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Man overboard (section to integrate into article excerpt below)

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A parbuckle using rope

A parbuckle gives mechanical advantage in bringing back aboard a man overboard. The device used to create the parbuckle could be rope, a sail, or other device. Mechanical advantage is gained by virtue of the lifting device's passage around the object to be lifted.

Existing article

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Man overboard is a situation in which a person has fallen from a boat or ship into the water and is in need of rescue. Whoever sees the person's fall should shout "man overboard" to alert other crew members and attempt to maintain visual contact with the person in the water. By pointing continuously at the victim, the person can aid the helmsman in approaching the victim.

Causes

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A person may fall overboard for many reasons: they might have been struck by a part of the ship, they may lose their footing due to a slippery deck or an unexpected movement of the boat, or any number of other reasons. Falling overboard is one of the most dangerous and life-threatening things that can happen at sea. This is especially so from a large vessel that is slow to maneuver, or from a short-handed smaller boat. When single-handed and using self-steering gear it is usually fatal.[1]

Therefore it is important to prevent such accidents from happening, and to be prepared for them if they do. On large vessels, passengers on deck should never climb or sit on the railings. They are usually high enough for people to keep their center of mass well below the top rail and in all but the most fierce weather, from this position it is difficult to be washed, blown or to trip overboard. On yachts and motorboats this is not always the case and so extra precautions are necessary. Every passenger and crew-member should have their own safety harness that has been adjusted to fit them before leaving port, and it should incorporate leg or crotch straps and built-in inflatable flotation if possible. On the deck and in the outdoor sitting areas there should be jacklines and strong points provided so that everyone may clip the tether of their harness safely to the boat.[2]

Harnesses should be worn whenever the wearer feels it necessary. Typical guidance for when to clip on to the strong points might include:[2]

  • Whenever the sails are reefed due to the wind strength
  • When approaching an area of tidal disturbance
  • Whenever a person is alone on deck
  • Always after dark
  • Whenever else a person feels the need

Apart from staying safe, most yachting schools also teach, and require students to practice, man overboard drills. This is recommended so that, should the worst occur, everybody on board knows what to do, as well as being a good opportunity to practice close-quarters maneuvering.[3]

Recovery under sail

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See also: Man overboard rescue turn

There have been various sailing maneuvers recommended and taught over the years. Three common ones follow. They all have various points in common. Whoever sees the accident should shout, "Man overboard" loudly and clearly to alert the rest of the crew. At least one person should do nothing other than stand and point at the casualty maintaining continuous visual contact. Whatever marker and flotation equipment is to hand should be thrown as near the casualty as possible by other crewmembers. This may include a horseshoe buoy or lifebuoy, a danbuoy or man overboard pole, and perhaps a floating smoke signal. If the equipment exists, then man overboard alerts should be triggered on whatever electronic gear is available including GPS receivers and DSC radio transmitters.[3]

Quick stop or crash stop

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The most direct action is to stop the boat immediately, very near to the casualty. This can be done by immediately tacking the bow of the boat through the wind without handling the jib sheets, so that the boat is effectively hove to. In some circumstances, this may be enough, and the casualty can be recovered as the boat drifts back down onto them. In many cases, however, the maneuver will have left the boat too far away for that. In this case, the mainsail is sheeted in hard and the turn continued until the boat circles, the wind is jibed across the stern and the boat is sailed downwind, past the casualty again and finally brought to rest by turning upwind again. It is recommended not to adjust the sails for efficient downwind sailing, so that too much speed is not built up when approaching the casualty.[4][2]

Reach-turn-reach

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The more traditional maneuver is more time consuming and requires more sailing skill, but is more flexible and less likely to fail as it gives the helmsman more time to make adjustments and corrections to the course and the approach. It is more suitable for the open sea and rougher, windier conditions.

Immediately after the accident, the boat is put onto a beam reach away from the casualty, with a crewmember maintaining constant visual contact. After a few boatlengths, the boat is either tacked or jibed back towards the casualty. It is important that the casualty is approached on a close reach, so that wind can spilled from the sails in order to slow down and stop on station. Helmsmen are recommended to test this during the approach by spilling wind on the way, and losing ground to leeward to correct the course if necessary, to ensure that this is possible. If the approach is to leeward of a close reach, it is recommended to gain ground to windward close hauled to ensure that the boat does not stall head-to-wind downwind of the casualty at the end.

In the end, the boat is luffed to windward close to the casualty. This may be upwind of them and close in light winds, so that it drifts down to them for recovery; upwind and a few meters away for a throwing line in moderate winds; or downwind within throwing distance if they are conscious in a heavy blow to prevent dropping heavily upon them.[2]

The deep beam recovery

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An alternative maneuver, somewhere between the two above in terms of complexity and flexibility, is to put the boat onto a deep beam reach immediately after the accident, and sail a few boatlengths away downwind and to one side. At this point, the boat is rounded up and tacked so that, as in the reach-turn-reach, the casualty is approached on a close reach maintaining the ability to steer, slow down and stop as required by the conditions.[4]

Recovery under power

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In a motorboat, or a sailing boat with a working engine, most people having to maneuver in an emergency will use the engine. This introduces the added hazard that the casualty may be further injured by the spinning propeller at close quarters. It is important that a double-check is made for ropes trailing in the water before the engine is engaged. These may have been dislodged by the casualty falling into the water, or may have been thrown later by people on deck trying to help, but once around the propeller, they can put the engine out of use, just when it could have been most useful. The yacht auxiliary could be used during final approaches of any of the sailing methods described above, and a motorboat's engine(s) will be used in any case. The engine(s) must be out of gear before the casualty is approached, and may be switched off entirely during the actual recovery to ease communication, reduce fumes and allow people to concentrate on the task in hand.

Recovery

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Most hulls have the lowest and clearest side decks mid-ships and this is where the casualty should be brought back aboard. If the guard rails are wire, there should be rope lashings at one end so that the lower, or both, wires can be freed to make recovery easier. All crew members involved in recovery should be harnessed on if the sea conditions that led to the first fall could lead to further people ending up in the water. The answer to a person overboard is never for more people either to jump over to 'help' them, or to fall in themselves by accident.

The recovery operation is different for a conscious compared an unconscious casualty, but in either case there are two rules to be aware of. First, after a very short time in cold water, even a fit conscious person will have lost considerable strength and agility and will need help to get aboard, especially in heavy wet clothing. Second, the condition of a person in the early stages of hypothermia can be made considerably worse by hoisting them vertically so that what circulation they have drains from their head into their feet. It is much better to recover the casualty as horizontally as possible. Various pieces of equipment are on the market to help short-handed or weakened crews deal with this problem, but really nothing beats the combined efforts of several strong hands gripping various items of clothing on the arms, body, and legs, and hauling in unison. In a rough sea, the waves that caused the fall can sometimes help by lifting the floating person up within easy reach of the sidedeck as the boat rolls. Care must be taken as to what to do as each wave subsides if the person is not yet aboard, as their weight can pull unsuspecting helpers in themselves. Loops of rope passed under the arms and behind the knees on one wave can be held during the trough and hauled again during the next rise, if this is possible.

A fitter casualty may climb a ladder more or less unaided, although the dangers of approaching the stern of the boat in a rough sea should be considered if that is where the only useful ladder is. A fitter casualty may be able to get a foot onto a simple loop of rope and lift themselves to the rail. A hypothermic, injured or unconscious victim may be quite incapable of helping themselves. In this case netting, slings, an inflatable dinghy or liferaft may be employed, with or without the additional assistance of a 4:1 or better tackle. Such a tackle may be fashioned from a mainsheet, a boom vang (kicking strap), or may be purpose-made for the job and stored in case needed. The yacht's winches may also be of assistance.[2]

References

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  1. ^ Mulville, Frank (1981). "3". Single-handed Sailing. London: Seafarer Books. ISBN 0-85036-410-8.
  2. ^ a b c d e Cunliffe, Tom (1994). "30". The Complete Yachtmaster. London: Adlard Coles Nautical. ISBN 0-7136-3617-3.
  3. ^ a b Colwell, Keith (1 February 2011). "Man overboard". Cruising. RYA. Retrieved 4 April 2011.
  4. ^ a b Miller, Shel. "Crew Overboard". School of Sailing. Retrieved 4 April 2011.

Balboa Island Price Index

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The Balboa Island Price Index (or BIPI) is a collection of price data points and their average for residential real estate on Balboa Island, Newport Beach, California. While the Case–Shiller index considers broader markets, the BIPI tracks only sales of interior lots on Balboa Island.[1] Interior lot values are tracked as opposed to waterfront lots due to interior lots' comparative homogeneity. Waterfront lots sell at a notable premium to interior lots due to variables of view, beachfront or waterfront location, and private pier ownership. While not all Balboa Island waterfront lots have private piers, none of the interior lots has one. The BIPI is cited in regional newspapers[2] and radio as a gauge of local real estate markets.

References

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  1. ^ http://www.girlingreig.com/blog/category/bipi/
  2. ^ Collins, Jeff (5 January 2011). "High-end home-price index at 8-year low". The Orange County Register. Archived from the original on 5 March 2011. Retrieved 5 March 2011. The BIPI was just under $1.24 million in the third quarter of 2010 — the lowest it's been since the second quarter of 2003.

Transpacific Yacht Club

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Transpacific Yacht Club
File:TPYC-Burgee.png
Burgee
Founded 1928
Official home Newport Harbor Nautical Museum
Country   United States
Commodore Dale Nordin
Website www.transpacrace.com

The Transpacific Yacht Club (TPYC) is responsible for organizing the world renowned Transpacific Yacht Race (Transpac) from Los Angeles to Honolulu. The race is held in odd numbered years. The Transpac Race was originally the vision of Hawaii’s King Kalākaua as a way to build the islands' ties with the mainland U.S. Since its humble beginning in 1906, the Transpac has become the oldest and longest enduring ocean race in the world and a “must do” on many sailors' list of races. Over the years TPYC has also been responsible for organizing the Los Angeles to Tahiti Race. The Tahiti Race was most recently held in June 2008.

TPYC was officially organized in 1928, and incorporated in 1937. Membership in the Club is open to all sailors who have completed a race held by the Club. Today the membership is over 600 sailors strong from around the globe. With over 100 years of racing across the Pacific the members of TPYC look forward to hosting "the world's best ocean race" for another century.

The Transpacific Yacht Club and the Newport Harbor Nautical Museum have recently reached an important decision that will significantly change the course of each institution. The Museum is now the official home of Transpac and the custodian of its history and memorabilia.

The Newport Harbor Nautical Museum is dedicated to preserving and promoting the nautical heritage of Newport Harbor, Balboa, southern California and the eastern Pacific through stimulating exhibitions, and inspiring education programs pertaining to nautical arts, artifacts, events and customs.

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www.transpacrace.com 2009 Transpac Race site
www.transpacificyc.org Transpac race archives site

Category:Yacht clubs in the United States


Hokulea

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The correct title of this article is Hōkūleʻa. It appears incorrectly here because of browser support limitations.
 
Stern of portside hull and center steering oar

Hōkūleʻa[1] is a performance-accurate full-scale replica of a wa‘a kaulua,[2][3] a Polynesian double-hulled voyaging canoe.[4][5] Launched on 8 March 1975[6] by the Polynesian Voyaging Society, she is best known for her 1976 Hawaiʻi to Tahiti voyage performed with Polynesian navigation techniques,[7] without modern navigational instruments.[8] The primary goal of the voyage was to further support the anthropological theory of the Asiatic origin of native Oceanic people (Oceania maps:detail, region), of Polynesians and Hawaiians in particular, as the result of purposeful trips through the Pacific, as opposed to passive drifting on currents or sailing from the Americas.[9][10] (Scientific results of 2008, from DNA analysis, illuminate this theory of Polynesian settlement.)[11] A secondary goal of the project was to have the canoe and voyage "serve as vehicles for the cultural revitalization of Hawaiians and other Polynesians." (Finney, Voyage of Rediscovery, p. 71)[12]

Since the 1976 voyage to Tahiti and back, Hōkūle‘a has completed nine more voyages to destinations in Micronesia, Polynesia, Japan, Canada, and the United States, all using ancient wayfinding techniques of celestial navigation. Notable revitalization of interest in native culture and heritage has not come without cost. On the 1978 Tahiti voyage, Hōkūle‘a capsized and crew Eddie Aikau was lost when he tried to paddle for help on a surfboard. Since then, voyages have included escort vessels for safety.

Hōkūle‘a's most recently completed voyage began 19 January 2007, when Hōkūle‘a left Hawaiʻi with the voyaging canoe Alingano Maisu on a voyage through Micronesia (map) and ports in southern Japan.[a] The voyage was expected to take five months. On 9 June 2007,[13] Hōkūle‘a completed the "One Ocean, One People" voyage to Yokohama, Japan. Hōkūle‘a is now underway on a training voyage to Palmyra Atoll,[14][15] to develop skills of potential crewmembers for Hōkūle‘a's eventual circumnavigation, currently planned to commence in 2012.[16]

When not on a voyage, Hōkūle‘a is moored at the Marine Education Training Center (METC) of Honolulu Community College in Honolulu Harbor.

 
Hōkūle‘a in Ōshima channel, Yamaguchi-prefecture, Japan

Construction and purpose

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Ancient voyaging canoes were a specialized type of wooden sailing vessel used in ancient Hawaiʻi, whereas Hōkūle‘a is built of plywood, fiberglass and resin.[6] Hōkūle‘a measures 61 feet 5 inches (18.7 m) LOA, 15 feet 6 inches (4.72 m) at beam, displaces 16,000 pounds (7,260 kg) when empty and can carry another 11,000 pounds (4,990 kg) between gear, supplies, and 12 to 16 crew. Fully laden, with her 540-square-foot (50.2 m2) sail area,[17] she is capable of speeds of 4 to 6 knots (5 to 7 mph; 7 to 10 km/h)[6] while reaching in 15-to-25-knot (17 to 29 mph; 28 to 46 km/h) trade winds.[18] Her twin masts are rigged either crab claw or Marconi style and she flies a small jib; she is steered with a long paddle. She has no auxiliary motor so she is towed into harbor by her escort vessel when required. Her name means "star of gladness" in Hawaiian, which refers to Arcturus, a guiding zenith star for Hawaiian navigators.[6] In layman's terms, Arcturus passes directly overhead at Hawaiʻi's latitude so it helps sailors find Hawaiʻi.

Description of Hōkūle‘a, the boat, is only part of her story, since she is navigated by non-instrument means. But in 1975, no Hawaiian living knew these ancient techniques for blue water voyaging.[19] To enable the voyage, the Polynesian Voyaging Society recruited the Satawalese Master Navigator Mau Piailug [of the Weriyeng school in the Caroline Islands (map) of the Federated States of Micronesia (map) ] to share his knowledge of non-instrument navigation. While up to six Micronesian navigators still used these traditional methods as of the mid-1970s,[20] only Mau was willing to share his knowledge with the Polynesians.

Mau, who "barely spoke English," realized that by reaching beyond his own culture, through sharing what had been closely-guarded knowledge, he could possibly save it from loss. Through his collaboration with the Polynesian Voyaging Society, Mau's mentorship has helped "spark pride in the Hawaiian and Polynesian culture," leading to "a renaissance of voyaging, canoe building, and non-instrument navigation that has continued to grow, spreading across Polynesia (map) and reaching to its far corners of Aotearoa [New Zealand] and Rapanui [Easter Island]." (Thompson, Reflections on Mau Piailug, 1996)


List of voyages

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Images

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See also

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References and notes

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References

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Notes

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a. ^ Derek Ferrar (October–November 2007). "In the Land of the Western Sun". Hana Hou! Vol. 10 No. 5 (Article includes a travel diary from May 14 in Fukuoka through May 25 in Hiroshima). After the new canoe was presented to Mau in March, Hōkūle‘a continued on a second mission, dubbed "Kū Holo Lā Komohana" (Sail on to the Western Sun), crossing 1,200 miles from the Micronesian island of Yap to Okinawa and then hopscotching through the islands of southern Japan to Yokohama. The journey was conceived to honor the cultural ties between Japan and Hawaiʻi, which began with the visit of King Kalākaua to the Emperor Meiji in 1881 and were strengthened by the subsequent emigration of thousands of Japanese contract laborers to the Islands' sugar plantations, many of whom remained in Hawaiʻi, forever weaving their heritage into the fabric of Island life.

Footnotes

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  1. ^ Finney, et al. Voyage of Rediscovery, op. cit., p. xiii, offers pronunciation guidance for the boat's name, "The macrons ["kahakō" in Hawaiian] over vowels indicate that they are longer than unmarked vowels and are stressed. The ʻ [character, called "okina",] indicates a consonant called a glottal stop. It is similar to the sound between oh's in the English oh-oh."
  2. ^ Chun, Naomi N.Y. (1988, 1995). "Chapter 10: Types of Canoes". Hawaiian Canoe-Building Traditions (in American English and portions: haw). E. Nuʻulani Atkins (Revised ed.). Honolulu, HI: Kamehameha Schools Press and HDL: Hawaiʻi Digital Library. pp. 57–62. ISBN 0-87336-043-5. {{cite book}}: Check date values in: |date= (help); Unknown parameter |coauthors= ignored (|author= suggested) (help)CS1 maint: unrecognized language (link) This is available online, or archived by WebCite.
  3. ^ Definition of Wa‘a Kaulua from www.wehewehe.org - online Hawaiian dictionary.
  4. ^ Unattributed. "Canoe Parts--Hōkūle'a". Polynesian Voyaging Society Visuals (in haw and en-US). Polynesian Voyaging Society. Retrieved 2008-08-06.{{cite web}}: CS1 maint: unrecognized language (link) A line drawing with vessel specifications, configuration, and parts named.
  5. ^ Unattributed. "360 degree tour of Hōkūle'a". The Honolulu Advertiser: Hōkūle‘a: 2007 Voyages to Micronesia and Japan (in en-US and haw). Gannett Company. Retrieved 2008-08-09. {{cite news}}: Italic or bold markup not allowed in: |work= (help)CS1 maint: unrecognized language (link) Requires Flash, a free downloadable viewer from Adobe.
  6. ^ a b c d Unattributed. "The Building of the Hōkūle'a – 1973-75". Canoe Building (in en-US). Polynesian Voyaging Society. Retrieved 2008-08-05.{{cite web}}: CS1 maint: unrecognized language (link)
  7. ^ Kawaharada, Dennis. "Introduction to Wayfinding, or Non-Instrument Navigation". Wayfinding Strategies and Tactics (in en-US). Polynesian Voyaging Society. Retrieved 2008-08-05.{{cite web}}: CS1 maint: unrecognized language (link) This section of the Polynesian Voyaging Society web site offers an introduction to techniques; links at page bottom provide further information and bibliography.
  8. ^ State of Hawaiʻi, House of Representatives, Twenty-third Legislature, 2006, House Resolution 267. Read the text of the State Resolution honoring Master Navigator Mau Piailug and the inaugural crew for their achievements.
  9. ^ Finney, Ben. "Voyaging into Polynesia's Past: The Founding of the Polynesian Voyaging Society" (in en-US). Polynesian Voyaging Society. Retrieved 2008-08-05.{{cite web}}: CS1 maint: unrecognized language (link) Dr. Finney discusses founding of the Polynesian Voyaging Society and gives background on contrasting theories of Polynesian settlement such as Thor Heyerdahl (settlement from Americas), Andrew Sharp (settlement by chance from drift voyaging), and others proposed.
  10. ^ Evenari, Gail. "Wayfinders: A Pacific Odyssey" (in en-US). PBS. Retrieved 2008-08-05.{{cite web}}: CS1 maint: unrecognized language (link) Gail Evenari, crew on the Tonga-Sāmoa leg of the "Voyage of Rediscovery," produced a documentary film on ancient Polynesian voyaging which was broadcasted by PBS. The Heyerdahl and Sharp section of the related PBS website summarizes theories of Polynesian settlement which the Hōkūle‘a voyages empirically undercut.
  11. ^ Wilford, John Noble (18 January 2008). "Pacific Islanders' Ancestry Emerges in Genetic Study". Asia Pacific. The New York Times Company. Retrieved 2008-08-12. {{cite news}}: Check date values in: |date= (help) DNA analysis confirms Polynesians' relationship to Taiwanese Aborigines and East Asians.
  12. ^ Though Finney's Voyage of Rediscovery is primarily about the nearly two year voyage of that name, 1985-1987, here Finney speaks about the canoe's original construction and 1976 voyage.
  13. ^ Due to the International Date Line, the voyage was completed on 8 June, Hawaiʻi time.
  14. ^ Polynesian Voyaging Society. "Palmyra Training Sail". Hokulea Worldwide Voyage. Polynesian Voyaging Society. Retrieved 2009-03-16. About the Palmyra Training Sail
  15. ^ Polynesian Voyaging Society. "Daily Google Maps Position Tracking for Palmyra Sail". Hokulea Worldwide Voyage. Polynesian Voyaging Society. Retrieved 2009-03-16.
  16. ^ Polynesian Voyaging Society. "The Journey". Hokulea Worldwide Voyage - Mälama Honua. Polynesian Voyaging Society. Retrieved 2009-03-16.
  17. ^ Unattributed. "Hokule'a Plans". The Building of the Hokule‘a. Polynesian Voyaging Society. Retrieved 2008-08-21.
  18. ^ Kawaharada, Dennis (1993). "5. In the Northeast Tradewinds". KCCN Hawaiian Radio Cultural Vignette Series: No Nā Mamo. Polynesian Voyaging Society and KCCN Hawaiian Radio. Retrieved 2008-08-28. Kawaharada adds that the vessel can sail at just over 10 knots (10 mph; 20 km/h) knots in stronger winds and following seas.
  19. ^ Kubota, Gary (18 March 2007). "Navigators' Journey of Spirit, Skill Ends: Five Polynesians are Recognized as Select Master Wayfinders". Honolulu Star-Bulletin (in en-US). Oahu Publications, Inc. Retrieved 2008-08-06. {{cite news}}: Check date values in: |date= (help)CS1 maint: unrecognized language (link) Describes the 2007 induction of Nainoa Thompson, Milton "Shorty" Bertelmann, Bruce Blankenfeld, Chadd Kaʻonohi Paishon, and Chad Kalepa Baybayan into Pwo, 32 years after Hōkūle‘a's launching, in recognition of their mastery of Micronesian non-instrument navigation as taught by Mau Piailug. This reference adds that the Pwo ceremony had not been conducted in fifty years, whereas Pwo suggests this was the first Pwo in fifty-six years
  20. ^ Gordon, Mike (14 November 2006). "New Canoe a Tribute to Piailug". Honolulu Advertiser (in en-US). Gannett Company. Retrieved 2008-08-06. {{cite news}}: Check date values in: |date= (help)CS1 maint: unrecognized language (link) Mentions the 1969 death of the last recognized Polynesian navigator and existence of only six Micronesian non-instrument navigators due to younger seafarers' adoption of GPS and outboard motors over the rigors of learning ancestral non-instrument means of navigating sailing canoes.
  21. ^ Kapu Nā Keiki web page translates the motto into en-US as "Hold Sacred the Children," which refers to the childrens' outreach program by this name.
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Autonav year list

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2008, 2009, 2010
2011, 2012

Atny/Prev

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Archives maintenance

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I include this section because I predict my feeble mind may not retain intricacies of how I set up archiving my talk pages, which requires some maintenance.

Talk page header

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  • The User talk:Newportm page transcludes User:Newportm/Template/Talkheader to reduce clutter.
  • Talkheader calls the Archives box, which in turn calls archivelist as shown by "/archivelist:"

    {{archives |archivelist=/archivelist |auto= |index=/Archives |small=yes}}

  • The box this creates on the talk page permits navigation to archives from User talk:Newportm.
  • In order to list all archives, User talk:Newportm/archivelist requires annual maintenance of <!-- --> notations:

    {{hidden begin|header=2008}} :[[{{TALKSPACE}}:{{BASEPAGENAME}}/Archives/2008 | Jun 26–present]]<!--under 50 kb--> {{hidden end}} <!--{{hidden begin|header=2009}} :[[{{TALKSPACE}}:{{BASEPAGENAME}}/Archives/2009 | Jan 01–Dec 31]] {{hidden end}} {{hidden begin|header=2010}} :[[{{TALKSPACE}}:{{BASEPAGENAME}}/Archives/2009 | Jan 01–Dec 31]] {{hidden end}} {{hidden begin|header=2011}} :[[{{TALKSPACE}}:{{BASEPAGENAME}}/Archives/2011 | Jan 01–Dec 31]] {{hidden end}}-->

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Not included in talk page header

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  • Talkheader does not include HBC Indexerbot because the opt-in statement included in that template must be invoked from the talk page itself; it cannot be transcluded onto the talk page. Also, the Indexerbot template can take additional mask statements, one for each new archive. Then they too will be indexed and included on User talk:Newportm/Archives—the talk archives index page (linked to by the Archives box). Here is the current HBC Archive Indexerbox statement:

{{User:HBC Archive Indexerbot/OptIn |target=User talk:Newportm/Archives |mask=User talk:Newportm/Archives/2008 |leading_zeros=0 |indexhere=yes |template=User:Newportm/Template/Archive-template}}

  • In 2009, when such an archive exists, add additional mask, as in:

{{User:HBC Archive Indexerbot/OptIn |target=User talk:Newportm/Archives |mask=User talk:Newportm/Archives/2008 |mask=User talk:Newportm/Archives/2009 |leading_zeros=0 |indexhere=yes |template=User:Newportm/Template/Archive-template}}

  • That does include my archive template, which is based on Krellis'.
  • The talk page is automatically archived by User:MiszaBot III. The statement which invokes Miszabot cannot be transcluded from Talkheader. The MiszaBot template includes a chronological archive header.
  • Currently I do not have any navigation set up from my archives subpage to other archives subpages, but I think that adding mask statements to the HBC Indexerbot template on my talk page may obviate need for that. Navigation is enabled from the Indexerbot-populated User talk:Newportm/Archives page (an index of all postings) or from the Archives box on User talk:Newportm which is updated by User talk:Newportm/archivelist.
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