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Local Chandlery Helping Young Sailors Take on Meaningful Roles Offshore

Will Baum didn’t grow up in a sailing family—but that didn’t stop him from falling in love with the sport. At 12 years old, he was “thrown into a cadet” and never looked back. By 16, he was working in a local marine store, and over the next few years, he threw himself into dinghy sailing, laser racing, and eventually offshore keelboats.

He rebuilt his first keelboat, a 1977 half-tonner called Too Farr, with his dad—an experience that taught him not just boatwork, but the grit and community behind sailing. After years of racing and working in the industry, the opportunity came during COVID to take over the family business. What started in a cramped 20-square-metre office has since grown into Discount Yachting Marine Supplies (DYSC), now one of Victoria’s largest independent marine suppliers.

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Will delivering his Sydney 32 from Sydney to Geelong

But for Will, it’s never just been about selling gear.

“Sailing gave me my first job, my first mates, and the confidence to do hard things,” he says. “Now I want to make sure other people—especially young sailors—get the same chance I had.”

That’s why Will and DYSC, for the last three years, has been proudly sponsoring the ORCV Winter Series and investing in programs that make offshore sailing more accessible, more inclusive, and safer for the next generation.

Why Support the ORCV Winter Series?

For Will, backing the 2024–25 ORCV Winter Series made perfect sense. It’s a race series that’s about more than results—it’s about growth. The destination races challenge crews, while the return legs are designed to give novice sailors the chance to take the lead.

“I love that part of it,” says Will. “It’s an opportunity for new people to step up, try new roles, and really learn. On our boat, there’s no judgment—we don’t just stick someone on the rail. We get them on tactics or the main and give them a proper go.”

That hands-on, inclusive mindset is what DYSC is all about.

Investing in Youth, Not Just Gear

It’s one thing to say you support the next generation. It’s another to actually make it easier for them to get started. That’s why DYSC partnered with ORCV to create the ORCV Next Gen Ocean Racing Starter Kit, the first of its kind in Victoria—a discounted gear pack designed to remove financial barriers for young offshore sailors.

“We don’t want cost to hold anyone back,” says Will. “This is about giving young sailors a fair go.”

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Where it all begin. DYSC smaller 20 sqm space before the expansion. (Photo provided by Will Baum)

Food, Gear, and the Essentials That Matter Offshore

Will knows that gear alone doesn’t make a great sailor—but it sure helps when it’s the right stuff. That’s why DYSC has expanded well beyond basic supplies.

They’ve recently started stocking On Track Meals, a high-quality freeze-dried food range that’s quickly becoming a favourite among offshore crews.

“They’re tasty, they’re compact, and when you’re tired or seasick, they’re easy to eat,” Will explains. “It’s one of those simple things that can actually make a huge difference to morale and performance.”

And for those who take their gear seriously, big news is on the way: DYSC is about to launch the largest in-store Musto range in Victoria.

“We’ve teamed up with Musto to give our customers access to the best wet weather gear around,” says Will. “Whether you’re heading to Hobart or just want to stay dry on Port Phillip, we’ve got you covered.”

It All Comes Back to Community

DYSC may have grown into an 800-square-metre operation, but Will still sees it as a community business at heart. He’s a sailor first, and that’s reflected in everything they do—from pricing and product choices to youth sponsorships, event support, and the way they treat every customer who walks through the door.

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DYSC's newly expanded floor space. Photo provided by Will Baum 

You’re just as likely to get a tip about how to rig your boat as you are to get help finding the right safety gear. For Will and his team, it’s never just about making a sale—it’s about building trust, supporting the sailing community, and helping people feel confident on the water. That commitment extends behind the counter too—Will actively employs young people in his chandlery, giving them firsthand exposure to the marine industry and the skills that come with it.

He’s also a strong believer in the basics. One of his go-to recommendations? A good safety knife. “It’s not just for the foredeck. I always keep one in my lifejacket. They’ve come in handy more times than I can count,” he says.

His own sailing journey is a big part of that perspective. In 2025, Will took part in the Apollo Bay Race as navigator—a role that brought everything full circle.

“I’d done the ORCV courses and it was the first time I got to really apply that training under race conditions. It gave me the confidence to step up.... It’s our turn now to give that back and help the next generation come through.”

And that’s what drives every decision behind DYSC—whether it’s supporting the Winter Series, offering youth discounts, or launching new partnerships with brands like Musto and On Track Meals. It all comes back to helping people get out there and enjoy what sailing has to offer.

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DYSC's stock now covers the full boating range. Photo provided by Will Baum 

Entries Close July 31

If you’ve been thinking about joining the ORCV Winter Series, now’s the time. Entries close here on Thursday 31 July , and the event offers something for everyone—from those just starting their offshore journey to crews fine-tuning their skills for bigger races ahead.

“Whether you're young, experienced, or somewhere in between,” says Will, “the Winter Series is a great place to challenge yourself, meet great people, and be part of something that builds sailors—not just race results.”

 

Melissa Warren/ORCV Media

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His First Race, a Baptism of Fire — Now He’s ORCV Ocean Racer of the Year

It’s not often you see Cameron (Cam) McKenzie lost for words. But when his name was called as this year’s ORCV Ocean Racer of the Year, he looked genuinely stunned.

“I was very honoured,” Cam said later. “And to be honest, surprised. Especially with Greg Patten, Rod Smallman, Dylan Oosterweghel in the mix—great sailors who’ve done a lot for the sport.”

That’s typical Cam: quick to deflect credit, and always pointing back to the people around him.

“It’s never just about one person. Ocean racing is a team sport, through and through. I couldn’t have achieved anything without the people I’ve been lucky enough to sail with.”

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1999 M2H Presentation, Cam 3rd from left at the top holding trophy- Photo provided by Cam 

A Godfather, a Keelboat, and a Spark That Caught Early

Cam didn’t come from a sailing family. His parents weren’t sailors, and dinghy club weekends weren’t part of the plan. But what he did have was Joe Hall—his godfather, a life member at Mornington Yacht Club—who took him and his sister under his wing as teenagers.

While most kids his age were starting out in dinghies, Cam jumped straight onto a keelboat. Before long, he was trimming sails and racing on the bay, completely hooked.

By the time he was 21, he’d scored a spot on Paladin, a Farr 40 racing the 1990 Melbourne to Hobart. His very first ocean race, with Nigel Jones as the then youngest Melbourne to Hobart skipper.

“It was a proper baptism of fire,” he reflected. “We started in heavy weather under trysail—blowing like mad at Portsea—and just as we were getting underway, unfortunately the boat next to us, Animal Farm, sank right on the start line.”

He remembers the chaos, the wind, the speed. A 2.2-ounce kite was up off Maatsuyker Island and the boat screamed along at 20 knots.

“I was just blown away. From that moment, I was all in.”

They went on to win that race—his very first Hobart.

Cam Mckenzie and godfather from cam

Cam with Joe Hall, Cam’s godfather who introduced him to sailing - Photo provided by Cam

24 Hobarts Later…

Fast-forward a few decades and Cam’s offshore resume is extraordinary. 24 Hobarts15 of them Sydney to Hobarts, plus three ORCV East Coasters and six ORCV Westcoasters. He’s raced on icons like Sword of OrionGoldfingerPaladin, and Cadibarra 7 (now Alex), Cadibarra 8 and Simply Fun.

Along the way, he’s sailed alongside legends—Nigel and Don Jones, Peter Blake, Kate Mitchell, Charles Mehrmann, Peter Sajet & Phil Coombs. But what he remembers most isn’t the silverware. It’s the culture those boats fostered.

“Every one of them built strong, fun, team environments. That stuck with me. That’s what we try to create on Ginan—a place where people enjoy the journey, where friendships grow, and where there’s always space for someone new.”

Especially young sailors.

Cam has quietly mentored a generation of offshore hopefuls. Sailors like Jack Vermer and Dan Laverty started by doing deliveries when they were too young to race. We made room for them. Gave them a chance. Even his own son, Will, did a Hobart delivery on a TP52 at just 14.

“It’s about showing them what’s possible. Sometimes all it takes is one trip to light the spark.”

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Ginan Melbourne to Hobart 2022 team photo. Cam's son, Will is far right at the back- Photo Jane Austin/ORCV Media

Lessons From the Sea

If you’ve ever raced with Cam, you’ll know he’s serious about preparation. Boat maintenance, safety, crew readiness—it matters. But he also knows the sea doesn’t always play by your rules.

“The ocean’s taught me a lot. You can’t control everything. What matters is how you respond. You’ve got to be adaptable, keep a clear head, and just keep moving forward.”

He credits much of that mindset to the people around him—his teammates, his mentors, and his biggest supporter of all: his wife Jo.

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Paladin winning team photo 1990 Melbourne to Hobart (Cam tallest at the back – Skipper Nigel at front) - Photo provided by Cam 

What’s Next for Cam?

Between races, Cam and Jo are heading to Europe for a well-earned break—some relaxed cruising with old friends in Greece, and a bit of racing in Sweden.

Well he and Ginan successfully secured the bragging rights to this years Discount Yachting Marine Supplies Winter Series , and he’s already looking ahead to the next Sydney to Hobart.

Solo racing? Not likely.

“I love the team side of it too much. That’s where the magic is.”

He grins when asked about the Melbourne to Osaka.

“You never know. Might be on the cards one day.”

Congratulations, Cam. A well-deserved honour for a sailor who not only races hard, but lifts others along the way.

 Paladin 1990 Melbourne to Hobart roaring along across bottom of Tas with 2.2 Ounce kite up Cam Mckenzie

Paladin 1990 Melbourne to Hobart roaring along across bottom of Tas with 2.2 Ounce kite up - Photo provided by Cam

Melissa Warren/Media ORCV

Safety & Regulations Updates September 2024
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Safety & Regulations Updates

Please keep an eye on the latest changes to the Special Regulations which can be found here

Storm and Heavy Weather Sails

22nd November 2024 – released by Australian Sailing

Australian Sailing have released an interpretation on Storm and Heavy Weather Sails

An interpretation to Special Regulation 4.24 has been issued addressing requirements and the purpose of storm and heavy weather sails.

The use of staysails has increased and the use of storm and heavy weather sails as staysails has become common practice, so as to reduce the number of sails required to be carried on board. Without better understanding of the purpose of storm sails, there is concern that the design and build of these sails is focused more on their performance as a staysail, than the requirements of a storm or heavy weather sail.

The interpretation establishes a clear purpose for storm and heavy weather sails clarifies their primary role as safety equipment. The interpretation is also aligned with Word Sailing’s position.

In short:

  • Storm sails shall be designed to provide propulsion and steerage in 34-40 knots (Beaufort scale 8) and on all points of sail.
  • Heavy weather sails shall be designed to provide propulsion and steerage in 22-27 knots (Beaufort scale 6) and on all points of sail.

We refer you to the Australian Sailing Special Regulation Interpretations here 


VHF Radios

September 2024

Effective VHF radio communications is critical for the safe conduct of both our Cat 3 and Cat 2 races and for this reason we ask that both handheld and installed VHF be tested as part of the audit process. Although the Cat 2 audit form is not prescriptive on radio performance, the key requirement is under Special Reg  2.03.1 (a) that “all equipment required by these Special Regulations shall function properly”.

In addition to problems arising from defective aerials and cable connections, the performance of VHF radios and AIS transceivers can be disrupted by the operation of LED head lights.

A simple test for installed VHF radios for yachts located anywhere on the eastern side of the bay is:

1.     Switch set to low power

2.     Switch to Channel 82 repeater, adjusting the squelch as required to eliminate “noise”

3.     Press and release mic

4.     Listen for “splash back” from the repeater which indicates transmission received

5.     Select a quiet channel, lower the squelch sufficiently to eliminate background noise.

6.     Turn on navigation lights (incl mast head) lights. If background noise is heard, LED interference requires attention and should be listed as a defect on the Audit form for rectification by the owner.

Handheld VHF should be able to communicate with Channel 82 (steps 2-4 above) from most locations when standing on deck.

For yachts in Geelong, communication with the Arthurs Seat repeater can be problematic so this test may need to be done when in Port Phillip.

Medical Kits – clarification of requirements

Australian Sailing has initiated the transition to modular medical kits under a regime in which required kits, for yachts moving to the new arrangements, are specified in the race documents.

ORCV advises that boats must meet either the grandfathered requirements of Special Reg 4.07.9 or Coastal Kit Two as detailed in Appendix D as part of the audit process.

Life Jacket Servicing – clarification of requirements

ORCV focus on the importance of meeting the Special Regulations for life jacket servicing. We have considered providing additional guidance within our SI’s, however, after an internal review wewould like to draw your attention to the excellent article published in the Australian Sailing website by Manfred Speicher, https://www.sailingresources.org.au/news/lifejacket-wearing-and-servicing. 

A key paragraph is:

When auditing lifejackets and related safety equipment, it’s more than just counting the correct number for crew and seeing that it is manufactured in accordance with an applicable standard. The Equipment Auditor should also obtain satisfactory detailed checking that the lifejackets are in good and working condition. The videos for the https://www.youtube.com/watch?v=0qOjuk5VFpE. Click or tap if you trust this link." data-auth="Verified" data-linkindex="2">pre-wear check andhttps://www.youtube.com/watch?v=WMRlssoHM48. Click or tap if you trust this link." data-auth="Verified" data-linkindex="3"> regular inspection in the Lifejacket Portal show excellent and  fundamental basics for checking and servicing lifejackets.

This article is fully supported by the ORCV, and we encourage you all to adopt this approach. This includes ensuring lifejackets are checked/serviced in-line with the manufacturer’s frequency and guidelines which in most cases requires a certified inspection every 2 years and a self-check in the interim years.

Non compliance of racing Exclusion Zones

30-minute penalty onto the elapsed times for any yacht which does not comply with these requirements is being included in all new Cat 2 and Cat 3 races which are being included in new Sis for next season.

Spot Checks for compliance with Safety Regulations

ORCV will spot check yachts for up coming races including before departure and on arrival after the race

Yacht Log – It was agreed that the ORCV needs to be more active for encouraging all yachts to record (hard or soft copy) of the yachts log including radio communications. This approach will assist during any emergency or incident report and also add to the safety of each of the competing yachts. ORCV to consider a competition with a prize for the best written logs to assist in encouraging logs to be prepared.

Submission of Skipper Declarations

All future Cat 2 and Cat 3 races will require the Sis skipper declarations to be submitted within one hour of the yachts finishing time, otherwise a DSQ will be applied.

HF radio Phasing out

With the increase in number of the ORCV yachts using Satellite Phones for communications, the ORCV will be eventually phase out HF radios for primary communications. The ORCV recommend any yacht should consider installing a Satellite Phone for it’s primary communications.

ENC type charts for ORCV races.

World hydrographic offices are discontinuing paper charts over time in favour of Electronic Nautical Charts (ENC’s – S-57 & S-63) and then towards S-100. As such, some paper charts which were used in the list for charts for the previous editions of the race are no longer available. It is recommended the use of ENC’s as the primary navigation system.

Paper charts may be used but they must be updated to the latest Notice to Mariners (NtM) within 1 month of the start of the race. Evidence shall be supplied of the NtM updates from the Edition date or Publication date printed on the chart. A guide to updating the charts is shown on the following link;

https://hydro.gov.au/factsheets/FS_PNC-updating_paper_nautical_charts.pdf. 

An electronic Chart Plotting device shall be a dedicated chart plotter or a computer with chart plotting type software running ENC type charts.

2024’s Melbourne to Hobart NOR includes the new ENC option with the ORCV working with a local supplier to bundle up a subscription for all ORCV races in one package. Once this package has been setup the ORCV will communicate this package options to all the ORCV members.

Winners - National Australian Sailing Awards
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Winners - National Australian Sailing Awards

Uniquely focusing on sustainability has led Lillian and her team, with your support, to achieve the ORCV's recognition as the Australian Sailing National Winner for Sustainability.
 
The team have focused on educating others about the impact we have on marine life and the beautiful destinations we race to, including the Handfish in the Derwent, PFAS concerns affecting King Island penguins, the Port Phillip dolphins, and—who could forget—the Apollo Bay nudibranchs.
 
In addition, there have been citizen science water sampling as we head home from races, programs about changing practices, sorting and recycling onboard and what we can make from recycling sails and ropes. It's a social bunch that comes together at our destinations to walk the beaches, picking up washed-up debris.
 
For those who love the ocean, this award is a testament to the team's commitment and a nod to your support. Thank you.
 
 
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Featured

2024 Newport to Bermuda Report

written by and photos by Will McKenzie (RHS in photo below). 

In late June I was lucky enough to escape the cold of Melbourne winter to compete in the 2024 Newport to Bermuda Yacht Race. The Newport to Bermuda race is the oldest regularly scheduled ocean race and was first run in 1906. I competed in this race as part of the crew on the J111 Blur from Sweden, alongside Cam McKenzie and Nigel Jones also from Mornington Yacht Club and ORCV Members. I am super grateful for the opportunity and to the owner Peter Gustafsson for inviting us to join his crew comprising of Swedish, Danish and Finnish sailors. Peter sailed with us two years ago on the J111 Ginan for the 50th Melbourne to Hobart race in 2022.

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Team Blur 2024 Newport to Bermuda L to R: Fredrik Rydin (SWE), Pelle Pedersen at the wheel (SWE), Nigel Jones (AUS), Cam McKenzie (AUS), Peter Gustafsson (SWE), Mattias Bodlund (DEN), Mats Björk (SWE), Michael Wahlroos (FIN) and Will McKenzie (AUS).  Photo Will McKenzie

The day before the race whilst we were still in Newport, RI, we were fortunate to have a private catchup with the design team at J Boats in their head office. We were able to understand, learn, discuss with them their design process, philosophy and plans for the future, which was extremely interesting to hear how they operate.
The race started on the 21st of June on a pretty hot day with not much in the way of breeze. We were the 8th starting sequence of the day, so after waiting for earlier fleets it was then our time to start. Thankfully we managed to nail the pin end perfectly leaving us with plenty of options, and from there, it was a race to get out of the congestion as quickly as possible whilst avoiding the adverse incoming tide.

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Nailing the pin end of the line of our start, high risk but paid off for the photo and commentary coverage

The following few hours were then super light with little or no breeze at times leading to a myriad of sail changes with multiple jibs, staysails and kites up before the wind settled later into the evening. This light and fluky start followed by a fairly consistent moderate south westerly gradient for the majority of the race was pretty much spot on with what was forecast leading into the start. In the lead up we had weather and strategy support from Volvo Ocean race navigator Aksel Magdahl and from Americas Cup, Volvo and Olympic meteorologist, Chris Bedford so we had a very good understanding of what to expect in terms of wind and current.

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The Gulf Stream Meander imagery with current grib file overlaid pre race

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Plenty of time spent parked up and drifting the first evening

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Brief moment of excitement getting to see the kite up for the first and last time during the race


Once the breeze filled from the SW it was then a drag race to get to the Gulf Stream for the next day and a half in order to try to make the most of the current pushing us towards Bermuda. For the most part the next 18-20 hours were pretty smooth sailing as expected as we aimed to get to the entry point we decided on.

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Working hard with jib and staysail up to keep up with bigger boats in non ideal J111 jib reaching conditions

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Expedition navigation showing the NOT so wide variety of strategies of entry point into the gulf stream


Once in the Gulf Stream we had 16-22 knots of breeze at anywhere from 50-80 TWA with current against the wind leading to a pretty uncomfortable sea state. As it was also extremely hot with humid conditions it meant that it was quite difficult to get any rest down below when on our 2 hours off watch. We had favourable current for over 100 miles with up to 5 knots of assist and 29 degree Celsius water temperature!

Picture 8 Looking back at these photos make sailing in the Gulf Stream look glamorous, until I remember how soaked my wet weather gear ended up both inside and out

Picture 9

At work on the foredeck

By the morning of the fourth day after what felt like an age of bumpy seas, we finally exited the Gulf Stream into some calmer waters. By this stage, although everyone was pretty tired, it finally felt as though the end was getting near with one final day of racing. We were fairly low on the majority of the fleet both to avoid adverse current and, as it was predicted to knock sometime later in the day, to approach the finish line on port. We had fingers crossed therefore that the knock would come in time and focused on keeping the boat rolling on as fast as we had the previous 3 days.

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We Aussies had the glamour watch getting to watch the sunrise and sunset whilst up on deck


After another half a day into our almost third day straight sailing along on starboard tack, we finally tacked across onto port to enjoy a change in scenery for a few hours. This then brought us into the closing stages of the race, where just before sunrise we crossed the finish line a little before 4am.

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Everyone looking a little worse for wear after 3 ½ days and keen to get some well earned rest


We ended the race in 11th place in the St Davids lighthouse division out of nearly 100 starters and were 2nd out of over 30 J-Boats in the division. We were pretty proud of our result given the conditions not being the best suited to a J111 with it being such a long and bumpy race of 636 nautical miles. We were one of only two boats in the race where none of the crew had competed in this race previously. The race was not without incident with two yachts having to be abandoned and sinking and a dismasting.

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 Plenty of gear to dry on the dock at Royal Bermuda Yacht Club

I would like to say a huge thank you to the MYC Foundation for supporting me in being able to compete and experience this historic race and to Peter Gustafsson and the rest of Blur team for giving me the opportunity to be part of their team. I look forward to experiencing and continuing to develop my ocean racing further and competing in the ORCV races this season.

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