I was down below sleeping in my bunk at just after 14h00 when I heard a loud noise and much activity on deck. I sat up just before we crash gybed and fell through the bunk’s lee cloth, as we did so falling into the saloon table. I put my pfd (personal flotation device) and harness on and rushed up onto the deck. I learned that the rudder shaft had broken; the genoa had already been furled, and we then took down and stacked main sail.

There was a lot of activity down below trying to work out the extent of the damage and what our options were. Realising that we were taking water from the damage to the rudder area/assembly and were in danger of sinking, we prepared and packed waterproof grab bags with essentials we may need, were we to have to abandon the boat for the life raft. These would also be needed if we were fortunate enough to be picked up by another boat.

The Skipper was later also talking to the MRCC (Maritime Rescue Coordination Centre) amongst others. Everyone was surprisingly calm and collected on board and we were either sitting waiting or busy with whatever tasks were required. Abandoning into the life raft is not something to take lightly and it wasn’t something I wanted to do; not sure if it’s from watching too many movies where the outcome wasn’t good. Fortunately, we received word via the radio that the Iranian cargo ship, Golafruz, was altering course to see if they could assist; this was a welcome relief. Another ship, Berge Denali, advised that they would also standby in case they were needed.

Around four and a half hours after the incident, we saw a huge ship on the horizon and realised that this must be the Golafruz. We also realised that it wasn’t going to be an easy rescue. I decided to give my wife a call from the cockpit via satellite phone to try and put her and Jordan’s mind at ease. I knew they would have heard we were in trouble and wanted to let them know that the ship had arrived and we were going to be rescued. I tried to sound as confident as possible, and didn’t want to come across emotional or too nervous.

I recall the Captain kept repeating over the radio that ‘we will attempt a positive outcome’. He was concerned about the swell and sea conditions which he described as being very rough, along with us not crossing his bow as he would not be able to stop and it would have been catastrophic for us. He also said that the fit and healthy should attempt to board first. We later learned when speaking to Captain Janbod aboard the Golafruz that he expected 2 out of the 8 not to make it due to the difficulty of the conditions and the climb onto the ship.

The first pass by the ship was too far away and with Trekker pointing in the wrong direction and without the use of her rudder, we could not motor closer. Lines were thrown, but we were too far away to collect them and the ship was going too fast. The second pass was about 25 minutes later after the ship had turned around and reapproached, this time quite a bit slower. Miraculously Trekker II was facing the side of the ship as it approached and Mark could motor towards her; she held her course and approached the Starboard side of the ship.

The engine had already alarmed and died previously as Mark had cut the water inlet in anticipation of the scuttling; the engine died for a final time just as we were close enough to the ship. The first couple of lines were too far away and we started drifting towards the back of the ship in her wash. Wesley and Richard were eventually able to catch one of the lines thrown by the ship and secure it to the bow.

Trekker was facing the same direction as the ship when the line was secured but the bow then drifted away and she did a 180 degree turn away from the ship. The line therefore looped around her and was then also secured to the port main cockpit winch was straining under huge pressure; it held though. We were now secured backwards up against the Golafruz with another bow line having also been secured. We tried to put out fenders to limit the banging between the two vessels, but these either popped out from between the vessels or burst with the pressure. We had to brace ourselves for each jolt; Trekker held up amazingly though. To complicate things further, it was now dark!

A rope ladder was dropped over the side of the Golafruz to us on the yacht. The ship was empty and had around 11 metres of freeboard which we were going to have to climb up. The yacht was moving through 3 to 4 metres with the swell and rolling and pitching quite badly. Richard was nominated to go up the ladder first; timing was everything in terms of grabbing the ladder and making it safely off Trekker. It was a huge relief once he was safely aboard. I then attempted the climb and got the timing wrong without getting a proper hold on the ladder and with my arms too low I started swinging; I realised I had to get back on Trekker and that I was at risk of falling between the two boats which would have been catastrophic. I got a hellavu fright and shouted for someone to pull me. Fortunately, Wesley was there and pulled me backwards with me falling on the deck very relieved.

Mike then climbed to safety where after I did so; successfully this time. That feeling of relief when pulled over the guard rails of the Golafruz was huge. A second line was then lowered so that the remaining crew at least had a backup whilst climbing; in hindsight, we should have done this from the first climber. Another rope was lowered and our bags, which we had moved to the cockpit in the hope that we’d be able to salvage them, were pulled up on board. Peter, Rob and Shaun V then climbed successfully aboard. Wesley followed and Mark went below to ensure that the boat would sink after he had left it. He then climbed aboard the Golafruz.

We watched with much sadness as Trekker II was let loose and floated off to sink in the Atlantic Ocean; she was a great boat! She at least spent her last voyage restored to her former glory and racing as she should be; at least as best we could race her. A boat that is abandoned at sea must be scuttled/sunk so as it doesn’t become a navigational hazard for other vessels. It was a shame especially after all the effort Rob and Shaun had put into restoring her, and the work which Mark had done.

The crew were very welcoming and I think were almost as relieved as we were; ok, probably not quite. There were many photos taken on deck and much hugging and handshaking. We were given some jaffel type cakes and juice and water and then taken to the crew’s mess and made to feel very welcome. We were also given supper whilst they worked out what cabins they could house us in. They also brought out towels, blankets, sheets, pillows etc. for us. They were incredibly hospitable!

The ship is 225 metres long and the Captain who made the decision to rescue us and save our lives (and I’m not being dramatic) despite difficult sea and weather conditions was Captain Amir Janbod aboard the Golafruz.

I felt surprisingly calm heading down to Trekker II the morning of our departure. I was pleased that we had spent some nice family and friend time the previous evening for New Year’s Eve down at the boat. This was particularly relevant as one of my biggest fears, probably more accurately apprehension, was spending such a long way away from my family and not really being able to maintain proper contact. Even when we slipped our mooring, I was both calm and excited, but surprisingly not ‘fearful’ nor second guessing my decision to sail; which I was very chuffed about. It was nice to have Jordan on the boat whilst we motored around and rafted up at the Maserati Race Village at the V&A where all boats were moored prior to being announced and setting off in alphabetical order out to the start area in Table Bay.

As we stepped off the boat we were greeted by a very friendly and down to earth priest who had a quick chat and wished us a safe crossing; a very nice touch by the race organisers. We then headed off to the Race Village ‘building’ for a cold drink and speeches; including one from the Mayor of Cape Town, Patricia de Lille and the Commodore to the Yacht Club hosting the Rio side of the race. It was after this that we had to say goodbyes and head back to Trekker II, leaving Cath and Jordan to see us off from the Race Village. I said one goodbye and then when I was almost at the boat, felt the need to go back for a second 😉

When it was our turn to slip our mooring, the song chosen by Shaun V, Into the Mystic by Van Morrison, followed the MC’s intro of the famous Trekker II and her crew. It was with both quite a bit of emotion and elation that we waved goodbye to everyone gathered on the wharf at the Race Village. Cath and Jordan were unmistakable in their orange Trekker II Cape2Rio t-shirts; which was great as I could single them out and say another proper goodbye, albeit from a distance.

We then headed out the harbour and the realisation that we were now about to cross an ocean suddenly hit home; but in a good way. We sailed around for a while checking a couple of things whilst waiting for the start. Wesley was up the shrouds putting chafe patches on the leach of our new genoa. We also had to drop the main after hoisting to try and tighten the leach line; not sure why the cleat was put so high above the foot of the sail. The new SIS Global sponsored sails looked and handled great, which we had realised during prior outings, but which was reinforced at the start.

It was great to have Jordan, Cath, Alasdair and Michiel out on the water in one of the marshal boats and nice that the skipper went out of his way to bring them over to Trekker prior to the start.

We had a great start, crossing the line 3rd or 4th. Well almost great as we had kept the genoa furled away to give us more options prior to the start in the 20-knot wind. The start was a reach across the line and getting the overlapping genoa unfurled and sheeted in proved a challenge, especially after the furling line got snagged. Nonetheless we still hit the line at speed under full main and were charging along. We were fortunate to be paid another visit by our supporters on the Marshall boat after we rounded the Milnerton mark; they had taken a very wet blast across the bay to bid us farewell.

We saw a couple of shredded spinnakers just after the start and decided that Trekker was going just as fast under full genoa so decided initially not to hoist the asymmetrical spinnaker. Our pre-plotted course took us closer to Robben Island than some of the boats and we had to sail through a slight, but expected hole/wind shadow. We had by now hoisted the asymmetrical (A3) and used this to sail through. We got back into good wind not long after with Skimmer now on our Starboard bow and slightly North of us.

It was a good night with full genoa for most of the night and the main at her first reef; we were flying along on Port tack. The swell was slightly uncomfortable, picking up the weather side of the stern and whilst making for good surfing when bearing away, also tended to try and screw the boat up to weather if sailing slightly higher than intended. Trekker handled the conditions exceptionally well with speed over ground hitting 17kts at times. We swapped out the genoa for a stay sail at some point during the evening only to swap back as the wind died a bit in the early hours of the following morning.

Even before the start I was reminded just how wet Trekker was both on the foredeck and in the cockpit. I wondered how I was ever going to keep clothes and glasses dry. Yes, foul weather gear helps, but it was also very warm.

Glasses, glasses, glasses! I could tell that one of the banes of my trip was going to be salty sprayed glasses. I usually had lens wipes in my pocket, but no sooner had I cleaned them and I was hit by either more spray or received a proper dunking.