To have a gig professionally built in some countries could run as high as $80,000. US, but in other nations, less than a third of that. If you decide to build the gig with volunteers or make it part of an educational program in a school, the costs will drop even more dramatically. The expenses will fall even more if you can find individuals willing to donate materials, rent, light, heat, and insurance. In the end, with all these variables working in your favor, the actual cost of constructing these gigs can be surprisingly low.

Ideas for Funding

OK, you have a plan, a place to build, some people to work on the project, and a pretty good idea what it will cost. So now all that is required is some venture capital to launch the dream.

Outline your project with a brochure or printed project manual. Include some images of the gig.

Start sharing your plan with others in the community. Make direct “eyeball” contacts. Letters frequently do not have the same impact. Let the media know of your plans. Give them information, photos and opportunities to interact with your group.




You may be surprised to find interest and support from many of the following to offer direct funding or “gifts in kind” to assist with your program.

Local FirmsIndividuals who share your visionLocal or International Service Clubs such as Rotary, Lions, Kiwanis,Charitable FoundationsLocal Firms and Manufacturing CompaniesMarine SuppliersMunicipal governments, Parks, Recreation, and community programs, Government Training incentive Project grants MarinasSailing and rowing organizations,Building Supply firms, Saw mills, Government Lottery Programs that award funds to community groupsMarine Insurance Companies

Seek government charitable status as early as possible. This may open more doors with potential donors and perhaps allow you to accept the gift of items which can either be utilized directly or sold to generate needed revenue. For example, some Atlantic Challenge organizations have been able to accept the donation of boats, and then sell these to purchase materials to construct a gig or help cover other expenses.

At some point, you may need to address the issue of whether to start construction even if the program is not fully funded. Some people subscribe to this Field of Dreams approach hoping that additional support and interest will follow. Past experience has shown that works and as the gig takes shape and local interest grows.

How can we become a part of the Atlantic Challenge International Family?

As mentioned earlier, it is a good idea to visit one or more existing programs and chat with the “trustee” or leaders associated with the program. Attending an International Contest of Seamanship is also an excellent venue for seeing the effect a program can have on youth. Before incorporating the name “Atlantic Challenge” in any of your activities, you must complete the registration form and forward it to the President of Atlantic Challenge International. The president will advise all international trustees and present your application at the next Trustees meeting. Since Trustees meetings are usually held annually, use of the term Atlantic Challenge may be granted on an interim basis if there are no objections raised from current members.

A complete registration request should include the following:

Completed Application Form and a cheque or Bank draft for $400. US which covers two years’ membership.

Request for one set of gig plans $200. US – mailed




Please allow at least six weeks for provisional acceptance of your application and the return of one set of gig plans and the current version of the AC Resource Manual. Membership in Atlantic Challenge will also allow you to list and post your group’s activities at the AC web site. If you wish to establish and maintain your own site, then we will link to your location.

Membership within Atlantic Challenge shall be dependant upon: The acceptance of your application by the Trustees The purchase of official Atlantic Challenge gig plans Maintaining your annual membership dues Willingness to accept and uphold the ACI Constitution Providing a plan for your boatbuilding program, outline of proposed youth programs

and detailed help needed from ACI community

Voting Membership within Atlantic Challenge shall include the above items and: Building or purchasing an Atlantic Challenge gig built according to the official plans Competing in an International Contest of Seamanship




Application for Membership in Atlantic Challenge

Those groups wishing to apply for membership within the Atlantic Challenge International Trustees Association do so on the understanding that their policies and programs will be in support of those provided by the Atlantic Challenge Charter statement and ACI Constitution.

A requirement of voting membership within Atlantic Challenge shall be the acquisition or construction of at least one Atlantic Challenge gig, constructed to conform to the plans and guidelines as provided by Atlantic Challenge and participation in an International Contest of Seamanship.

Name of Contact Person ________________________________________________

Position within proposed organization ______________________________________

Address_____________________________________________________________

Town/City _______________________ Country________________________

Postal Code______________________ Telephone______________________

Fax ____________________________ E-Mail_________________________

Name of proposed organization___________________________________________

Web site address: Your planned address ___________________________________

Or if AC address, www.atlanticchallenge.org/__________________________

Please attach a descriptive outline of your proposed organization, boatbuilding plan, and programs to be offered for youth. Registration and annual fees (enclosed) for membership within Atlantic Challenge International are $400US for two years.

Our guidelines now state that each country may have one international Trustee who will attend round table discussions. In nations where more than one association exists, one trustee shall be appointed for each 10 associations formed. Should any conflict arise in this process, the International president in consultation with existing trustees shall appoint the representative until such time as the issue is resolved.

Boat Plans and most current gig specifications - $200 US – mailed globally




Community BoatbuildingKen Woods – AC Canada

uring the winter of 1998-9, AC Canada offered their third community boatbuilding program. Other than the construction of our two Canadian gigs, this was our first entry into the area of boatbuilding for families, and this time

with an entirely different thrust.DObjectives:

1 Construct a functional small sailing and rowing craft at low cost

2 Bring “multi-generation” teams together for a common goal

3 Provide instruction in the use of basic woodworking tools

4 Introduce new people to seamanship programs

Boat Design:Several small prams were studied and we selected the larger of the two NUTSHELL (9’6”) prams designed by Joel White. Plans for the pram are available from WoodenBoat magazine. There are many small boat designs available that you might consider. We liked the lines of this craft and her reputation as being an excellent rowing and sailing skiff with good towing capability as a tender for larger craft. The construction techniques employed the use of marine plywood, lapstrake planking and extensive (temporary) use of drywall screws to hold the planks while the epoxy sets.

Promotion: A local newspaper, the FREE PRESS, and a popular coffee shop with five local outlets TIM HORTONS, helped out here. The Free Press donated a full page colour registration package and Tim Horton’s displayed the “Build a Boat with your Mom” brochures.

Building Location:This was one of our larger challenges and finally limited the number of boats to 14 that were constructed. We were looking for adequate space with light, electrical services, heat, low cost and good community visibility. Several locations were sourced including




a large empty store in a local mall. We ended up working in the basement of the local airport terminal building, which was an ideal choice on all fronts except total available space.

Instruction:This was provided by four adult volunteers. One person in this group also constructed a pram so was able to keep a few steps ahead of the group. We also purchased a video from WoodenBoat on how to build the pram. This became an excellent teaching aid to supplement shop instruction. The project spanned three months; Jan-March and the boat builders had two sessions per week, Tues. evening and Sunday afternoon. At the end of March the boats go home for painting prior to display and awards at local shopping mall. During a summer holiday weekend, a mini series of “Contests of Seamanship” will be held with the 14 prams.

Challenges:

Some basic tools were purchased and we were successful in finding donations for others. Our biggest challenge was caused by the lack of adequate space to swing a spar or sheet of plywood. With more than 50 adults and youth working in close quarters, it was necessary to plan ahead carefully and precut some components or rough out some pieces. However, this also helped speed the project along a bit and without doing this perhaps the 12 week project would have extended to a longer period.

Evaluation:

More to follow on this at a later date after the final phases are completed. As we enter the 11th week of the program, there have been no “dropouts” and 14 hulls are completed with thwarts, centerboards and rudders. Construction of spars and tillers is underway at a furious pace! During the program there was also time for a pot luck dinner and flights in aircraft, provided by the local recreational aircraft association.




ACC Pre-training Fitness ProgramDoug Woods - AC Canada

he purpose of this pre-training fitness package is to provide your body and mind with an opportunity to grow and prepare for the challenges that await you. With the Atlantic Challenge experience, you will discover new and broader boundaries

of your own capabilities.TSince each of you is at different levels of personal fitness, it is important that you assess yourself as accurately as possible to avoid potential injury, or to prevent over-training. What is important is to improve from your present level of fitness.

The enclosed information suggests several sports and activities that will enable you to improve your fitness level. How much you improve is entirely up to you. Be honest with yourself and do your best.

We like to do what we are good at, and we are usually good at what we like to do because we enjoy it. Make your training time enjoyable. Physical activity is a terrific way to relieve stress, and clear your head after a crazy day. Now is the time to make it part of your routine. It will become part of your routine every morning before breakfast during Atlantic Challenge!

Get Started Now!To prepare you for the international contests, it is critical that you get at it right away. As you know, Atlantic Challenge involves rowing and sailing in an Atlantic Challenge gig. You should be focusing on flexibility, strength and endurance. All are important in rowing. You will be able to increase the time you spend and level of intensity of each of the activities you choose. It is important that you monitor your activities to avoid over training and to prevent injuries. Use the “Training Log” at the back of this package to monitor your progress.

This pre-training package has lots of variety and specific detail. Don’t be overwhelmed by it all. You have the freedom to pick and choose the activities you want to do. By no means can you do all of the ideas suggested in this package. Just get started and have fun!

Cater your program to the facilities that are available to you. If you have access to an “Erg” (rowing machine) at a school, community gym or YMCA, then get in and use it.




Biking, running and swimming are three other great options to help you improve your flexibility, strength and endurance.

Try to do some kind of strength training activity at least once or twice per week.

A) Flexibility

Flexibility is enhanced every time you do any kind of workout because all workouts have to involve stretching at the beginning and at the end. You have to stretch before any intense physical activity or you increase your risk of injury. Before you can stretch effectively, you must warm up your body. This is easily done with five minutes of light exercise that can be as varied as your imagination allows! Three minutes of jogging, 30 slow sit-ups and 15 slow push-ups will do just fine. Then you can stretch.

A proper warm-up results in muscles that are more pliable. If you try to stretch before you have warmed up you run the risk of injury. At the end of a work-out, muscles and tendons should be thoroughly stretched again, yet many people never do it. This is when your muscles are the warmest; therefore you have the most to gain. The six example stretches provided are only some basic guidelines. Start at your head and work to your toes in any systematic way so you don’t leave out anything. Hold a stretch for 20 to 30 seconds, then relax and repeat.

B) Strength Training

In 1990, the American College of Sports Medicine altered its exercise guidelines dramatically by recommending that, “a well rounded fitness program includes strength training along with aerobic workouts.” If you have access to a gym with free weights, or any type of universal weights, get in and use them. Exercise physiologists who work at these facilities will help you create a program that will improve your strength over the next 5 weeks.

Wherever possible, you should try to do weight training by balancing pairs of opposite muscle groups. For example, as you do abdominals you should also work on lower back muscles, or if you are working on biceps you should also work on triceps. Talk to Physical Education teachers or other qualified people to help you balance your work-out. Use the “Weight Training Log” at the back of the package to monitor your progress.

If you do not have access to weight training facilities, you can create your own program at home with a bit of imagination. Exercises like sit-ups, push-ups and crunches can be made more difficult by doing them slower, or on an incline. Chin-ups and dips will also enhance upper body strength for rowing. Any abdominal exercises similar to crunches or sit-ups will also help with your rowing.




Remember strength training does not mean “body building.” Weight training generally calls for moderate resistance that can be provided by free weights, weight machines, bungee cords or even a can of apple juice. Be creative!

C) Endurance

The following 4 activities will be great for general cardio-vascular fitness, and endurance. But depending on the type of work-out you do, you can also get a significant strength training work-out, as well. The work-out variations below that also offer good strength training will be indicated as such.

The best way to know if you are getting the intensity you need is to monitor your heart rate. Do a 15 second pulse check and multiply by 4 to get your pulse (heart rate). If you push yourself too hard, you will become fatigued. If your exercise intensity is too low, you will not achieve a training effect. Most people can exercise safely and effectively when their heart rate increases to 65% to 85% of their maximum heart rate. Use the following guidelines to calculate your target range:

Maximum Heart Rate = 220 – minus your age (theoretical maximum)Lower Limit = .65 X Max. H. R.Upper Limit = .85 X Max. H. R.

Example: Doug is 21. Therefore his theoretical maximum heart rate is 199.Doug’s target range is between 129 and 169 beats/min.

Use your heart rate to help measure the effectiveness of your work-out.

1) Rowing

Remember, traditional rowing in a shell or on an Erg involves a sliding seat on a track. Rowing an Atlantic Challenge gig does not. The arm and back mechanics are similar, but there is no slide. This is called “Fixed Seat Rowing.” However, the experience of using an Erg is invaluable, so if you have the opportunity, go for it.

Imagine watching yourself row from the side. Your hand position on the oar (i.e. the handle of the Erg) follows an elliptical pattern, much like a bicycle chain moves on a bike. You pull in towards your chest, push down towards your waist (blade out of water), reach forward with your hands low, and then you raise your hands (blade back in water) and pull again. For the first couple of weeks, gradually increase the pressure you exert on the oar to about 75% of what you think your maximum would be.

As you become more fit and experienced, make your work-out a pyramid of intensity. Begin with 5 minutes of paddling (light pulling on the oar). Then go for 5 minutes at 50% of your maximum. Build to 3 minutes at 75%, 1 minute at 100%, and then reverse




the sequence to end as you started with 5 minutes of paddling. As you get better, you may want to try some “power pieces.” This is a set of strokes at full pressure followed by a set of easy strokes. They can be arranged into pyramids, as well. For example, 10 hard, 10 easy, then 20 hard, 10 easy, then 30 hard, 15 easy, then 40 hard, 20 easy, then 50 hard, 25 easy, and reverse the sequence back down to 10 hard, 10 easy. This type of work-out is very much a short-term anaerobic kind of activity and should only be done every 3rd day with aerobic work-outs in between. (Strength Training)

2) Running

If you have not done a lot of running recently, start slowly and go for no more than 15 minute sessions. Shin splints are common with all types of runners. To avoid this misery, try to run on grass or a softer surface than pavement, wherever possible. Most treadmills are great because they have a lot of spring to the running platform.If you do have access to a treadmill be aware that by elevating the angle of the platform you can put a lot of stress on your Achilles tendon. You are better off to speed up the treadmill if you want a harder work-out.A good rule-of-thumb to measure running intensity is the talk test. If you are running at a pace that allows you to easily carry-on a conversation, then you’ re probably doing fine.Measure your work-out by time, not distance. Terrain will vary, which affects your speed, so distance is not as good a measuring stick as time.Only increase your running time by 10% per week. Any more than this is too much. Make your work-out harder by surging for 15-30 seconds 3 to 5 times during your run.

3) Cycling

Initially, keep your terrain fairly level to gently rolling hills with a cadence of about 50 to 60 (revolutions per minute).As your fitness improves, increase your cadence to the 70 - 80 range. If you tend to “bounce” in the saddle a bit with the higher cadence, slow it down until your technique improves. Then gradually increase the cadence again.When you feel you are ready, try a hill work-out once or twice a week. Downshift as you approach the hill, not when you are on it. Climb at an easy pace, initially, then increase your speed as you can. You can also incorporate surging into your riding work-out.

4) Swimming

Swimming offers a fantastic full body work-out. Begin by swimming 100 m (4 lengths in a 25 m pool). Stop for a 1 minute rest between each length. As you gain confidence and swimming ability, increase the number of continuous lengths you do between each rest.Confident swimmers may begin with a set of 1 x 100 m, 2 x 50 m, and 1 x 100 m, with a 1 minute rest between the 4 parts. Then repeat the set 2 or 3 times.




Pyramids are also great in the pool. A “pyramid 8” is equivalent to a 1650 m swim. You do 1 length, then 2 lengths, then 3 lengths, and so on up to 8 lengths. Then you work back down in reverse order to 1 length at the end. Take brief rests after each set of lengths.Concentrate on the upper body by doing “arms only” front crawl periodically throughout your work-out. This is great strength training for rowing!You can develop both strength and speed with interval training, which consists of timed swimming followed by timed rests. For example, if you can swim 50 m in less than one minute, give yourself an interval of 1 minute 15 seconds. If you do the 50 m swim in 50 seconds, you get a 25 second rest (total time = 1 min. 15 sec.) You reward yourself with a longer rest by swimming the interval distance at a faster pace. Set up an interval time that gives you a short enough rest to keep your heart rate in the target range.

Let me reiterate what was said earlier. Don’t be overwhelmed with this pre-training package. Many specific examples have been given to give you lots of ideas for work-outs. By no means should you be trying to do everything. You have the freedom to pick and choose the activities that you like.

Whatever you do, keep three things in mind during your fitness program

have fun never get discouraged keep improving




Atlantic Challenge Training Log

WEEK ONEDAY Training Details (Be as specific as possible)

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY

WEEK TWODAY Training Details (Be as specific as possible)

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY




WEEK THREEDAY Training Details (Be as specific as possible)

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY

WEEK FOURDAY Training Details (Be as specific as possible)

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY




WEEK FIVEDAY Training Details (Be as specific as possible)

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY

WEEK SIXDAY Training Details (Be as specific as possible)

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY




On Seamanship, Paradox, and Ambassadors

By Lance Lee

ailing is the art of harnessing natural forces (wind, tide, waves) to move a boat forward and backward quietly and at will to reach clear destinations and to attain desirable speeds. It follows that learning to sail be achieved in simple,

straightforward rigs in which the various vector forces (diagonal slant of wind force on sails, the lift of the vacuum created behind those sails, and the various balances created by differently located sails, size of rudder, depth and location of keel, centerboard, or daggerboard-lateral resistance) can be understood in their logical, straightforward applications of physics.

SSeamanship involves the Laws of Paradox as it is really what you do when you don't know what to do. It involves finding oneself off balance when only quick-wittedness and swift action can regain balance and control. With both ancient traditional technology (the axe, knife, longsplice, sounding lead) and up-to- date "high-tech" forces (Loran, radar, fathometer, the Hawkins courser or plotter), it is to know or decide when to apply which.

It follows that after relative mastery of the sailing arts, one graduate to attaining seamanship. It follows equally that this be done in complex rigs with as many variables as one can bring to bear to begin off balance and through the development of skill, decisiveness, and judgment attain that degree of certainty and competence through which to act deliberately and successfully when you don't know what to do.

Dories are very fine training vessels for the attainment of seamanship. They are tidily unstable when unloaded necessitating gaining stability through quick movement and cat-like tread - not alone but with shipmates who must learn to respond to each other through body language. Individuals burdened with the responsibility to make the ship safe automatically become the "stout hearts" necessary at sea. Three masted, dipping-lug rigged gigs with the variables or "forces" of ten oars, three methods of steering, three sails with double reef capacity in fore and main, and four configurations of the spanker when scandalized, plus the opportunity to move weight forward and aft, port and starboard at will provide that complexity.

With it, paradoxically comes a crack at gaining sureness out of confusion. The square rig poses a perfect parallel to first learning to row in an empty dory. In the square rig many of the laws of fore-and-aft are "violated" (one doesn't round up to make or take in sail but the reverse, one "burdens" the boat with stone balance to achieve great stability and thus safety while, when first learning of these boats one goes to sea without that ballast to prove an ability to go from instability and lack of control to its antithesis. Such traditional craft and rigs serve the goals of seamanship training admirably.




Just as sailing affords pure and liberating pleasures (release from tensions and landward responsibilities), so the practice of seamanship affords training for ambassadorial responsibilities. The laws of paradox need always apply in the two disciplines. A diplomat must learn to smile when inwardly enraged, to give when his/her instinct is to take, to absorb aggravation and disappointment rather than insist on her/his perception of Right, and to strive for compromise when compromise seems to be the manifestation of weakness-and sometimes the reverse. Diplomacy, like the application of traditional or high-tech technologies, becomes the art of knowing what you do or say when you don't know what to say or do.




“Master After God”Lance Lee – ACFUSA

Jan de Hartog, who coined the title phrase in his unusually fine novel, The Captain, got out of Holland before the onslaught of the Nazis as skipper of a deep sea salvage tug. During the Battle of the Atlantic this man, one of a handful such as Conrad, Melville, Reisenburg and Bone who have been there, wrote with a rare clarity and authority of the sea.

In the Atlantic Challenge gigs, the principle, if not the dreadfulness of the Atlantic war holds true. Being cox’n of a gig - - even on soundings as we enjoy them – draws down on reserves of response and responsibility which make one second only to God.

But this is not a high falutin’ concept. Consider. The cox’n is in charge of the souls of thirteen crew, must factor, in given circumstances and to be expected, often planned for change, ten 17’ oars, three masts, as many sails with two reefs in both main and fore and three ways of setting the spanker and of steering, of the weather, the nearest lee shore and his/her ability to avoid it, the selection of trustworthy mast captains and sufficient diplomatic supervision to reaffirm these choices. She/he is in charge always for carefully selected rotation from mast captain to bow watch or from foresail halyard to navigator. Perhaps above all, when under sail, he/she must be satisfied that those crew members assigned to halyards and sheets have slippery hitches or “s” turns around a belaying pin and hold the bight of each line live in their hands. Of such uncleated prudence is safety won - - and the ability to carry considerable canvas in great safety.

Perhaps the greatest strength of these unusual elegant training vessels lies in the practice of rotating the skipper or cox’n. Ideally all thirteen hands, at the direction of the senior crew member, take command and that is the greatest gift we can afford Atlantic Challenge members. Such rotation lends quietly invisible empowerment to the cox: it subtly demands that she/he think – deliberately, clearly, drawing on all experience to date and if not rashly, and not swiftly, seldom slowly.

The question is occasionally raised, “What if an inexperienced cox “freezes”? The answer lies in community - - the other twelve in the boat. No shame obtains from either freezing or forgetting a command from the manual of oars. The crew is there to back up a freeze with a quiet, non-judgmental word, phrase and reassurance. And when thoughtfully run, before making sail it is calmly noted – by that senior member or any other, that if under sail and a freeze, an immanent collision or emergency require instant control over the boat, the command “Strike Sail” means that both main and foresails drop in the boat in three seconds, the pressure off and the gig under control. Logic has it that the mainmast captain give that command, the foremast captain, the stroke oar or anyone perceiving the situation may and is encouraged or adjured to hail out those two words.




Common sense suggests that a novice cox first under oars until a sense of familiarity and the natural urge to move on up the scale leads to doing so under sail. Rotate command. It is a Godly Gift.




Glossary of Nautical Termsabaft toward the stern relative to some other position on the vesselabeam a location or direction at right angles to the fore aft line of a vesselaft at or toward the stern of a vesselaft oar the stroke oar nearest the stern of a boat. The stroke oarsman sets the

rhythm for the rest of the crewafter thwart the seat nearest the stern of an open boatamidships in or toward the middle of a vesselastern any point behind a vessel, to move backward back a sail to position the sail so the wind blows on its forward side or a yardbackwater to drive a boat backward by pushing the oars in the opposite direction to

which they are usually pulledbeam the part of a vessel's frame that runs from side to side and on which the

deck is laid, the width of a vessel's hull at its widest pointbear up to sail closer to the direction from which the wind is comingbear off to sail lower or further off the windbearing the direction of an object from the viewer's positionbeat sailing in the direction from which the wind is coming by a series of

alternate tacks or changes in direction across the windbefore the sailing with the wind blowing directly from behindwindbelay to make a rope secure by wrapping it around a cleat or belaying pin in a

figure 8 patternbend to attach a sail to a yard, boom, gaff, or stay, to tie one rope to anotherbight a loop of rope or chainbilge the inside of a vessel's hull from the keel to the point where her sides rise

verticallyblock a device consisting of one or more grooved pulleys mounted in a casing

and used to achieve mechanical advantageboat oars to bring the oars into the boatboathook a sharp, pointed metal hook with a wooden handle used to hold a boat

alongside or push it offboat's head the bow of a boatboltrope rope sewn to the edge of a sail for added strengthboomkin a portable boom projecting from the stern of a gig. At its outer end is a

block through which the mizzen sheet is ledbow the forward end of a vesselbow oar the oar located nearest the bow on the port side of a boatbowsed the process of pulling out or down the halyard by a second person to

apply additional pressure to set the halyardbowsheets a platform at the bow of a small boat that provides structural support and

is sometimes used as a seat buoy a floating marker




burton the lower two part section of the halyard including the blockcardinal buoys indicate the direction of the safest water to pass the buoy relative to its positioncarry away to break off or wash awaycleat a wooden or metal fitting with a single or double horn around which a

rope can be wrapped in figure 8 fashionclew the lower corners of a square sail or the aftermost point of a fore

aft sail close reefed a sail reduced in size to its last set of reef points to present as little of its

canvas to the wind as possiblecome about to steer a vessel into and across the wind which then acts on the other

side of the vessel to allow her to sail in a new directioncome into to sail so close to the wind that it strikes the sail from the forward sidethe windcourse the direction in which a vessel is steered ensign a flag or bannereye splice a loop at the end of a rope made by splicing the end back into the ropefathom a measure of length equaling 6 feet, a little less than 2 metersfenders anything acting as a buffer or bumper to protect a vessel's sides from

chafing against a wharf or another vesselfittings the permanent equipment for a vesselfore located at or near the front of a vesselforeaft and aft running lengthwise, from stem to stern, parallel to the keel

fore and aft any rig consisting of fore aft sails onlyrig fore and aft any sail that is set running lengthwise on a vesselsail forward at or toward the front of the boatfouI to snarl or tanglefresh breeze a comparatively stiff wind with a velocity of 17 to 21 nautical miles per

hourfurl to gather up a sail, roll it over a yard, boom or stay and secure it with

gasketsgasket a small line or canvas strip for securing a sail to its yard, boom or gaff

after it is furledgudgeons eyes which slip over the pintles to provide pivoting action for a ruddergunwale the heavy plank on the upper edge of a vessel's sidehalyard a single rope, or rope in combination with blocks and tackle, used to hoist

or set a sailhaul to pull, drag or tug on a rope to alter a vessel's course

the wind hauls when the direction from which it blows changes in a clockwise fashion, e.g. from west to north

head the forward part of a vessel, the top of the mast




heave to to stop a vessel by adjusting some of the forward sails so that the wind strikes them on the forward side thereby counteracting the push of the aftersails

heel base of mast, tip to one side as the boat “heels” overhelm a wheel or tiller used to steer a vesselhitch a knot, loop or noose by which a rope is made fast to another object hull the body of a vessel excluding deck structure, spars, rigging and

machinery jib a triangular sail set on a rope leading from the bow or bowsprit to the top

(or near top) of the fore-topmast keel main structural member or "backbone" of a vesselknees a piece of wood grown to the shape required and used for securing the

thwarts to the sides of the boat or other components of the vessellanyard a piece of rope or cord for fastening or holding an object lashing a general term used for any small rope, chain or wire used to fasten one

thing to another lateral buoys mark the port or starboard sides of a channellee the sheltered or downwind side, the wind blows onto the lee shore of a

lake leeway the difference between the course steered and that actually sailed

the angle of drift caused by wind or current lightering movement of materials or stores by ship’s giglong splice a splice in which the rope is unlaid 18 to 24 times the diameter of the

rope, thus making a thinner splice the same diameter as the rope luff the foresail edge of a fore aft sail, to sail closer to or turn a vessel's head

toward the wind lugsail a four sided sail hoisted on a yard and often used on small boats mainmast the tallest mast, usually second from the bow of a vessel make sail to raise the sails when getting under way or spread more canvas for

greater speedmast a vertical spar that supports a vessels yards, booms, and gaffs mast clamp a metal clamp used for securing the mast to the thwartmasthead the upper part of the mastmast step a piece of wood secured to the keelson into which the heel of the mast stepsmidship located near the middle of a vessel moored to secure a vessel to a wharf or anchorspainter a length of rope permanently secured to the bow of a boat for mooring or towingpeak to raise upright, the upper and outer corner of a gaff, lug or lateen sail peak halyard a single rope or tackle used to hoist the outer end of a gaff pintle vertical pins on which the rudder ships or turns poppets pieces of wood which fit into the rowlock spaces to prevent water washing

aboard. They are shipped when the oars are not being used and are fitted with lanyards

port the left side of the vessel if one is looking forward




port tack the direction being sailed when the wind is blowing from the port side of the vessel

pump a mechanical device used to pump water from the hold of a vessel quarter the rounded part of a vessel's side; located near the back where the side

meets the stemreach ahead to move ahead very slightlyreef to take in part of a sail so that less canvas is exposed to the windreef points short pieces of rope or grommets fitted in a row across a sail so the sail

can be reduced in sizereeve to pass the end of a rope or chain through a block or deadeyerib one of a vessel's framesrigging a vessel's masts, yards, booms, other spars and all the rope used to

support masts, set or take in sails, and hoist or lower booms, yards and other spars

right ahead straight aheadright astern directly behind youroll the tilting movements of a vessel from side to siderope yarn a yarn or thread comprised of a number of fibres loosely twisted together;

several rope yarns make up a strand of roperowlock oarlock, a U shaped swiveling crutch in which an oar is placed for rowing rudder a vertical flat piece of wood or metal hinged to the stern of a vessel and

used for steeringrudder post the heavy upright timber at the stern of a vessel to which the rudder is

attachedrunning a slip knot made at the end of a rope bowlinerunning used to adjust, hoist or lower the yards and to set and take in sailsrigging sea room space at sea needed to maneuver a vesselseize to fasten or bind with small cordageseizing the turns of thin cordage used to bind, lash or fasten one object to

another on a vesselset up to draw or pull rigging taut (rigging)shake describes sails that shiver or flap when a vessel sails too close to the

direction from which the wind is blowing, shake out a reef – to remove the reef

sheave a disc or wheel grooved around its circumference and set into a block, mast or yard as a roller over which a rope travels, a pulley

sheer plank uppermost plank on outside of a vessel's hullsheet rope leading from the lower comer of a sail and used to set or re

position itship oars to place oars in the water and prepare for rowingship water to take water on board, for example from a large waveshort splice a splice made by unlaying the strands of rope about 12 times the

diameter of the rope and marrying them to form a short bulky splice




shorten sail to reduce the spread of sail by reefing or taking them inshroud one of a set of strong ropes extending from the sides of each masthead to

the sides of a vessel to support the mastssnatch block a block with a hinged opening at the top to enable a rope to be placed

directly over its sheave without passing it through the hole in the blocksnub (a line) to hold a line tautsound the to measure the depth of waterwaterspar a general term for a boom, mast or yardsplice to join a rope end with any part of the same or another rope by

interweaving the strandssprit a small spar that extends from the mast near the foot of a sprit sail

diagonally across the sail to its top outside comer. It is used to spread the sail to the wind

sprit sail A four sided fore aft sail used in small boatssquare away to alter a vessel's course so she sails in the same direction the wind is blowingstanchion an upright post for supporting a deck, rail or other structurestanding the fixed rigging that supports masts, bowsprit and includes shrouds,rigging backstays and forestays starboard the right side of a vessel if one is looking forwardstarboard the direction being sailed when the wind is blowing from the starboard or

tack right side of a vesselsteeringoar a long oar placed over the stern of a boat for use as a rudder stem the foremost timber in a vessel's frame step a socket in which a mast or stanchion is set to keep it in an upright

position stern the aft end of a vesselsternpost the heavy upright timber attached vertically to the keel at the back of a

vessel. The rudder is hung on this timber, so it is frequently called the rudder post

sternsheets a platform at the stern of a small boat that provides structural support and is sometimes used as a seat

stove in describes a vessel's planking that is badly crushed or broken inwardstow to pack away, lash in place or securestrake one row or strip of planking on a vessel's hull swamped describes an open boat filled with watertack The lower forward corner of a fore aft sail

The lower comer of a square sail closest to the wind Any rope or fastening that secures the lower corner of a square sail closest to the wind The act of changing the direction of a vessel so the wind blows on the opposite side The direction that a vessel is heading relative to the direction from which the wind is blowing




A vessel is sailing on the port tack when the wind is blowing from the port side The distance and duration sailed on either a port or starboard tack

tackle a set of blocks in which rope or chain is used to gain mechanical advantage. Collectively a number of sets of blocks make up a vessel's tackle

tauten to haul tighttender describes a vessel that is top heavy and thus unstablethwart one of the planks that extend crosswise in an open boat for lateral

stiffening and often used as a seat tiller a long piece of wood or metal fitted into the rudder head for working ittransom the stern planking of a vessel to which the after ends of the side planking

are fastenedtrim to adjust the sails or yards, to adjust a vessel's floating position by moving

ballast or cargo in the holdunbend to detach or remove from a secure positionunlay to unravel the strands of a ropeunreeve to haul a rope or chain out of a block, deadeye or other similar deviceunship to remove or detach from a vesselunstep to remove from its step or slot, e.g. to unstep a mastwarp a heavy rope or hawser used in mooring or shifting a vessel

to move a vessel in a harbour by hauling on warps attached to anchors or bollards

watch a period of duty, usually four hours, to which part of the crew is assignedwear to steer a vessel onto another tack by turning the head of the vessel away

from the wind instead of across the windwhip a rope passed through a single block and used for hoistingwindward in the direction from which the wind is blowing yard a spar attached at or near its midpoint to a mastyaw to swing wildly off course or turn to the left or rightyoke a piece of wood or metal shipped into the rudderhead to which lines are

attached for working the rudder



Atlantic Challenge - Handweaving / Leclerc Looms Manual_ver4.11.23.doc · Web viewAtlantic...

Documents

Transcript of Atlantic Challenge - Handweaving / Leclerc Looms Manual_ver4.11.23.doc · Web viewAtlantic...