Dee Caffari sails Aviva

In 1978, Norman Hummerstone (who celebrates his 90th birthday on 12/11/2010) was asked to write an article for The Times to mark the biennial Fastnet Race. Norman had not taken part in the race, but participated the following year in the 1979 race which resulted in the tragic loss of 15 lives.


The Fastnet race, inaugurated in 1925 to mark the founding of the Royal Ocean Racing Club, was for many years regarded as the supreme test of stamina and seamanship. Although nowadays partly overhauled by trans-ocean contests, the biennial ‘sprint’ to and from a lonely rock off the south coast of Ireland is the main feature of the Admiral’s Cup.

The longer an ocean race, the more it is analogous to efficient cruising, in that the various aspects of suitability of route and weather conditions, combined with commonsense preparation, safety factors and general seamanship, become the predominant requirements.


Unfortunately, those concerned in the shorter sea races often appear to ignore certain aspects of navigation and seamanship – a certain amount of gamesmanship can enter into the contest. However, the longer the race, the more the influence of sound techniques becomes apparent.


The two essential requirements for long-distance yacht racing are a boat fitted for its purpose and a crew mentally and physically attuned to the job.
The boat must be designed and constructed to stand up to the type of conditions under which it is required to operate to its best advantage. With recognised designers and designs, it is reasonably easy to determine a boat which is capable of sailing long-distance in most weathers.


But during a race a boat is normally pushed beyond its normal limits and therefore all equipment must be considered more than sufficient for these pressures. First class condition is essential and, as far as possible, adequate spares and means of repair must be available.


The advantage of long range wireless equipment, together with radio direction finding equipment are obvious, but it has been shown in practice that the older skill of astro-navigation still has substantial benefits. Mr Edward Heath commented to me that the use of the sextant contributed largely to his success in the Sydney-Hobart race.


With regard to the crew, compatibility is the obvious ingredient of any form of close companionship and is almost essential to any satisfactory sailing exercise. Ability and experience are the other necessities. Training for the sea must include the essentials of seamanship, navigation, meteorology as the basic ingredients, and for longer distances the fitness of the crew to withstand physical tiredness and even mental tiredness brought on by monotony, cold or effort.
On the question of whether an all male crew, with its physical strength, is better than a mixed crew, I am inclined to think there is no disadvantage in a crew which has an element of feminine influence: it can provide an incentive of masculine endeavour, additional to the personal abilities of the women members.


It is essential that, regardless of sex, the crew members should be properly trained to their respective duties and that they should provide an alternative skill to the selected team representatives. One of the basic elements to safety is that each member of the crew should react immediately to the instructions of the selected skipper or watch leader (and by implication the crew must have confidence in the nominated leaders).


The well-being of the crew is of paramount importance. Warmth and keeping dry are big factors in efficiency and safety; the winner of the Whitbread Round the World Race, Sayula, provided excellent food and wine. It had an owner who made it his particular job to keep the crew’s clothes dry.


It is essential to obtain the maximum rest, using a regular watch routine, and to be given a balanced, interesting diet which includes hot food and drink. A good cook, with a strong stomach, producing nourishing food almost around the clock, is invaluable.


Safety is improved by extensive research and planning of the venture, by due regard to possible weather conditions, by route planning, whether to avoid storm areas, icebergs or other applicable hazards: in a word, by normal sailing considerations. By navigation, in conjunction with weather assessment, one will find the route for fast but safe passage. However, the demands of racing must emphasise the risk element from which the cruising man is spared.


Crew members have been lost on the long-distance races and attention to personal safety equipment is important. Attachment to the boat by adequate harness is essential under most conditions because bringing a yacht round under full sail to retrieve a lost crewman will not always end in a successful recovery. There is probably only an even chance of survival in many cases. Therefore to have not fewer than two on deck while sailing, and to make a regular count of crew are simple but sound precautions.


The old square-rigged clippers did not attempt to retrieve overboard crew, partly for commercial considerations, but also for the practical reason that they could not sail back into the wind.


So where can we learn to start ocean racing? A dinghy on a reservoir, perhaps. Dinghy racing provides an inexpensive introduction to learning basic sailing, develops the competitive spirit and is ideal for instilling fast reactions.
Moving on, crewing with experienced people in larger craft is a sound step forward. Eventually, with normal luck, there will be a demand for your services at varying levels of racing until your reputation is established. In other words, learn to sail with those who have the ability and experience. It is not difficult to join in: skippers are always looking for crew.


As for single-handed ocean racing, my opinion as an instructor can only be that such events neglect one of the prime rules of good seamanship – look out!

Norman Hummerstone is ocean instructor, honorary life member and past
commodore of the Little Ship Club

Published in The Times, 1978.