tilting at windmills yacht

Vanessa Dudley celebrating her 25th Rolex Sydney Hobart at the 2023 Prizegiving Ceremony with her medallion | Credit: CYCA/Ashley Dart Photo

Vanessa Dudley completes her 25th race

When the modified Joubert 42, Tilting at Windmills, docked in Hobart sunday afternoon, crew member Vanessa Dudley became just the third woman to achieve the milestone 25 Sydney Hobarts in the Cruising Yacht Club of Australia’s race.

The respected sailor would have got there sooner, but COVID stopped her in 2020 and then a sailing injury weeks before the race ended her chances in 2021.

In 2022, Dudley sailed her 24 th  on King Billy and was asked to sail on Tilting at Windmills for the 78 th  running of the race, so was able to put her 25 th  to bed. And what a way to do it, in one of the toughest races in a long time.

“I never planned to do 25, it just happened that way,” she said after docking in Hobart.

On her 25 th , Dudley, known as ‘Duds’ to friends, said from the race course earlier today: “We’re under kite matching racing the blue boat (Ian Johnston’s Zephyr Insurance Masters). They’re only 20 metres away and have been with us since the top of Tassie.

“We got to 40 knots in Bass Strait, but we’re on a very strong boat. It’s really seaworthy and well mannered.

“It’s been memorable, yeah – beating, beating. Every time you turned a corner, it was more beating. I’ve only done one slower race, when we got here on New Year’s Day on All That Jazz,” Dudley said of the 1993 race, one of the worst on record and some claim THE worst on record.

“It’s been bash, bash, bash, but we weren’t alone, we’ve had competition around us all the time,” she said.

Dudley, who is predominantly a helmswoman, did her first Hobart on Bill Gilbert’s brand new Farr 37, Southern Cross, in 1984.

“There’s been so many highlights, but the standout was my first with Bill Gilbert. For getting the opportunity at a time when there weren’t that many women doing the race.

“It was a really rough one, one of the worst races. We suffered damage and had to withdraw, but the crew was so calm and experienced and their attitude was good. So I knew from the start what the race could be like. After that, it comes as a pleasant surprise when it’s nice.”

The 1984 race, again, one of the worst on record. “Coming second in 2018 was a highlight,” she said of sailing with Stacey Jackson’s all-female crew aboard Wild Oats X. They finished little more than 13 minutes in arrears of Alive (winner that year and again this year). Both boats were Reichel/Pugh 66s and the two engaged in an epic race-long fight.  

“Four years with Bill Wild on Wedgetail was fantastic. Sailing with Syd (Fischer) for the first time on his TP52 Ragamuffin in 2011 and coming third overall – and then sailing on his 100 footer for the next four races were all special.

“I never imagined I’d get to sail on boats like that,” the Sydney sailor said.

“All the owners that make it possible for us to race, all the sailors I’ve sailed with and the sailing community as a whole make this such a great sport.”

This year, Duds came to the race fresh from placing second overall at the ILCA 6 (ex-Laser Radial) Great Grand Master European Championships in Brittany, France. She led till the last day and finished one point behind the winner and won the Women’s division by a massive 71 points.

Dudley was an adept Moth sailor, the first woman skipper of an 18 foot skiff. Like her good friend Adrienne Cahalan, she remains one of the humblest sailors you could meet.

Di Pearson/RSHYR Media

Internationally, the race will be available through YouTube on  CYCATV  or on Facebook  Rolex Sydney Hobart page .  For the full list of entries and more information about the race, visit  rolexsydneyhobart.com .

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• Tilting at windmills

What's the meaning of the phrase 'Tilting at windmills'?

To ’tilt at windmills’ is to attack imaginary enemies.

What's the origin of the phrase 'Tilting at windmills'?

Tilting is jousting. The expression ’tilting at windmills’ derives from Cervantes’ Don Quixote – first published in 1604, under the title The Ingenious Knight of La Mancha .

The novel recounts the exploits of would-be knight ‘Don Quixote’ and his loyal servant Sancho Panza

who propose to fight injustice through chivalry. It is considered one of the major literary masterpieces and remains a best seller in numerous translations.

In the book, which also gives us the adjective quixotic (striving for visionary ideals), the eponymous hero imagines himself to be fighting giants when he attacks windmills.

Just then they came in sight of thirty or forty windmills that rise from that plain. And no sooner did Don Quixote see them that he said to his squire, “Fortune is guiding our affairs better than we ourselves could have wished. Do you see over yonder, friend Sancho, thirty or forty hulking giants? I intend to do battle with them and slay them. With their spoils we shall begin to be rich for this is a righteous war and the removal of so foul a brood from off the face of the earth is a service God will bless.” “What giants?” asked Sancho Panza. “Those you see over there,” replied his master, “with their long arms. Some of them have arms well nigh two leagues in length.” “Take care, sir,” cried Sancho. “Those over there are not giants but windmills. Those things that seem to be their arms are sails which, when they are whirled around by the wind, turn the millstone.”

Apart from in medieval re-enactments, we don’t tilt in the sense of joust, any longer. These days ’tilting at windmills’ refers to attacks of a less militaristic nature.

The first figurative references to tilting at windmills, that is one where no jousting took place, came in the 17th century. John Cleveland published The character of a London diurnall in 1644 (a diurnall was, as you might expect, part-way between a diary or journal):

“The Quixotes of this Age fight with the Wind-mills of their owne Heads.”

The full form of the phrase isn’t used until towards the end of the 19th century; for example, in The New York Times , April 1870:

“They [Western Republicans] have not thus far had sufficient of an organization behind them to make their opposition to the Committee’s bill anything more than tilting at windmills.”

The history of “Tilting at windmills” in printed materials

Trend of tilting at windmills in printed material over time

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Tilting at Windmills

Tilting at Windmills is a composite timber yacht designed by Joubert, built in 1994 by Norman Wright and Sons.

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Tilting at Windmills (2010)

Yacht: Tilting at Windmills

Race: Melbourne to Hobart

See more from this race

A beautiful boat designed by Peter Joubert. The Prof!

Here photographed off the west coast during the Melbourne to Hobart race.

Owner, Thorry Gunnersen, has been a regular visitor to our yacht race stand at Constitution Dock for many years.

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Cruising '24 » Tilting at Windmills!

If it was good enough for don quixote, it is good enough for us .

BMYC Crusining will take a trip from BRighton Marina to the North east edge of thge windfarm and back.

A super shakedown sail and a chance for us to sail as a group.

We can take phots and share these - a great opportunity to get a cool photo of your boat !

11:00 depart brighton 15:00 return.

15:00 Meet at BMYC for drinks

17:00 depart

Best bring your lunch ! Could still be chilly so best dress warm and bring soup / a flask of tea or coffee.

CONTINGENCY : If the weather is not suitable, we could have a tour of each others boats - if you are comfortable.

COMMUNICATIONS : Please use VHF 72 and BMYC Cruising Watsapp for communications during the event. (In case of emergency please forllow normal protocols with recource to VHF 16 Coastguard or telephone 999 for emergency services. )

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Tilting at Windmills

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In our last exciting episode , I talked about how us lovable wackadoos at T H Hill have dealt with fatigue for years: we use a “comparative design approach” to choose the lowest-risk options for our design. This entails giving up on the idea that you can figure out the actual life of your tool, and instead just playing the best odds you can manage. Whilst it might not give you that warm, fuzzy feeling we all want, it actually does work. Just logically, choosing the best option available to you for any given operation really should be the best path forward, and we’ve watched our customers’ failure rates plummet when they use things like Curvature Index to decide what to do. What this comparative thingy does not do—actively refuses to do—is tell you exactly when your crap will break. Since preventing fatigue failure is all about inspecting properly at the right intervals to catch those cracks before they wash out or twist off, that’s … disappointing. But! We can do more! (I think?) Here’s how I see it: you’re all wrong. (My winning personality shines through again.) We usually set our inspection intervals based on time, somehow or other—hours rotating, footage drilled, wells, months, presidential terms, whatever. I would argue that we don’t actually care how much time has elapsed, since the reason to inspect our pipe is to catch damage before it becomes a failure. Thus, we need to know how much damage has elapsed, not how much time. The trick, of course, is that “damage” is a pretty abstract thing to measure, while “time” is quite clear (as long as we’re not in a sci-fi movie ). So we measure time, hoping that we’re making a reasonable guess at the amount of damage that has occurred. I have my doubts.   

What would be better is to give up on time, since it’s inaccurate at best, and misleading at worst. What I need is something that can help me estimate real-life damage. It helps to split the world into two main failure types—overload and fatigue—since the type of failure will determine the type of damage we’re looking for. If I go searching for a way to estimate damage to my overload capacity, I reach a pretty clear conclusion: measure it. Overload capacity is defined by the material strength, which doesn’t change (except in extreme circumstances), and the cross-sectional area at the critical spots, which only changes due to wear and is easily measurable. So do this:

The box OD measurement tells you if abrasive wear has reduced the critical load-carrying capacity of the box (which is usually the source of your drilling torque limit). The wall thickness measurement tells you if wear has reduced the load-carrying capacity of the tube (usually the tension limit). These measurements can be taken quickly, even on the rig floor (no that’s not a terribly precise way to do an inspection, this is just for the general idea) as described in the Rig Floor Trip Inspection in DS-1 Volume 3 . Now instead of saying “I’m going to inspect my pipe every 3 wells,” you say “I’m going to inspect my pipe when either the box OD I measure wears down by 1/8 inch, or the tube wall wears by 0.040 inch” (or whatever numbers you want to set). This means that you are, in fact, setting your inspection interval not by time, but by the damage that we’re actually concerned about. I think it’s a better idea. (Hardly anyone does this. I don’t care. I still think it’s a good idea, and you’re used to me being something of a left-handed monkey wrench at this point, right?)

I can count cycles; I can estimate it without too much work using ROP & RPM averages. But “severity”? What do I know about that will combine both the tension applied and the amount of curvature into some indication , some index that might communicate the speed at which cracks grow in drill pipe? I hope you’re catching on here, people, I’m laying it on thick. Curvature Index! That’s its whole purpose in life, to tell you (in a relative way) how hard you’re being on your drill pipe, and what your fatigue-failure risk might be!

(In DS-1 we divide that by a million to make the numbers more manageable. You do you.) Now, armed with Damage Points, we can calculate an inspection interval that no longer depends on time, but represents an estimate of damage. How many Damage Points to an inspection? Dunno; it still depends on what you’re doing. I’d start with about 600 and adjust—brand new pipe could probably go to 900 or 1,000 points before you inspect it; older pipe and/or corrosive environments might drive that down to 500 or so. Each time the pipe passes a good crack-detection inspection, you reset the count for that joint to zero. The particular damage-point interval is not the point, though; the number just a number that you can (and should) change to match your operations. The point of damage, uh, points, is that it’s a better way to measure. It’s still a guess at the amount of damage done, but it’s a more intelligent guess based on the things that actually matter, rather than something which doesn’t matter at all. I’m clearly a big fan of this idea, despite the fact that not many people use it. When I bring it up, though, I usually get something like this: “Wait, don’t you have a different tension / bending combination at every joint of pipe? So a different Curvature Index at every joint?” “Yes.” “So every joint has a different number of damage points to track?” “Um, yes.” “Yeah, we’re not gonna do that—it’s impossible.” I, of course, have done as many as six impossible things before breakfast , and I have two different answers for such talk. Answer #1: It’s not impossible; I’ve seen it. We’ve had customers that commit to tracking where their pipe goes—in the well, in the hole, as it’s racked back, as it’s picked up, as it’s transported around—all with the goal of knowing just when they should inspect the string (and how to rotate pipe so they can safely put off inspecting the string). It’s work, to be sure. The trick seems to be getting everybody at the rig on board; once everyone knows that we’re going to follow certain patterns racking back and laying down, and to ask the right people which section goes where (lay down section A, B, and C; pick up B, then C, then A), things go swimmingly. There’s also got to be someone driving the calculation, of course. If you are, in fact, tracking damage points on every joint of pipe, I recommend writing a software program to help you out. (We call ours CFat™ ; this is not a shameless plug. Nope.) That way you can process the information that comes from your digital drilling-data platform and figure out what’s happening now, and make some decisions about what you should do in the future.  

Answer #2: Doesn’t every joint of pipe in your well accumulate a different number of rotating hours? Do you track that? Hm? (Doubtful.) In the same way that you can do broad sweeping estimates with rotating hours (or footage, or whatever), you can also calculate your Damage Points on the back of an envelope. Just pick the worst spot you expect in your well, work through your typical operations, and add up the damage done. Inspect at that calculated interval. Even in this simplistic state, it’s still better than time because, again, it’s looking at real damage. It allows you to change something in your typical drilling process and make immediate changes to your inspection plan with less trial and error. You can use it to rotate your pipe in some reasonable way to lessen the inspection burden you’ll have. It’s just plain better. To land this plane: if you ask me how often you need to inspect your pipe, you’re going to get some weird answers (measure some dimensions regularly and calculate damage points). I know I’m abnormal (in multiple ways), but I really think our industry can do a lot better by using our noggins a little bit. And, if history is any indication … you’ll probably ignore me. (Pouty face.)

Grant has been at BVNA for 15 years, doing failure analysis, drill stem and casing design, standards writing, and teaching others to do it, too.

Grant Pettit Director Of Operations - Standards, Training, & Accreditation

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What’s the story behind St. Petersburg’s Thrill Hill?

• Gabrielle Calise Times staff

ST. PETERSBURG — From a distance, the landmark on Third Street S doesn’t look like much: a steep lump in the road south of 15th Avenue, marked by a blinking amber light and the letters S L O W . It’s no roller coaster, but the incline of the hill is enough to cause the same flipping feeling in your stomach.

Thrill Hill is a favorite landmark for those in St. Petersburg’s Old Southeast neighborhood. Mentions grace bumper stickers and T-shirts around town. Stop by Pinellas Ale Works and you can order a brew named after the bulge.

When I’m feeling stressed, or bored, or I want to surprise friends visiting from out of town, I head for the hill for a quick hit of joy. Needless to say, I’ve been zipping over the hill a lot lately.

After yet another evening punctuated by a stress drive to Thrill Hill, I wondered: Why is this here? And where did it get its name, anyway?

Turns out, the thrill goes back over 100 years.

Thrill Hill, a humpback bridge over Salt Creek, was first created when a trolley line was introduced at the turn of the 20th century.

F. A. Davis, the man who introduced electricity to St. Pete, established the St. Petersburg and Gulf Railway Company in 1901. Davis brought trolleys to the city when there were fewer than 2,000 residents, said Will Michaels, author of Making of St. Petersburg and Hidden History of St. Petersburg .

His company’s Big Bayou trolley line debuted in 1911 as a way to transport passengers between downtown and the southern parts of the city. The route was designed to pass by Bayboro Harbor, where the University of South Florida St. Petersburg is today. Many didn’t have cars and were dependent on the streetcar line to get downtown.

“We had a light rail before the term was invented,” Michaels said.

By 1913, there were 1.3 million individual passenger trips reported on the streetcars, Michaels said. As early as 1915, St. Petersburg had the third largest trolley system in the state, with 25 miles of track. Ridership increased to 4.2 million trips in the late 1920s.

Each stop had informal nicknames, Michaels said. The Thrill Hill bridge, built steep enough to allow for high tides and stormwater surges, was referred to as “the hump.”

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Even then, a ride over it elicited a stomach-dropping sensation. Times archive clips mention some riders liked to hang on the back of the cart for an extra bit of fun. Other times, smaller trolleys on this line would get stuck on the way up, requiring the conductor to get out and push it himself.

“The best story I ever heard about Thrill Hill was kids would grease the lines there and the trolley line would be chugging along and it wouldn’t be able to get up the hill,” Michaels said. “It just kept sliding back.”

Bus transportation superseded the trolley in the late 1940s, and the last trolley car line ended in 1949. As the rail was phased out, the bump remained a popular spot for thrill seekers traveling by car or bike.

A 1987 St. Petersburg Times article said the bridge got its name “because its humpbacked design can cause speeding cars to become airborne.” St. Petersburg gastroenterologist Dr. Nicholas Kozlov explained a theory behind the roller coaster-like sensation it has to a reporter in 1998:

“I would speculate that primarily it has an effect on your balance center in your middle ear … but then again there is going to be an effect on your entire body because you will sense the fall in many different ways. Your clothing will shift just a little bit, what’s in the bottom of your stomach may fly to the top of your stomach, and other little movements … but it’s not directly an effect on the stomach but an effect on your balance centers that produce the sensation.”

But the same steep incline that causes a fluttering sensation in the stomach also makes it hard for motorists to see what is coming. Numerous clips in the Tampa Bay Times archives outline crashes there. Four people were injured and one man died in two different head-on crashes in 1987. In hazards unrelated to traffic, an alligator was removed from the crest of the hill in 1998.

Over the years, measures were put in place to make the hill safer. A 25 mph speed limit was introduced, as well as a blinking caution light.

Today, the crest of the hill is a popular place to fish for mullet, snook and trout that live in the brackish water below. It’s also still a draw for daredevils.

“I’ve seen carloads of kids, some of them sitting with their butts sticking out of the window when they’re gunning it,” said Frank Tsang, a manager at Old Southeast Market, located just down the road from the hill.

“You hear them screaming sometimes, and then it’s like, ‘Okay, someone just went over Thrill Hill again.‘”

Tsang remembers the tradition of driving over the hill that was around when he was a high school student. Now 43, he doesn’t want to encourage kids to do anything unsafe.

“Sometimes there’s jaywalkers, just kind of strolling across the thing, so you can’t see them until the last second. You have to be a little bit careful about that,” he said.

The market’s bestselling sticker pays homage to Thrill Hill. Old Southeast resident Brian Ottoson, 40, designed the green and yellow “I Climbed Thrill Hill” decal after he and his wife saw an “I climbed Mount Washington” bumper sticker on vacation.

View this post on Instagram Looking for a special stocking stuffer? We carry a very unique selection of local-centric items that would be perfect for someone who loves the Burg! #oldsoutheastmarket #stpete #shoplocal #stockingstuffers #christmas #gifts #kspl #dtsp #thrillhill #widesky #skyway #pier A post shared by Old Southeast Market (@oldsoutheastmarket) on Dec 18, 2019 at 12:49pm PST

About 600 stickers have been sold in the past four years at Old Southeast Market, which has also stocked a Thrill Hill T-shirt from local print company Wide Sky.

“I think I get a kick out of it more than anything,” Ottoson said. “I love driving around town and seeing one of the bumper stickers on the back of cars.”

“It’s kind of a little hidden fun thing in St. Pete, but it’s nice to bring some light to it.”

Information from Times archives was used in this report.

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Rolex Sydney Hobart Yacht Race 2024

Tilting at Windmills

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OFFICIAL ROLEX SYDNEY HOBART MERCHANDISE

Shop the official clothing range of the Rolex Sydney Hobart Yacht Race and the Cruising Yacht Club of Australia in person at the Club in New South Head Road, Darling Point or online below.  

From casual to technical clothing, there is something for all occasions. Be quick as stock is limited!