!"#$ %"&"'$%$&( %"&)"* +,-./+,-0 GUY WALTERS

Sailing to Win Sailing for Life La voile pour la victoire La voile pour la vie ACKNOWLEGEMENTS

 is is the seventh edition of this manual, meaning that I have been working on this project for more than twenty-€ ve years. Over those years I have been a orded much help by members of what was previously the CYA Race Management Committee in helping to polish the € nal results of each edition.  e past insights, comments and scrupulous proof reading by Carole Pearcey, Ross Cameron, Franck Pellerin and latterly Rob Williams and Peter van Muyden have contributed much to this evolving document. Most particularly, I must acknowledge the signi€ cant contribution from the late Bill Cheek for his involvement from the very € rst dra‚ in 1985; his care in vetting my work and his encouragement to help me continue. Too, I must thank Paul Ullibari, one of the very best of the best race oƒ cers, for the huge amount of his knowledge that he has passed along to me.

Over the years, the Fédération de Voile du uébec, the Federazione Italiana Vela, US Sailing and of course, what was the Canadian Yachting Association and the International Sailing Federation, have been sources of material for this manual. My participa- tion in high level events, including the 2007 Volvo Sailing ISAF World Youth Championship and the 2009 Laser Class World Championship also brought me a little closer to the cutting edge of race management.

I would be remiss if I did not acknowledge the opportunities a orded me by race committees and competitors, especially at Royal Vancouver Yacht Club and at CORK. I have participated in what are now called radio “sailing events” on a body of water not a great deal larger than an Olympic swimming pool, up to the Victoria – Maui Yacht Race, a 2300 mile o shore contest. I have participated in and orgainized match races, team races and † eet races. I have been presented with many, many di erent situations, each of which has helped me to broaden my awareness of the issues that can arise in race management. I trust that my learning is re† ected somewhat in the contents of this manual. Hopefully, some of this will be passed on to our readers, who can help to make race management in Canada the best there is, in keeping with the legacy handed down to us by Livius Sherwood and his e orts for the 1976 Olympiad.

Lastly, I wish to thank Ewing McGruer, a gru old Scot, who got me interested in race management in the € rst place and showed me the importance of doing it properly.

Guy Walters

March, 2013

‹6DLO&DQDGD ‹6DLO&DQDGD TABLE OF CONTENTS

Page

FOREWORD „ INTRODUCTION F.1 „ HISTORY, PART 1 F.1 „ HISTORY, PART 2 F.1 „ SAIL CANADA OFFICIALS PROGRAM F.2 „ SAIL CANADA CERTIFICATION F.2 „ RACE MANAGEMENT IS A VARIED CHALLENGE F.3 „ EVERY REGATTA IS TAILOR-MADE F.3 „ CHANGES IN THE SEVENTH EDITION OF THE MANUAL F.3 „ GUIDE FOR PRINCIPAL EVENTS F.4

1. BASIC GOALS AND OBJECTIVES „ INTRODUCTION 1.1 „ ABOUT THIS MANUAL 1.1 „ DUTIES OF REGATTA COMMITTEE 1.2 „ DUTIES OF RACE COMMITTEE 1.2 „ ASSISTANT RACE OFFICERS 1.2

SECTION I – REGATTA ORGANIZATION

2. REGATTA ORGANIZATION „ INTRODUCTION 2.1 „ EVENT EVALUATION 2.1 1. What? 2. When? 3. Where? 4. How? 5. Yes or No? „ ORGANIZING AUTHORITY 2.2 „ ROLE OF THE REGATTA CHAIR 2.3 „ REGATTA ORGANIZATION GUIDELINES 2.4 „ BASIC DETAILS AND INITIAL CONTACTS 2.4 „ EARLY CONTACTS 2.5 1. Local clubs 2. Class Associations 3. Deeds of Gi‚ 4. Local Authorities 5. Tourist Bureaus „ ROLE OF THE RACE OFFICER 2.5 „ ROLE OF ISAF RACE OFFICER 2.6 „ RELATIONSHIP BETWEEN RC AND JURY 2.7 1. Race Committee is Protest Committee 2. Separate Protest Committee 3. Jury Supervising the Race Committee „ COMMITTEES 2.9

i

‹6DLO&DQDGD „ BUDGET 2.10 „ NOTICE OF RACE 2.11 1. General Information 2. Event Classi€ cation „ E UIPMENT, FACILITIES AND SERVICES 2.12 „ SAILING INSTRUCTIONS 2.13 „ EMERGENCY PLAN 2.13 „ REGATTA PROGRAM 2.14 „ THE REGATTA BEGINS 2.14 „ DURING AND AFTER THE RACING 2.14 „ THE VALUE OF A SMILE 2.15

3. PLANNING—FIRST STEPS „ INTRODUCTION 3.1 „ NOTICE OF RACE 3.1 „ CLASS RULES AND DEEDS OF GIFT 3.1 „ INPUT FROM THE RACE OFFICER 3.1 1. Number of Entrants 2. Multi-Class Events 3. Schedule 4. Resources 5. Further Considerations on Race Format „ OTHER PLANNING MATTERS 3.3 „ ANSWERS TO UESTIONS 3.3 „ HOW THE NUMBER OF ENTRANTS AFFECTS THE EVENT FORMAT 3.4 1. Scenario 2. Proposed Fleet Splits 3. Issues and Concerns 4. Proposed Solution 5. What Happened 6. Conclusion

4. SAILING INSTRUCTIONS „ INTRODUCTION 4.1 „ NEED FOR SAILING INSTRUCTIONS 4.1 „ INTENT OF SAILING INSTRUCTIONS 4.1 „ STATUS OF SAILING INSTRUCTIONS 4.1 „ CONTENT OF SAILING INSTRUCTIONS 4.2 „ RRS APPENDIX L 4.2 „ RRS APPENDIX LE 4.3 „ TROPHIES AND DEEDS OF GIFT 4.3 „ SAILING INSTRUCTIONS 4.4 1. Rules 2. Notices to Competitors 3. Changes to Sailing Instructions 4. Signals Made Ashore 5. Schedule of Races 6*. Class Flags 7. Racing Areas 8.  e Courses ii

‹6DLO&DQDGD TABLE OF CONTENTS

9. Marks 10. Areas that are Obstructions 11.  e Start 12. Change of the Next Leg of the Course 13.  e Finish 14. Penalty System 15. Time Limits and Target Times 16. Protests and Requests for Redress 17. Scoring 18. Safety Regulations 19. Replacement of Crew or Equipment 20. Equipment and Measurement Checks 21. Event Advertising 22. Oƒ cial Boats 23. Support Boats 24. Trash Disposal 25. Haul-out Restrictions 26. Diving Equipment and Plastic Pools 27. Radio Communication 28. Prizes 29. Disclaimer of Liability 30. Insurance „ OTHER SAILING INSTRUCTIONS 4.20 „ MORE ON APPENDIX LE 4.21

5. COMMITTEE PERSONNEL „ INTRODUCTION 5.1 „ THE RACE OFFICER 5.1 „ ASSETS OF A GOOD RACE OFFICER 5.1 „ ORGANIZING A RACE COMMITTEE 5.1 „ PERSONAL FLOTATION DEVICES 5.2 „ ASSISTANT RACE OFFICERS 5.3 ƒ SAIL CANADA RACE OFFICER TRAINING PROGRAM ƒ ASSISTANT RACE OFFICERS

ASSISTANT RACE OFFICERS

„ SAFETY OFFICER 5.5 ƒ RESPONSIBILITY ƒ GENERAL INFORMATION 1. Outside Help 2. Hypothermia ƒ SPECIFICS 1. Preparing for the Event 2. On the Water 3. Decisions by the Safety Oƒ cer

iii

‹6DLO&DQDGD 4. E ecting a Rescue 5. Large Waves „ MARK LAYER 5.8 ƒ RESPONSIBILITY 6. High Winds 7. Turtled Boats 8. Lee Shore 9. Summary ƒ GENERAL INFORMATION ƒ SPECIFICS 1. Handling Marks 2. Setting Marks 3. Setting the Windward Mark 4. Setting the Gybe Mark 5.  e Leeward Mark and Starting Line 6. Setting the Finishing Line 7. A‚ er the Course is Set 8. Change of Course 9. Other Tasks for the Mark Layer „ RECORDER 5.12 ƒ RESPONSIBILITY ƒ GENERAL INFORMATION ƒ SPECIFICS 1. Recorder’s Duties Ashore 2. Check-in 3. At the Start 4. At the Finish ƒ SCRIBE – a “Super Recorder” „ TIMER 5.14 ƒ RESPONSIBILITY ƒ GENERAL INFORMATION ƒ SPECIFICS 1. Ashore 2. On the Water 3. Postponements 4. Recalls 5. Late Starters 6.  e Finish 7. Protest Time „ FLAG OFFICER 5.16 ƒ RESPONSIBILITY ƒ SPECIFICS 1. Preparation 2. Ashore 3. On the Water 4.  e Start 5. Following the Start 6. During the Race „ SOUND SIGNALS OFFICER 5.18 iv

‹6DLO&DQDGD TABLE OF CONTENTS

ƒ RESPONSIBILITY ƒ GENERAL INFORMATION ƒ SPECIFICS 1. Ashore 2. On the Water „ LINE JUDGE 5.20 ƒ RESPONSIBILITY ƒ GENERAL INFORMATION ƒ SPECIFICS 1. Recalls 2. Pre-start Conditions 3.  e Line Judge’s Tasks

6. E UIPMENT „ INTRODUCTION 6.1 „ BOATS 6.1 1. RC Signals Boat—Starting Line 2. Finishing Line Boat 3. Mark Set Boat 4. Line Judge Boat 5. Safety Boats 6. Stake Boats 7. Jury Boats „ SET MARKS 6.2 „ FIXED MARKS 6.3 „ VISUAL SIGNALS 6.3 „ DISPLAYING SIGNALS 6.3 „ SOUND SIGNALS 6.3 „ RADIOS 6.4 „ OTHER E UIPMENT 6.4

SECTION II – RACE MANAGEMENT

7. LAYING MARKS „ INTRODUCTION 7.1 „ PART 1 – CHOOSING THE COURSE 7.1 „ COMPONENTS OF A SAILING RACE 7.1 „ COURSE SELECTION 7.2 „ CLOSED COURSE OPTIONS 7.2 1. Triangular Courses 2. Windward-Leeward Courses 3. Other Courses 4. Choosing Between Optional Courses 5. Marks to Port v. Marks to Starboard 6. Location of Starting and Finishing Lines 7. Figure 7.01 v. Figure 7.02 8.  e Trapezoid Course 9. Fixed Marks

v

‹6DLO&DQDGD „ PART II - COURSE CALCULATIONS 7.11 „ CALCULATION OF COURSE LENGTH 7.11 „ CONFIGURATIONS OF TRAPEZOIDS 7.14 „ TARGET TIMES 7.14 „ COURSE LENGTHS WITH FIXED MARKS 7.15 „ ANGLES AND BEARINGS 7.16 1. Right Isosceles Triangle 2. Equilateral Triangle 3. Scalene Triangle (for high performance boats) „ SETTING A FAIR COURSE 7.19 „ LOCATION OF THE COURSE 7.19 „ LAYING THE STARTING LINE 7.19 „ PART III – LAYING MARKS 7.19 „ MORE ON THE STARTING LINE 7.20 „ LAYING THE WINDWARD MARK 7.21 1. Geographical Wind Shear 2. Oscillating Wind 3. Current on the Course 4. Laying the Windward Mark „ LAYING THE GYBE MARK 7.25 „ LAYING THE FINISHING LINE 7.25 „ A SPECIAL WINDWARD MARK 7.25 „ GATE MARKS 7.26 „ S/F LINES BEYOND THE COURSE 7.27 „ MARK BEARING CORRECTIONS 7.28 „ DELAYING MARK SETTING 7.28

8. THE START „ INTRODUCTION 8.1 „ GETTING STARTED 8.1 „ PREPARING THE RACE COMMITTEE 8.1 „ ON THE WATER 8.1 „ SETTING THE COURSE 8.2 „ DECISIONS AT THE START 8.2 „ POSTPONEMENTS 8.2 1. Postponement Due to Wind Conditions 2. Postponement Due to Timing Error 3. Postponement for Other Reasons „ POSTPONEMENT SIGNALS 8.3 1. AP 2. AP Over Numeral Pennants 3. AP Over H 4. AP Over A „ ENDING A POSTPONEMENT 8.4 „ FOLLOWING A POSTPONEMENT 8.4 1. Further Postponement 2. Starting the Race „ ADJUSTING THE STARTING LINE 8.4 „ A NORMAL STARTING SE UENCE 8.5 vi

‹6DLO&DQDGD TABLE OF CONTENTS

„ MATCH RACING STARTS 8.7 „ US SAILING SOUND SIGNAL STARTING SYSTEM 8.8 „ OTHER SIGNALS 8.8 1. Flag L 2. Flag O and † ag R 5. Other Signals

9. STARTING PROBLEMS AND SOLUTIONS „ INTRODUCTION 9.1 „ THE CAUSE OF RECALLS 9.1 „ PREVENTING RECALLS 9.2 „ RECALLS 9.2 1. When to call OCS 2. Individual v. General Recall 3. Individual Recalls 4. General Recalls 5. Following a General Recall „ RULE 30 STARTING PENALTIES 9.5 „ RRS 30.1 – I FLAG RULE 9.5 „ RRS 30.2 – Z FLAG RULE 9.5 „ RRS 30.3 – BLACK FLAG RULE 9.6 „ WHICH RULE TO USE? 9.6 „ NEW ATTITUDES 9.7

10. ABANDONMENT AFTER THE START „ INTRODUCTION 10.1 „ ABANDONMENT 10.1 „ WHEN TO SIGNAL ABANDONMENT 10.1 „ WHICH SIGNAL TO USE 10.2 1. Flag N 2. N over H 3. N over A „ FOLLOWING AN ABANDONMENT 10.3 1. Following N 2. Following N over H 3. Following N over A

11. PRESERVATION OF COURSE CONFIGURATION „ INTRODUCTION 11.1 „ WHEN THE COURSE GOES WRONG 11.2 „ CHANGING THE COURSE WHILE RACING 11.3 „ RULE 42—ON/OFF 11.4 „ REPLACEMENT MARK 11.4 „ SHORTENING COURSE 11.5 „ PREPARING FOR THE FINISH 11.5

12. RESCUE, SPECTATOR AND JURY BOATS „ INTRODUCTION 12.1 „ BOATS 12.1

vii

‹6DLO&DQDGD „ COACH BOAT CONTROL 12.1 „ SPECTATOR CONTROL 12.1 „ ISAF COACH BOAT REGULATIONS 12.3

13. THE PRACTICE RACE AND BEFORE „ INTRODUCTION 13.1 „ FAMILIARIZATION 13.1 „ THE PRACTICE RACE 13.1

14. MEETING OF COMPETITORS „ INTRODUCTION 14.1 „ THE “SKIPPERS” MEETING 14.1 „ AGENDA 14.1 „ INTERPRETING SAILING INSTRUCTIONS 14.1 „ IMPORTANCE OF THE MEETING 14.1 „ NOTICE BOARDS 14.2 1. Oƒ cial Notice Board 2. Unoƒ cial Notice Board 15. IMPORTANT LIAISONS „ INTRODUCTION 15.1 „ INFORMATION AND FEEDBACK 15.1

16. RECORDS „ INTRODUCTION 16.1 „ RECORD KEEPING 16.1 „ RECORDING BEFORE THE START 16.1 „ RECORDING AT THE START 16.1 „ RECORDING DURING THE RACE 16.2 „ RECORDING AT THE FINISH 16.2 „ RESULTS 16.2 „ LEGIBILITY AND ACCURACY 16.3 „ POSTING RESULTS 16.3 „ SCORING MATTERS 16.3 1. Low Point Scoring System 3. RDG „ SAIL NUMBERS 16.4

17. PRESSURES ON THE RACE OFFICER „ INTRODUCTION 17.1 „ THE COMMITTEE BOAT 17.1 „ RACE SCHEDULING 17.1 „ ASHORE 17.1 „ GETTING READY FOR TOMORROW 17.2 „ AFTER THE LAST RACE 17.2 1. Equipment 2. Personnel 3. Reports

viii

‹6DLO&DQDGD TABLE OF CONTENTS

APPENDICES

APPENDIX 1 – GUIDE FOR PRINCIPAL EVENTS „ INTRODUCTION A1.1 „ REGATTA ORGANISATON: A PLANNING CHECKLIST A1.1 „ GUIDE FOR RACE OFFICERS A1.3 ƒ Basic Goals and Objectives ƒ Planning – First Steps ƒ Sailing Instructions ƒ Committee Personnel ƒ Equipment ƒ Laying Marks ƒ  e Start ƒ Starting Problems and Solutions ƒ Abandonment A‚ er the Start ƒ Preservation of Course Con€ guration ƒ Rescue, Spectator Control and Jury Boats ƒ Preparation:  e Practice Race and Before ƒ Meeting of Competitors ƒ Important Liaisons ƒ Records ƒ Pressures on the Race Oƒ cer APPENDIX 2 – SIGNALS IN RACING RULES „ INTRODUCTION A2.1 „ LOCATIONS OF REFERENCES A2.1 „ ARRANGEMENT OF HALYARDS AND SIGNALS A2.5

APPENDIX 3 – STARTING SE UENCE IN DETAIL „ SAFETY OFFICER A4.1 1. Duties 2. Equipment 3. References

APPENDIX 4 – ASSISTANT RACE OFFICER CHECK LISTS „ MARK LAYER A4.2 1. Duties 2. Equipment 3. References „ RECORDER A4.3 1. Duties 2. Equipment 3. References „ TIMER A4.4 1. Duties 2. Equipment 3. References

ix

‹6DLO&DQDGD „ FLAG OFFICER A4.5 1. Duties 2. Equipment 3. References „ SOUND SIGNALS OFFICER A4.6 1. Duties 2. Equipment 3. References „ LINE JUDGE A4.7 1. Duties 2. Equipment 3. References

APPENDIX 5 – MARK BEARINGS AND ADJUSTMENTS „ MARK BEARINGS A5.1 „ MARK BEARING CORRECTIONS A5.2 ƒ RIGHT ISOSCELES TRIANGLE ƒ MARK BEARINGS FOR RIGHT ISOSCELES TRIANGLE ƒ E UILATERAL TRIANGLE ƒ MARK BEARINGS FOR E UILATERAL TRIANGLE „ SCALENE TRIANGLE – 70°/80°/30° A5.5 ƒ MARK BEARINGS FOR 70°/80°/30° SCALENE TRIANGLE ƒ 60° TRAPEZOID ƒ MARK BEARINGS FOR 60° TRAPEZOID ƒ 70° TRAPEZOID ƒ MARK BEARINGS FOR 70° TRAPEZOID „ RELOCATING MARKS A5.8

APPENDIX 6 – USING GPS „ INTRODUCTION A6.1 „ USE OF GPS A6.1

APPENDIX 7 – STARTING PENALTY RULES „ INTRODUCTION A7.1 „ HISTORY A7.1 „ THE 1997–00 RULES A7.3 „ PROGRESSIVE PENALTIES A7.4 „ IMPACT ON THE RACE COMMITTEE A7.4 „ CONCLUSIONS A7.6

APPENDIX 8 – ALTERNATE RACING FORMATS „ RRS Appendix B – WINDSURFING COMPETITION RULES A8.1 „ RRS Appendix C – MATCH RACING RULES A8.1 „ MATCH RACING PAIRINGS LISTS A8.2 „ RRS Appendix D – TEAM RACING RULES A8.3 „ RRS Appendix E – RADIO SAILING RACING RULES A8.4 „ RRS Appendix F – KITEBOARD RACING RULES A8.4

APPENDIX 9 – GATE STARTS „ INTRODUCTION A9.1 x

‹6DLO&DQDGD TABLE OF CONTENTS

ƒ Four Boat Gate Start ƒ  ree Boat Gate Start ƒ Two Boat Gate Start ƒ One Boat Gate Start ƒ 1. De€ nitions ƒ 2. Signals for Starting ƒ 3. Path€ nder ƒ 4. Competitors ƒ 5. Boats Finishing ƒ 6. Boats not Finishing

APPENDIX 10 – HANDICAPPING, SCORING AND RESULTS „ INTRODUCTION A10.1 „ ONE-DESIGN MEASUREMENT RULES A10.1 „ RATING AND HANDICAPPING A10.2 1. General 2. IOR, IMS and ORC 3. Performance Handicap Racing Fleet „ TIME ALLOWANCES A10.4 „ SCORING SYSTEMS A10.5 „ TIES A10.5 „ RESULTS A10.5

APPENDIX 11 – FORMS „ FORMS A11.1 ƒ Wind and Current Graph ƒ Check-in Sheet ƒ Combined Starting/Finishing Record ƒ Mark Rounding Record ƒ One-Design Race Results ƒ Handicap Race Results ƒ Regatta Results ƒ RC Signal Boat Summary ƒ Inquiry Form ƒ Scoring Changes ƒ Protest/Request for Redress Form

xi

‹6DLO&DQDGD FOREWORD FOREWORD

HISTORY, PART 2

With the selection of Canada to host the 1976 Olympiad, funding became available for O cials Development from Sport Canada for the National Sport Governing Bodies, and similarly from the Provincial Government Sport sources. CYA relocated to Ottawa. About the same time USYRU succeeded NAYRU. USYRU issued its " rst Race Management Manual in 1975 and one of the authors was Canada’s Lynn Watters.

INTRODUCTION  e Olympic Games were hosted in Germany in 1972, with the sailing events staged at Kiel under the direction of Otto  is manual supports the Sail Canada [previously Canadian Schlenska, Kommodore of the Kiel Yacht Club, setting an Yachting Association (CYA)] program for race management extremely high standard of race management. Livius Sherwood training. It is a consolidation of the experience of members of had by this time been named Director of Yachting for the 1976 the Sail Canada Race Management Committee and as such, Olympiad and was present at Kiel as an observer. Upon his re€ ects conditions and practises across the country. We touch return, preparations for the 1976 Games entered a concentrated upon most aspects of regatta organisation and race manage- training phase.  ree separate race courses were planned, each ment and hope that this document will prove to be a standard with its own committee.  ese committees were permitted to resource and reference for all those wishing to serve as race operate independent of each other, within the Olympic guide- o cials, in any capacity, anywhere in Canada. lines, the Yacht Racing Rules and the Sailing Instructions. During the three years prior to the Games, each committee practiced hard until it reached excellence in performance.  e challenge to the teams was “Uncompromising Perfection”. HISTORY, PART 1  ose who failed to achieve were dropped and replaced.

A bit of background is in order. In 1897 the North American  e yachting events of the 1976 Olympiad were exceptional Yacht Racing Union (NAYRU) was formed as a joint Canada/ and a standard of performance was achieved that was second to US program to promote sailboat racing in our countries. In none. A large number of highly motivated, well trained o cials 1907 the International Yacht Racing Union (IYRU) was insti- was one of the legacies that sailors gained from the Games. tuted in Britain to promote sailboat racing in Europe.  e Olympic Harbour was another and it was natural that Kingston should become the venue for the week-long CYA In 1931, Canada partially separated from NAYRU and formed Regatta Management Seminars that were conducted from 1977 the Canadian Yachting Association (CYA). In 1961, a joint through 1981. e! ort of NAYRU and IYRU culminated in the " rst univer- sal set of racing rules, the International Yacht Racing Rules  ese seminars took two knowledgeable candidates from each (IYRR), issued under the ægis of IYRU. On a quadrennial province, on the understanding that they would return home to basis, revisions to the racing rules were issued. In 1997 IYRU train others by conducting local seminars.  ese seminars were renamed itself to become the International Sailing Federation always well attended. In addition, race management seminars (ISAF). From that date the racing rules have been known as were a popular feature of a number of CYA and PSA annual Racing Rules of Sailing (RRS). meetings during the same period.

Further, a# er the partial departure of Canada from NAYRU, In 1977, at the CYA AGM in Ban! , a strong lobby pressed that organization morphed itself in 1975 into the USYRU and for the development of a certi" cation program to recognize then, in 1991 into US Sailing. Most recently, in late 2012, the those who were being trained. Up to that time all the attendees Canadian Yachting Association is known as Sail Canada.In received was a Certi" cate of Attendance. In 1982 the CYA this document, references will be made to the various organi- Operations Plan was adopted at the AGM in Saskatoon— zations by the names they were known at the time referenced. included was the O cials Development Committee, not fully de" ned, but there in name to receive Sport Canada funding.

Page F.1

‹6DLO&DQDGD One of the criteria for funding was a program speci" cally Sail Canda hopes that all race o cers will participate in the designed to train both Race O cers and Judges, supported program, extending the legacy of the 1976 Olympiad, bringing by documented records each year of the number of o cials assistance to each other and to future volunteers. developed at each level in the two disciplines. It was from this initiative that the Race Management Training Program was To strengthen the implementation of the O cials Program, developed, based on four levels of demonstrated competence Sail Canada now requires that for any Sail Canada sanctioned and experience. Included in the RMT program was the devel- regatta, the Race O cer or Principal Race O cer must be opment of formalized course content and a program to train certi" ed by Sail Canada at the third or fourth level. the trainers—the Course Conductors program.

During this period the O cials Development team of the Fédération de Voile du uébec was busy preparing a series SAIL CANADA CERTIFICATION of Race Management pamphlets and in 1989 the CYA Race Management Committee completed and published the o cial For those participating in a program of formal certi" cation, CYA Race Management Manual. four levels of race management skills are de" ned by Sail Canada.  e names of the four levels were changed a few years ago to make them more descriptive and more closely aligned with the names used in the Judging Program.  e four levels are: SAIL CANADA OFFICIALS PROGRAM „ Assistant Race Officer (ARO); „ Club Race Officer (CRO); From the 1982 Saskatoon meeting, the CYA O cials Develop- „ National Race Officer (NRO); and ment Committee was organized, to develop and standardize „ Senior National Race Officer (SNRO). o ciating across Canada.  is was to be in two areas, involving protest committees and race management committees. Assistant Race O cers are those o cials whose duties are to provide on-the-water support for the Race O cer (or Race A protest committee includes several judges who resolve alleged Committee Chair), referred to herea# er as “RO”. A Club Race infringements of the racing rules by conducting hearings O cer is the RO, the o cial who directs activities on the race and making decisions based on evidence given by all parties course for club or inter-club events.  is certi" cation will be involved. Sail Canada now has an active judge training and cer- awarded to those who have had two years experience as Assis- ti" cation program based on progressive levels of judging skill. tant Race O cers, can demonstrate knowledge of at least the theoretical aspects of mark laying and have successfully com- A race management training program was then established, pleted a clinic, including: with the " rst steps taken in 1986. A four level Race Manage- „ theoretical aspects of regatta organization; ment O cers Training Program was de" ned and a manual „ theoretical aspects of race committee organization; was dra# ed, addressed to training race o cers to serve at the and " rst level.  is present manual, which includes the material „ practical demonstration of the duties of the RO. from the original, outlines in varying detail all the information required to organize and run a regatta.  e Club Race O cer has demonstrated the ability to direct regattas or local races such as club, open, interclub and regional As stated above, the aim of the Sail Canada O cials Program, regattas. For those wishing to continue in the program, certi- of which this manual is part, is to codify a set of standards " cation as a National Race O cer or a Senior National Race drawn from the best experience and skills of those currently O cer is available to those with higher levels and broader managing sailing races everywhere in Canada. With these stan- ranges of experience. An NRO is quali" ed to run regattas such dards, volunteers will be able to achieve competence quickly, as provincial championships, district championships or large e! ectively and consistently.  e quality of regattas run under multiclass regattas. An SNRO has the skills and experience to Sail Canada auspices will bene" t from standard practices and run national or international regattas. Certi" cation at these a recognized body of o cials. Race o cers will conduct races levels is through demonstrated “on the water” ability, sucessful in a common fashion and what is most important, competitors completion of the NRO/SNRO Seminar (introduced in 2008) will come to know and receive high and consistent standards and the positive results of a peer group review. of performance from race committees.

Page F.2

‹6DLO&DQDGD FOREWORD

Race management at higher levels becomes entwined with the in its country. Finally, the organizers of each event publish activities of protest committees or juries. In recognition of this notices of race and sailing instructions that de" ne the char- fact, it is a requirement that those seeking certi" cation at the acteristics of a particular regatta.  e race committee must NRO or SNRO level be involved with the Sail Canada Judges conduct the event as described in that race documentation. program and be certi" ed at a minimum level of Club Judge.

For Assistant Race O cers and Club Race O cers certi" - cation is in the hands of the Provincial Sailing Associations. CHANGES IN THE SEVENTH EDI- Training programs are organized and administered at the Pro- TION OF THE MANUAL vincial level, albeit frequently with assistance of National level resources. Sail Canada certi" cation is a! orded to the two senior levels, National Race O cer and Senior National Race O cer.  is is the seventh edition of the Sail Canada Race Manage- ment Manual. Each edition has been brought out in conjunc- For more information on the Race Management levels, includ- tion with the quadrennial revisions to the racing rules, which ing training, experience and the certi" cation process, visit the occur in the spring following a Summer Olympic Games. Sail Canada website www.sailing.ca.  e changes in the 1997–00 edition of the CYA Race Man- For those who are deeply committed to advancing and exercis- agement Manual re€ ected a great number of changes in the ing their skills in race management there is one further level racing rules. Some of these changes were seemingly super" cial to which they can aspire – to become an International Race and some quite signi" cant. Among the former was that the O cer. Certi" cation at this level is administered by the Inter- word “yacht” was expunged, to be replaced by the less charged national Sailing Federation (ISAF) and at present there are term “boat”.  e international authority was no longer the about 200 IROs, representing forty countries. Seven of these “International Yacht Racing Union” (IYRU), but had become are Canadian. Parallel certi" cation exists for judges, umpires the “International Sailing Federation” (ISAF).  e racing and measurers. rules were no longer the “International Yacht Racing Rules” (IYRR)—they became the “Racing Rules of Sailing” (RRS). From that much-changed edition of the rules, the current edition is the fourth descendent.  us, our reference document RACE MANAGEMENT IS A VARIED is now the “Racing Rules of Sailing (Including Sail Canada CHALLENGE Prescriptions)” for 2012–16. In the four years following the 1992 Summer Olympic Games, Sailboat racing includes so many types of events and such the then IYRU undertook to seriously review the rules as they varied ones that it may seem that there is no similarity between were, especially the right-of-way rules, with the objective of them. Racing boats range through sailboards, dinghies, cata- simplifying them. In the course of that e! ort the entire rule marans, racer/cruisers to ocean racers – even radio controlled book was reviewed, revised and restructured. Little of the model boats. Events may be sailing school Optimist races, 1993–96 edition of the rules remained untouched from the club midweek series, national class championships, Olympic previous version. Both racing sailors and race committee per- contests or round-the-world tests of endurance. A thoughtful sonnel needed to study the new rules and to comprehend the o cial does not lose sight of how widely variable this avoca- revisions that occurred. tion can be.  e change continues. For most of us, competitors and race o cers alike, the biggest change was the " nalizing of the con- solidation of two starting systems into one in 2001. An adjunct EVERY REGATTA IS TAILOR-MADE to the 1993–96 rules o! ered an experimental starting system. In the 1997–00 rules, the experiment had become an estab-  e International Sailing Federation governs yacht racing, pri- lished alternate. In the 2001– 04 rules, the established alter- marily by means of the Racing Rules of Sailing.  e national nate, with some modi" cations, became the standard system for authority of each member country, Sail Canada in our case, starting races. Another major change with the 2001—04 rules further prescribes how some details of the racing rules are used was that what were three categories of permitted advertising

Page F.3

‹6DLO&DQDGD became consolidated into two.  e advertising regulation, as This guide is intended for the race offi cer who has had of 2012, has undergone another signi" cant shi# , such that previous race commi" ee experience and is therefore familiar there are no longer categories, but systems, for advertising. with basic race management procedures. It contains sug- ISAF created a new document, the Equipment Rules of Sailing, gestions and advice for the conduct of the racing at any principally addressing measurement issues, that can now be principal event, when unusual problems may be caused by incorporated into the rules by reference, and which have in the importance of the event or size of fl eet, and when the fact been so incorporated by Sail Canada, by means of the expectations of competitors and other rega" a partici- prescription to RRS 64.3. pants require race commi" ee work of the highest standard.

Another change in the previous edition follows the publication  is manual; the organization, the people and the potential of the ISAF Race Management Manual (which is available for problems, is directed towards a hypothetical major regatta in download from the ISAF website). Consistent with the intent which many issues raised in the Guide for Principal Events of standardizing race management techniques across Canada, might need consideration. It is recognized that many race it is our intent that Canadian practice be in conformance o cers will never be concerned with such an event. Of course, with international standards. To that end, some information it would not happen that someone’s " rst experience as Race and some ways of describing or illustrating material has been O cer would be at a major regatta.  e route to one’s initiation reworked to increase the parallelism between the Sail Canada as Race O cer will be as chairperson of a summer evening or and ISAF documents. If one compares the two, it will be seen weekend event a# er having helped other ROs for some time. that this manual contains much more information than the ISAF one, but the basic information is the same in both. Further on the subject of hypothetical and real situations, the manual includes a lengthy discussion on the important matter Introduced into the 1985–88 edition were two appendices, of setting marks. While it is recognized that races are o# en Sailing Instructions Guide and Guide for Principal Events.  e sailed around " xed marks and that many race o cers will never " rst of these survives in the current rule book as Appendix have to set a mark, the considerations relating to setting marks L, but the second has disappeared because it was not directly are relevant to choosing which of a set of " xed marks to use to pertinent to the rules. Rather, it had an advisory status only, lay out a course. albeit a very valued one. ! e Guide for Principal Events was very well and succinctly written and was used as the matrix upon  e Wednesday Evening Series for cruising class boats with no which this manual was constructed. € ying headsails may not be the 49er Class World Champion- ship, but the proper procedures for running a race are the same Despite the fact that this appendix is no longer a part of the as far as the race committee is concerned. To each competitor rule book, its relevance has not decreased and this edition of in any race, it is important that the sailing instructions are clear the manual continues to be structured in accordance with the and the starting line is square.  e information in this manual order of thoughts presented in that appendix.  e seventeen can be compared with the reality of one’s own situation and chapters of this manual accord with seventeen articles in the the people and equipment scaled to suit; only consideration appendix and each chapter herein opens with a quotation from and care need remain constant. the appendix. In its last iteration, in the 1993–96 edition of IYRR, the appendix was numbered C3. It is included, in its It is important for you, as a race o cer in whatever capacity entirety, as Appendix 1 Guide for Principal Events. Minor altera- you may be serving, to know that you have done your best. A tions have been made as necessary to accommodate references well-run regatta will earn you the respect and appreciation of to current RRS rule or appendix numbers, etc. competitors. Knowing the job was well done will give you and your committee the satisfaction that is its own reward.

GUIDE FOR PRINCIPAL EVENTS

 e Guide for Principal Events included a section headed Guide for Race O" cers. One objective of this manual is to expand and explain that guide and other relevant parts of the rule book.  e opening paragraph of the Guide for Race O" cers reads:

Page F.4

‹6DLO&DQDGD BASIC GOALS AND OBJECTIVES

Part 4 Other Requirements When Racing Part 5 Protests, Redress, Hearings, Misconduct and Appeals Part 6 Entry and #uali! cation Part 7 Race Organisation

Although an experienced race o cer will have a comprehensive understanding of all the contents of the rule book, the most important elements relating to race management are Parts 3, 6 and 7 and Appendices J, K and L. All the information in this manual is of some relevance. For Assistant Race O cers, the focus of attention can be restricted to RRS Race Signals (pages INTRODUCTION 204 and 205 of the Sail Canada edition of RRS 2013–16), parts of RRS 26 through 35, parts of Appendix A and Chapters 5  e basic goal of the Sail Canada Race Management Program and 6 and Appendices 2, 3, 4, 5 and 6 of this manual. is to produce a uniformly high standard of race management across Canada.  e objective of this manual and the associated  roughout this manual, references to speci! c rules are given instructional courses o€ ered by yacht clubs, Provincial Sailing in the form “RRS 64.3(a)” and references to RRS appendices Associations and Sail Canada is to build a cadre of skilled race in the form “RRS B4.3”. References to the contents of this o cers who can meet the goals of Sail Canada. manual are typically in the form “Chapter 7 Laying Marks” or “Appendix 7 Starting Penalty Rules”. A secondary goal of the program is to align its teachings with those of ISAF, in order that Canadian sailors moving onto A reading of IYRR C3 Guide for Principal Events (refer to the world stage, or sailors from elsewhere coming to Canada, Appendix 1 of this manual) shows that it has of two parts: can expect and experience race management procedures and „ Regatta Organisation: A Planning Checklist; and standards similar to that in other locations. „ Guide for Race Officers.

 is format re$ ects the reality of any regatta. Regardless of the number of people on the regatta committee or the number of ABOUT THIS MANUAL competitors, the event has two components that can be labeled “shore-side” and “water-side” or “organisational” and “opera-  e touchstone for all race management procedures is the tional”. Racing Rules of Sailing and a series of appendices to those rules. A new edition of the racing rules is issued every four years,  e prime focus of this manual is on the Race O cer and the in the spring following a Summer Olympiad. Rarely, there are matters with which he/she must be concerned. However, the revisions issued during the life of a given edition of the rules. organisational duties of the Regatta Chairperson’s committee and the operational duties of the Assistant Race O cers are  e Racing Rules of Sailing (RRS) are currently divided into also addressed. Section I focuses on regatta organisation and seven parts, augmented in the 2013–16 edition by ! " een Section II on race management.  e roles of Assistant Race lettered appendices. As the introduction to the current edition O cers are described in Chapter 5 Committee Personnel. Two of RRS states, Parts 1–7 contain rules that a€ ect all competi- other major components of this manual address regatta organi- tors.  e appendices “…provide details of rules, rules that apply sation in Chapter 2 Regatta Organisation and dra" ing of sailing to particular kinds of racing and rules that a€ ect only small instructions in Chapter 4 Sailing Instructions. numbers of competitors or o cials”.  e arrangement into seven parts was a signi! cant change in the 1997–00 edition Notwithstanding the importance of the regatta chairperson of the rules.  e seven parts include: and his/her committee and the protest committee or jury, the ultimate success of most events depends on the performance of Part 1 Fundamental Rules the Race O cer and the expertise with which the Race Com- Part 2 When Boats Meet mittee carries out its duties. Participation in the Sail Canada Part 3 Conduct of a Race Race Management Program will help race o cers to elevate that expertise.

Page 1.1

‹6DLO&DQDGD DUTIES OF REGATTA COMMITTEE 2. Class rules that govern the event (e.g., those that specify the number of races, course confi guration and  e duties of a regatta committee are many. To begin, it makes course length), and any other conditions that may be the crucial decision as to whether or not the proposed venue, applicable, should be recognized and applied. available personnel and resources, etc. are su cient to even 3. The quality of the race commi ee and its equipment consider staging a regatta. If the answer to this is positive, the should be as high as possible. regatta committee initiates an event, makes all the necessary preparations and ensures that all the tasks supporting the actual These objectives can be met through careful planning, prepa- running of the event are carried out smoothly and as e€ ectively ration, and practise before the event. as possible. Section I of this manual touches on the many activi- ties with which a regatta committee might concern itself, with Chapter 4 Sailing Instructions, Chapter 5 Committee Person- a focus on how the RO will involve himself in these activities. nel and Chapter 6 Equipment of this manual expand upon the three points stressed above.

DUTIES OF RACE COMMITTEE ASSISTANT RACE OFFICERS  e Race O cer must ensure that the race management pro- cedures stipulated in RRS are carried out. Section II of this Within the body of this manual there are two sections that are manual focuses on preparation for the regatta from the per- of particular interest to those newly involved in race manage- spective of the RO and the options and situations that arise ment. Chapter 5 Committee Personnel is largely devoted to on the water, with the attendant decisions that are the RO’s discussion of the tasks of the: responsibility. Duties of Assistant Race O cers are included „ Safety Officer, in Section II. „ Mark Layer, „ Recorder, From the Guide for Race O" cers: „ Timer, The goal of the race commi ee for a principal event is to „ Flag Officer, provide the best possible racing, as measured by accepted „ Sound Signals Officer and standards of yacht racing in general, and by the require- „ Line Judge. ments of the class or other body that sets the conditions of the event. Accordingly, certain objectives become clear: Appendix 4 Assistant Race O" cer Check Lists expands on the 1. The racing rules that aff ect the conduct of the racing discussion in Chapter 5 and continues to reference particular ([Parts 3 and 7] in particular) should be closely racing rules and particular passages in the manual that are of adhered to, and altered only when the need is clear. import to each Assistant Race O cer (ARO).

Page 1.2

‹6DLO&DQDGD SECTION 1 REGATTA! ORGANISATION "

Chapter 2 – Regatta Organisation Chapter 3 – Planning—First Steps Chapter 4 – Sailing Instructions Chapter 5 – Committee Personnel Assistant Race Offi cers Chapter 6 – Equipment

‹6DLO&DQDGD REGATTA ORGANIZATION

„ is the event for one class or for two classes or ten classes; „ is the event a local club regatta or is it a world cham- pionship, or something in between; „ is the event to be fleet racing, flight racing, match racing, team racing or radio controlled racing; and „ how many boats and/or competitors are expected?

2. When? INTRODUCTION Included in “When” is obviously the time of year. However, this piece of information needs ampli€ cation:  e matter to be discussed in this chapter is regatta organiza- „ how many days need to be set aside for the event, tion. Immediately, we are faced with a ‘chicken and egg’ situa- including practice days, lay days, etc.; tion. Which comes € rst; the regatta or the organization? „ how does the tide cycle agree with the event dates; „ are there any conflicts with other events for classes If Sail Canada or a club or class association is invited to host an being considered for participation; and event, the invitee is likely to try to learn something about the „ are there any conflicts with other events, sailing or proposed event before agreeing to look a er it. If Sail Canada otherwise, that may interfere with the regatta? or a club or class association wants to host an event, it will likely have some idea of what the requirements of the event might be and a comfort that the resources are, or can be, available to 3. Where? make the event a reality. “Where” likely includes the host’s facility. More broadly: „ does the event want to take place from docks, from Early in the planning process, one important topic that will a beach, from either, or from both; need to be evaluated is the scope of the regatta. Somebody, or „ are bottom conditions suitable for locating all the some group will need to make this evaluation, with the object race areas envisioned; of determining whether or not it is possible or feasible to host „ are conditions on the surface suitable, free of traffic the event. Some kernel of an organizing committee will have or anchored vessels; and been struck to undertake this task „ are there adequate ancillary facilities nearby for such things as; ƒ parking trailers, ƒ plugging in camper vans or RVs, or EVENT EVALUATION ƒ other accommodation—hotels or billets.

Four questions can be asked to frame the context for evaluating a proposed event: 4. How? Having identi€ ed the parameters buried in the € rst three „ WHAT is the event; questions, the remaining question is “How”? To answer this „ WHEN is the event; question, it must be possible to answer: „ WHERE is the event; „ ‘Yes, we know what the regatta is going to look like „ HOW is the event to be organized? and yes, we can accommodate it’; „ ‘Yes, we know how many days the regatta will consume; we know how many volunteer days we have 1. What? to provide and yes, environmental or other issues are Included in “What” is consideration of several basic options addressable’; and that could have signi€ cant impact on organizational issues, For „ ‘Yes, we can meet all site requirements’. example, the following need to be determined:

Page 2.1

‹6DLO&DQDGD 5. Yes or No? THE REGATTA CHAIR All of the preceding brings the would be event organizers to the position of electing or declining to take on a given regatta. If  e person who accepts the task and the responsibility for the decision is “No”, this manual can be closed. Let us assume, being or representing the organizing authority is the regatta however, that the decision is “Yes”, in which case there is much chairperson, whether carrying that title or not.  e complex- relevant reading ahead. ity of organization necessary will be determined by the size of the regatta.

An invitational race between two adjacent summer camps ORGANIZING AUTHORITY would probably be arranged by the sailing director of the host camp. However, an event such as a national class championship When a committee is established to organize and run a regatta, would have responsibilities spread over a number of committee this committee assumes certain authority and attendant chairs, each responsible for a component of the event and for responsibility. Right from the top, RRS 89.1 states “Races shall a group of volunteers. be organized by an organizing authority...”. ISAF requires, rec- ognizes and approves that whomever organizes a racing event Lest a would-be regatta chairperson thinks that the organiza- is an authority. ‘Authority’ is a double-edged sword in that it tion of a large regatta would not be onerous, it is only fair to imputes both power and responsibility. state that a principal event is a major a air.

RRS 89, which is entitled Organizing Authority; Notice of Race: One particular event stands out in the author’s mind to illus- Appointment of Race O" cials sets out, in rule 89.1, a hierarchy trate this point. When Royal Vancouver Yacht Club hosted of acceptable ‘organizing authorities’, in descending order: the IYRU Women’s World Championship in 1986, there were „ the ISAF; eighty-€ ve competitors from €  een nations.  ey sailed three „ a member national authority of the ISAF [which di erent classes on three courses. For this event to be run suc- in our case means Sail Canada, a ‘member national cessfully, eighty-€ ve people contributed time; one volunteer per authority’ (MNA) of ISAF]; competitor. „ an affiliated club; „ an affiliated organization other than a club and, Canada’s largest regatta, CORK, has been attended by as if so prescribed by the national authority, with the many as one thousand competing boats and many more sailors, approval of the national authority or in conjunction sailing from three di erent sites. In 2007 there were four " eets with an affiliated club; of Laser Radials, two " eets of Lasers, Laser 4.7s, Bytes, Byte „ an unaffiliated class association, either with the CIIs, 420s, Laser 2s, and two " eets of 29ers—464 boats and approval of the national authority or in conjunction 581 athletes.  at was in the € rst week of the main event!  ere with an affiliated club can be about as many sailors at CORK as there are competitors „ two or more of the above organizations in all the events at a Winter Olympiad.  e organization is „ an unaffiliated body in conjunction with an affiliated immense—over six hundred volunteers are needed to run the club where the body is owned and controlled by the event. Only because this regatta has existed for over €  y years club. The national authority of the club may prescribe with a standing committee can preparation be completed in that its approval is required for such an event; or one year. Even then, much of the planning in any given year is „ if approved by the ISAF and the national authority for events two or three years in the future. If one looks at the of the club, an unaffiliated body in conjunction with CORK website, the dates for the several component events an affiliated club where the body is not owned and of CORK have been established through 2015 (which, going controlled by the club. back to an earlier point in this discussion, means that classes that want to participate in CORK are informed about when RRS 89.2 continues, to say that the ‘Organizing Authority’ they might plug into the regatta). shall: „ publish a Notice of Race; One must not underestimate the time and e ort required to „ appoint a race committee; and organise a major event. Figure 2.01 identi€ es many of the tasks „ if appropriate, a protest committee and umpires. to be addressed in organising a regatta.  e diagram is indica-

Page 2.2

‹6DLO&DQDGD REGATTA ORGANIZATION

ORGANIZING COMMITTEE

REGATTA CHAIR

ADMIN DIRECTOR JURY CHAIR RACE OFFICER

REGISTRAR JURY SECRETARY MARK LAYER TREASURER PROMOTION SOCIAL CONVENOR JUDGES SAFETY OFFICER EQUIPMENT OFFICER SECURITY OFFICER ETC. MEASURER TIME KEEPER RECORDER FLAG OFFICER SOUND SIGNALS LINE JUDGE

SCORER

SAMPLE REGATTA ORGANIZATION CHART Figure 2.01 tive of a major event but most tasks need to be considered for ROLE OF THE REGATTA CHAIR any event. Figure 2.01 represents a hypothetical situation and only depicts an organizational structure at one point in the A broad outline of the tasks undertaken by the regatta chair- lifetime of a regatta.  e relationship between the committee person is set out in the opening (refer to Appendix 1 for the members will " uctuate during the event. Especially pertinent complete text) to the Guide for Principal Events. From Regatta is the relationship between the chairs of the race committee Organisation: A Planning Checklist: and jury. In the structure as diagrammed, each of these two is responsible to the regatta chairperson and there is no contact Addressed to rega a [chairs], race offi cers, sub-commi ee between one another.  e diagram re" ects the situation at the [chairs], and others involved in the planning and conduct of a point where committee chairs are being selected and sta# ng is principal national or international championship, this check- being established.  e interaction between race committee and list is a list of functions usually required or desirable for an jury must grow, as the sailing instructions are dra ed and as the important rega a. A single class event is assumed, although regatta gets under way, if the event is to be a well-run one. When the checklist can be adapted to meet diff erent needs. racing commences, these two will have developed a collegial relationship, dedicated to carrying o the best event possible.

Page 2.3

‹6DLO&DQDGD The checklist is simply a list of topics, grouped roughly in At least two more “basic” details need to be added: chronological order, or in broad functional areas. The regat- „ the name of the organizing authority; and ta’s general chairman with his sub-commi ee chairmen „ selection of the classes to be included and the number should draw up a rega a plan by asking themselves, for of entries that can be expected. each topic, the following: What is to be accomplished? What procedures will be followed? What are the requirements for Planning can o en begin a few weeks or months ahead of the space or facilities, personnel and money? And by what date fact but for a major event, the planning likely will need to begin must it be done? a year or more ahead. Reasons for long lead times include: „ the Dragon Class World Championship is held bian- The checklist does not discuss race management, the single nually and rotates through four regions of the world, most important element in a successful rega a. The second so it can be held in North America only once in every part of this appendix, “Guide for Race Offi cers”, off ers advice eight years; about race management for world, continental, national, „ for many classes, sites for annual major regattas are and other principal events. More general race management selected two or more years in advance, so if one wishes guides are available from several national authorities and to host a class championship, one might have to wait class associations. several years before having the opportunity; „ if one wishes to invite competitors from abroad, a long lead time is needed for the notice of race and for competitors to organize themselves to come, espe- REGATTA ORGANIZATION GUIDELINES cially if boats are to be shipped to the regatta; or „ if the regatta is to be one such that an International When a sailing club, class association, etc., decides to run a Jury will be required, finding members for the jury race, series of races or regatta, someone needs to undertake to (International Judges, or IJs) could entail providing organize and run the event.  at person is the Regatta Chair lead times of a year or more for people to be able to or Regatta Organizer.  e size, nature and level of the proposed arrange personal schedules in order to attend; event will determine the number of committees and volun- „ obtaining umpires for match racing events could hit teers needed to make the event a successful one. Although the the same snag; or Guide for Principal Events is geared toward the organisation „ lately, ISAF introduced the prerogative of requiring of major single-class regattas, the discussions in that guide, and the presence of an IRO at ISAF sanctioned events, in this manual, are applicable to a sailing event of any size or which include national or international champi- importance. Each topic identi€ ed in the Guide for Principal onships, and of course, the Olympic Games. This Events needs to be considered and dealt with to the degree should not present a problem for the OA because appropriate to the event under consideration. ISAF normally appoints its own IROs.

 e basic details listed above will establish the size and com- plexity of the event to be arranged.  e more precisely this can BASIC DETAILS AND INITIAL CONTACTS be done, the more precisely the needs for facilities, personnel and equipment can be determined. When the event is being From Regatta Organisation: A Planning Checklist: organized by a club, the resources immediately available can 1. Establish basic details, such as dates, location, number be readily determined. When the event is being organized by of boats, racing area and extent of measurement. a class association, a host club needs to be found, hopefully 2. Establish communication with the class association one that can meet most of the requirements for successfully (international and national), the national authority, running the event. local government authorities (including police and navy or coast guard), other organizations that use Some classes prefer to have regattas take place from sand the sailing waters (e.g. water ski or fi shing clubs), and beaches rather than docks and not all yacht clubs have sand city or regional visitors’ information offi ce. beaches.  us, the organizers of such events might € nd them- selves with the immediate problem of having to provide, on

Page 2.4

‹6DLO&DQDGD REGATTA ORGANIZATION

a bare stretch of beach, all the amenities normally provided 4. Local Authorities by a host club: race committee; all the race committee equip- It is both courteous and prudent to contact local authorities ment; committee, mark set and safety boats; indoor facilities having jurisdiction over the regatta site when an event is being for protests and scoring; on-the-spot food and drink facili- planned.  is might include the municipal or provincial police ties and a body of volunteers to run things ashore while the or RCMP, the Coast Guard, the Harbour Master of the Port racing is underway. Also, most social events are likely to occur Authority and possibly the Navy. somewhere other than the beach and o -site scheduling and transportation can become a signi€ cant organizational issue. Any of these organizations may be able to prevent use of the water for the planned event, but if made aware of it, can some- times help in improving it. Further, if the police are aware of the event, they may increase patrols during that period and may EARLY CONTACTS even be an emergency rescue resource in case of something such as high winds during a dinghy or sailboard regatta.  e organizers of a regatta might need to establish contacts and communication with several bodies. In a time of increasing bureaucratization it is inevitable that there will be more paperwork to be dealt with. If one is planning to run a regatta on waters under the control of a Port Authority, 1. Local clubs one may well have to make application to do so. Communication needs to be established with other sailing clubs in the area, especially those that might use the same waters for racing and those from which equipment or person- 5. Tourist Bureaus nel might be borrowed. Similarly, contact might be made with Local, regional or provincial tourist bureaus or visitors’ infor- other, non-sailing groups, which use the waters of the regatta mation o# ces are sources of much free literature to be passed site, to minimize con" icts during the event and possibly to on to competitors.  ey are o en able to include the regatta in identify potential sources of boats and volunteer workers. lists of upcoming events and can o en provide real assistance, usually with such things as printing and mailing costs, if it can be shown that the regatta will bring visitors to the area. 2. Class Associations Contact must be made with the appropriate class associations. Some classes have very speci€ c regulations for class sanctioned events, including directions to race committees. Class rules ROLE OF THE RACE OFFICER and sailing instructions are needed to identify potential problems (e.g., measurement requirements, upper and lower  e Guide for Principal Events and this chapter deal generally wind strength limits for racing, course con€ guration, length with regatta management.  e race committee forms a sub-set of windward legs, limitations on shortening course, number of of a larger team and its actions are to be carried out within races needed to constitute a regatta, restrictions on dry sailing, that larger context.  is manual deals with the responsibilities etc.).  is is the time to identify and address these matters, not of the RO and his/her relationship to other members of the just as racing is about to begin. Identifying and working with regatta committee. a class representative through all stages of the regatta will be bene€ cial to both the competitors and the committee. An aside before continuing—ISAF uses two terms, ‘Principal Race O# cer’ and ‘Race O# cer’.  ese terms are not inter- changeable. When there is to be more than one racing area, 3. Deeds of Gift the race o# cer with overall responsibility on the water is the It is important that the deed of gi for any relevant trophy be Principal Race O# cer.  ose in charge of each race course are on hand while sailing instructions are being dra ed.  e deed Race O# cers. If there is only one course there is a Race O# cer may include prescriptions, such as the number of races to be and no Principal Race O# cer. In this manual, Race O# cer, or completed or lengths of courses, under which the trophy can RO, will be used throughout unless there is a speci€ c reason be awarded and these may very well be more restrictive than to mention a Principal Race O# cer (PRO). To confuse things the class rules for the event. a bit, US Sailing uses the term PRO for the most senior race o# cer on each race course.

Page 2.5

‹6DLO&DQDGD  e role of the RO is twofold, the most visible of which is be available to a end redress hearings as a witness for the to manage the competition on the water; to ensure that the Race Commi ee. regatta runs smoothly and that conditions are equitable for all competitors. Additionally, he/she: The Event Race Offi cers will be responsible for managing their „ supervises the activity of all members of the race com- race management teams and organising the races. mittee on the water; „ makes decisions on all matters that affect the suit- The Event Race Offi cers will be responsible for the manage- ability and fairness of the competition, decisions that ment of the safety procedures. except in very particular circumstances, are final; and „ applies the rules impartially and consistently. The Event Race Offi cers will not take action in relation to any of the following ma ers (whether or not altered by the To achieve these goals, the RO is assisted by a group of Assistant Sailing Instructions) without the approval of the ISAF Race Race O# cers.  e Mark Layer sets up the course that has been Offi cer: decided upon by the RO.  e Timekeeper, Flag O# cer, Sound (a) Postponement (Rule 27.3); Signals O# cer and Line Judge work together to achieve a start (b) Course confi guration and race duration; sequence that is timed accurately and executed with precision. (c) Whether a starting line be moved or adjusted (Rule  e Recorders keep accurate accounts of boats starting and 27.2); € nishing.  e Safety O# cer is on the race course to provide (d) Starting line decisions (OCS and recalls – Rule 29), assistance to competitors in case of mishap. (Refer to Chapter 5 starting penalties (I, Z, Black Flag – Rule 30); Committee Personnel, for lists of the duties and responsibilities (e) Changing Course/moving marks - adjusting the course of each Assistant Race O# cer.) to a new wind strength or direction (Rule 33); (f) Shortening Course (Rule 32);  e other part of the RO’s role is played before the regatta (g) Abandoning (Rules 27.3, 32 and 35); begins, from the onset of the planning process. He/she will be (h) Rule 42 “turning off ” and “restoring”. (See Item 13 of involved preparing for the event; dra ing the notice of race this policy document) and sailing instructions, getting all the needed equipment and selecting assistants for the race committee, The ISAF Race Offi cer may initiate action in relation to these ma ers, in which case the Event Race Offi cer will be governed by the ISAF Race Offi cer’s decision. The ISAF Race Offi cer may also initiate action if the ISAF Race Offi cer is of opinion ROLE OF ISAF RACE OFFICER that the racing is not conducted according to the rules, or for any other reason directly aff ecting the safety or fairness ISAF has a document titled ISAF Race Management Policies for of the competition. the Olympic Sailing Competition and ISAF Events.  is policy sets out procedures for events in which it has a direct interest.  is policy will only impact an Organizing Authority or a Attachment 2 to the document is ! e ISAF Race O" cer. quoted Race O# cer for an event carrying the ISAF imprimatur, for in its entirety here. example the Vol o Sailing ISAF Youth World Championship, held in Kingston in 2007. The IOC Olympic Charter states that the International Fed- eration is responsible for the technical control and direction For such an event the ISAF RO carries the ultimate responsi- of its sport (Olympic Charter rule 57). bility for the conduct of the racing and thereby has authority over the person identi€ ed in the document as the “Event RO”. For the Olympic Games and ISAF Events the International  is will include both the dra ing of the sailing instructions Sailing Federation appoints the necessary technical offi cials and the racing itself, which will be conducted under the state- including ISAF Race Offi cers to go afl oat on board of the ments set out in the main body of the ISAF Race Management Race Commi ee vessels. Policies document.

The ISAF Race Offi cer is a member of the Race Commi ee and will work closely with the Event Race Offi cers appointed by the Organising Commi ee. The ISAF Race Offi cer should

Page 2.6

‹6DLO&DQDGD REGATTA ORGANIZATION

ROLE OF THE JURY CHAIR „ a committee appointed by the organizing authority or race committee; or  e chairperson of a protest committee or an international jury „ an international jury appointed by the organizing is charged with several duties that fall under the general respon- authority or as prescribed in the ISAF regulations sibility of organizing what is needed to conduct hearings and and meeting the requirements of Appendix N. to listen to, and adjudicate, protests and requests for redress. How is a protest committee or international jury constituted?  e duties include such things as:  rough 1996 the rules described four ways in which a protest „ finding suitable persons to serve as members of the committee/jury might be constituted. In the next two editions committee, which could mean six or more if more the four options were reduced to three. With the 2005–08 than one hearing might take place at a time, and rules the options were further reduced from three to two. Now, could mean some serious searching if a panel for an a protest committee is either an international jury or it is not. International Jury is to be convened; In the process of reducing the number of de€ nitions of a protest „ if required, as in a large regatta, identifying a Jury committee from four to two the de€ nition of an international Secretary, organizing the paper flow and any needed jury remained basically unchanged. What changed is that three forms; options for “home grown” committees became two options and „ identifying rooms suitable for hearings; then a single de€ nition. „ ensuring that sufficient panel members are available at the times hearings will take place; It is worthwhile to explore this change. As recently as 1993–96 „ passing the conclusions of hearings back to the Scorer the € rst three de€ nitions of a protest committee were: so that results can be modified as needed; and „ the race committee itself; or „ other tasks that are pertinent to a given event. „ a sub-committee thereof appointed by the race com- mittee and consisting of its own members, or others,  e Jury Chair may be a resource to the Regatta Chair at the or a combination of both; or time the Notice of Race is prepared and to the RO at the time „ a jury, which is a protest committee separate from sailing instructions are being dra ed. Assistance may be: and independent of the race committee, appointed „ commenting on drafts of the sailing instructions and by the organizing authority or the race committee. amendments with respect to wordings that could unnecessarily lead to requests for redress; and For 1997–00 the previous € rst two options were combined and „ generally, acting as a resource person from whom the the third was simpli€ ed so the options now read: race committee can seek advice. „ a committee appointed by the race committee; or „ a jury, which is separate from and independent of the race committee.

RELATIONSHIP BETWEEN RC AND JURY For 2005–08, the two options were melded into one statement.

From Regatta Organisation: A Planning Checklist:  ere are two important points in this discussion.  e € rst 3. Appoint the race offi cer and the chairman of the jury. is that twenty years and more ago the rules stated that it was Establish the relationship between the race commit- possible for the race committee and the protest committee to be tee and the jury (note racing rules [90 and 70]; also the same people. In 1997 this de€ ned option became subsumed Appendix [M]). into what had earlier been the second option. It was subsumed; not eliminated. Similarly in 2005, two previous options were  e RO and protest committee or jury chair are two of the key combined.  e pre-1997 € rst option is not excluded. people to be identi€ ed and brought into the organising process at an early stage.  e relationship between the two committees All of this means that for events with limited human resources needs to be clearly established. it is permissible for race committee members to also serve as protest committee members. A caveat—if a protest involv-  e relationship of the RO to the jury chair is a close one and it ing the race committee or a request for redress is to be heard, is worth some discussion. To begin, consider the membership everyone would probably be better served if any members of the of the jury. RRS 91 states that a protest committee shall be: race committee excused themselves from that hearing.

Page 2.7

‹6DLO&DQDGD  e “race committee is protest committee” structure is implicit Correspondingly, the expertise of the protest committee chair in the € rst option of rule 91. “A committee appointed by the should match the level of the regatta. At all levels, the duty of race committee” does not exclude the possibility of the race the jury is to receive, hear and decide on protests and other committee appointing people who were on the water, running matters arising under the rules. If the competitors do not have races, to serve as the protest committee.  us, the Protest Com- con€ dence in the ability of the protest committee, they may mittee Chair could be the RO, but usually the two are di erent. perceive that protests are not being properly heard and decided Functionally, regarding the hearing of protests or requests for upon and will be unhappy with the regatta as a whole. redress, there is no di erence between a protest committee and an international jury. In the past, with four or three de€ nitions  e relationship between race committee and protest commit- of the make up of a “protest committee” or “jury” or “interna- tee can be in one of three forms. tional jury”, there were implied hierarchies about the impor- tance or authority of one title v. the other. From 2005–08, matters are simpli€ ed and clari€ ed. A protest committee is a 1. Race Committee is Protest Committee “protest committee” unless it meets the requirements of RRS As mentioned above, it is possible for the “protest committee” 91(b), in which case it is an “international jury”. to be people from the “race committee”. Such a circumstance is common for a small event with few personnel resources and RRS 91 speci€ es that a protest committee is appointed by the likely will present few problems, unless a competitor makes a organizing authority or race committee but an international request for redress under RRS 62. Such a request may involve jury is appointed by the organising authority or as prescribed in the race committee and if such a situation arises, the race com- the ISAF regulations and meeting the requirements of rule N. mittee will have to pass judgment on its own actions. To justly deal with such a situation requires a high degree of objectivity A very interesting consequence of the reduction in the number by any member of the race committee serving on the protest of de€ nitions of the makeup of a protest committee/jury committee. It cannot be considered advisable for a member of appears in RRS 70.1.  e 2000–03 version of RRS 70 included the race committee to serve as a member of a protest commit- two clauses, one of which had the e ect of prohibiting a race tee hearing a protest or request for redress that involves a race committee from appealing a decision of a protest committee course on which he/she served. that is appointed by the race committee.  at is to say, because there was not an “arm’s length” relationship between the race committee and the protest committee, a race committee could 2. Separate Protest Committee not appeal what was e ectively its own decision. Consistent  e common structure has the jury composed of di erent with reducing the de€ nitions of the constitution of a protest people than the race committee, but appointed by the organis- committee/jury, the restrictions on appealing a protest com- ing authority.  ere are two reasons for preferring an indepen- mittee’s decision have disappeared. Now it is possible that a dent protest committee. First, members of the race committee race committee can appoint a protest committee; the protest are o en called as witnesses to protests and the objectivity of committee can render a decision at odds with the parent (race) a protest committee towards any evidence given by one of its committee’s opinion and the race committee can € le an appeal members is open to question by parties to a protest. Second, – an appeal against a decision made by its own appointees. anyone requesting redress under RRS 62 will feel con€ dent of getting a fairer hearing from an independent protest com- An “international jury” is appointed for an international mittee. regatta, including any ISAF sanctioned event, in accordance with RRS 91(b) and RRS Appendix N. A special kind of protest committee is o en appointed for a principal event. An “international jury” as appointed under  e level of the regatta sets the experience needed of the RO. RRS 91 and RRS Appendix N has powers accorded to no  is is not to say that sailors in a Wednesday evening club other protest committee. Under RRS 70.5, the decisions of race do not deserve good race management.  ey do, but as an international jury are € nal and not subject to appeal. Too, the importance of the regatta or the size of the " eet increases, it is possible to declare a regatta a “no appeals” event if circum- more background information, experience and con€ dence are stances require but prior approval is needed from Sail Canada, required of the RO.  is means that some events can easily be as mandated by the Sail Canada prescription to RRS 70.5 (a). managed by ROs certi€ ed as Club Race O# cers while others will require NRO or SNRO, or maybe even IRO, quali€ cation.

Page 2.8

‹6DLO&DQDGD REGATTA ORGANIZATION

3. Jury Supervising the Race Committee As the quotation above again indicates, there are many tasks  ere is a long standing (and hopefully, fading) uncertainty to be considered and undertaken in arranging and running a among race o# cers, jury members and competitors about the major event.  ere may be others that have not been included. right or duty of an international jury to supervise the actions A long, but not de€ nitive list includes: of the race committee. Prior to the 1989–92 edition of IYRR, „ Race committee; the rules provided that “...an International Jury ... shall have ƒ Sailing Instructions, supervision over the conduct of the races and the power to ƒ on-the-water personnel, direct the race committee...” In 1989 that power was taken ƒ equipment, away from the jury and given to the organising authority.  is ƒ boats, change was set out in a statement in rule 1.4, which read: ƒ marks, A protest commi ee shall not supervise the conduct of a ƒ lunches and dinner tickets for race committee, race, or direct the race commi ee, except when so directed ƒ results, and by the organising authority. ƒ o# cial notice board „ Protest committee or jury;  is issue was seen in di erent lights by di erent national ƒ members, authorities—there being some that wanted the right of a jury ƒ equipment, to supervise the activities of the race committee. As a result, ƒ hearing rooms, since 1997 the rules do not address the jury’s rights with respect ƒ Notice of Race, to supervising the race committee. In Canada, the position is ƒ amendments to Sailing Instructions, that juries “... shall not supervise the conduct of the race ...” ƒ notices to competitors, ƒ crew substitutions, If it should come to pass that this position is at issue, it will be ƒ jury boats, and necessary for the Regatta Chair and/or RO to make the Jury ƒ meals for the protest committee or jury Chair accept that the jury is not going to intervene in the activi- „ Jury secretary; ties of the race committee.  is is not a matter to be addressed ƒ coordination for jury boats, in the sailing instructions as it relates to the jury rather than the ƒ locations for € ling and hearing protests, competitors.  e only likely instance in which regatta organis- ƒ tables and chairs, models, photocopier, “protest ers would pass authority back to a jury would be for an event time” " ags and horn, and in which the jury had considerably more experience relevant to ƒ protest forms, copies of RRS and sailing instruc- the class competing than did the race committee. In that case tions and any special forms required by sailing the competitors and the race committee could bene€ t from the instructions greater experience of the members of the jury. „ Measurement; ƒ class rules and o# cial plans, ƒ approved class measurers and templates, ƒ scales for boats, people or clothes, COMMITTEES ƒ room to measure sails, ƒ tape measures, and From Regatta Organisation: a Planning Checklist: ƒ tape to outline sail plan on " oor 4. Appoint chairmen of sub-commi ees and other key „ Registration; personnel, for: measurement, registration and rega a ƒ entry forms, offi ce, publicity and press relations, housing assis- ƒ measurement and insurance certi€ cates; tance, boat shipping assistance, interpreters, launch- ƒ parental releases; ing and mooring, social events, scoring, budget control, ƒ competitor packages, trophies, opening and closing ceremonies, buildings ƒ sail or bow number assignment, and grounds maintenance, jury secretary, and special ƒ spare self-adhesive numbers, hospitality. The general chairman is the head of the ƒ meal tickets, rega a organisation. For each area of responsibil- ƒ local information, ity determine the number of people required and any ƒ cash and cheque storage, and special qualifi cations. (Example: the jury should include ƒ charts at least one member familiar with the class.)

Page 2.9

‹6DLO&DQDGD „ Regatta office; „ Entertainment, ƒ computer access, ƒ a contingency plan, to prevent boredom in case of ƒ copying, inclement weather or other breaks in the regatta ƒ coordination of personnel ashore, and „ Scoring; ƒ telephones ƒ computer and so ware that work, and operators „ Publicity; familiar with both, ƒ newspapers, ƒ calculator, large scoring sheets, copies of RRS and ƒ magazines, sailing instructions, ƒ club and class newsletters, and ƒ suitable o# ce with photocopier, and ƒ overseas distribution ƒ assistant/ runner with pins, tape and stapler „ Press relations; „ Budget control; ƒ information on regatta, ƒ sponsorship, ƒ information on top competitors, ƒ entry fees, ƒ press boats, ƒ souvenir sales, ƒ top ten uno# cial results, ƒ food and drink sales, ƒ o# cial results distribution, ƒ tickets instead of cash, and ƒ resource people for background information on ƒ boxes to store tickets sport, and „ Trophies; ƒ separate press room with telephone, facsimile ƒ locate and collect from last year, machine, co ee maker and photocopier ƒ signatures from those receiving perpetual trophies, „ Accommodations; ƒ boxes for transport of trophies, and ƒ information on billets, camps, hotels, motels and ƒ medals, prizes, keeper trophies and/or other awards short term apartments, „ Ceremonies; ƒ information on vehicle rentals, and ƒ opening and closing ceremonies, ƒ information on local public transit. ƒ dignitaries, prize presenters, and protocol „ Boat shipping; „ Buildings, grounds and maintenance; ƒ closest seaport or airport and transport from there ƒ cleanup, to regatta site, ƒ security, especially at boat compounds, and ƒ truck lines and ferry service, and ƒ extra toilet facilities, showers and telephones ƒ mobile cranes on site „ Special hospitality; „ Boat charter; ƒ tours, ƒ competitive boats and available dates, ƒ spectator boats, ƒ availability of spare parts, and ƒ delegations and out of country families, and ƒ damage deposit collection and refunds ƒ information on local transport and services. „ Boat maintenance; ƒ local chandleries, and  is is a daunting list but it does indicate the scope of matters ƒ hull, rigging and sail repair service to be addressed in running a major event. „ Launching or mooring; ƒ ramps, docks or cranes, and ƒ parking/storage for cars, dollies and trailers „ Interpreters; BUDGET ƒ for French or other languages indicated on entry forms, available for registration and protests From Regatta Organisation: A Planning Checklist: „ Social events; 5. Establish the budget, including income from entry ƒ room reservations, rental of tents, tables and chairs, fees, sponsorship support (if any), governmental tableware and other equipment, or private grants, programme advertising revenue, ƒ catering of breakfasts, lunches, dinners, barbecues, sales of food and drink, and subsidy from the national snacks and open bars, and authority, class association or host club. Include ƒ decorations, ice and banners for sponsors expense estimates for such items as printing, fuel, equipment rental, jury travel and housing, catering

Page 2.10

‹6DLO&DQDGD REGATTA ORGANIZATION

service, computer and copy machine rental, postage, [and email address]; eligibility requirements; entry fax and telephone, trophies, souvenirs or participants’ fee (and what it includes); schedule for measurement awards, extra janitorial or other staff , security service, and racing; sailing area, including distance from the measurement and jig materials, tent rental, and food rega a site; current, water depth, and any weed and drink supplies. Include in the budget goods or growth; housing availability, including hotel prices and services provided without charge, on both the income distance from the club, camping, guest houses, and and expense lists. university dormitories; meal arrangements and facili- ties; general visitors’ information and map of city or  e list above can be ampli€ ed, to include all the relevant items area; boat shipping and travel advice; social events; noted therein, those inferred in the previous discussion on com- climate and weather data; postal address for par- mittee responsibilities and a few other speci€ c items: ticipants; customs information; launching and mooring „ People related; arrangements; maximum number of sails and spars to ƒ travel and accommodation expenses for RO, jury be measured; yacht charter availability; regulations chair and Scorer; aff ecting coach or team boats; haul-out restrictions; ƒ free meals for volunteers ashore and on the water, whether advertising on yachts or clothing is permi ed „ Equipment related; (see racing rule [80] and [ISAF Regulation 20]); and ƒ scales for weighing boats, as part of the measure- any special dress requirements. ment process; ƒ scales for weighing clothing (as per RRS 43), Distribute this information to national authorities; ƒ lockers or van rental for storage security, and national class associations; class newsle er editors; ƒ hiring of musicians or disk jockeys. yachting magazines; local newspapers, TV and radio ƒ Items that may entail cash outlays or donations stations; and class sailmakers, boat builders and should be identi€ ed and included as budget items. distributors. Enter the event on the [ISAF] or the national authority’s fi xture list. Someone with accounting skills should be appointed in early days to control the € nances of the regatta.  e scope might simply be to feed the race committee from the proceeds of 1. General Information entry fees or handling the collection and disbursement of many RRS Appendix J Notice of Race and Sailing Instructions lists thousands of dollars. Responsibilities should be well de€ ned, the mandatory items to be included in any notice of race plus speci€ cally including balancing the books and preparing a € nal items that must be included if they apply to a particular regatta. pro€ t and loss statement. (For large budgets, it is good cash control and good sense to require two signatures on cheques.)  e notice of race is an invitation to potential competitors and it should contain as much information as possible that will Once a realistic estimate of regatta expenses is established, help the invitees decide whether to enter the event.  e notice applications can be made for sponsorships, grant funding and of race usually provides the only opportunity for the regatta other € nancial assistance. Most corporations that support committee to communicate with prospective entrants and will sporting activities make budget decisions in the fall of the year entice them by o ering enthusiastic, honest information on: preceding. If one is seeking money from such a source, presenta- „ the venue; tions should be made in late summer of the year before.  is ƒ the regatta site and its facilities, is also not too early a season to apply for government funding. ƒ climate and weather, ƒ tourist attractions local and regional, ƒ support facilities for the event, ƒ accommodation and transportation, NOTICE OF RACE „ the regatta; ƒ dates, including any relevant events before this From Regatta Organisation: A Planning Checklist: one, practise races and the race schedule, includ- 6. Publish and distribute advance information including ing opening and closing ceremonies, registration the notice of race (see racing rule [89.2 and Appendix and measurement, J1]. Include basic details (see 1. above); organiz- ƒ entry fees and what they include, ing authority’s address, telephone and fax numbers ƒ event classi€ cation (refer to discussion below),

Page 2.11

‹6DLO&DQDGD ƒ eligibility, classes and expected numbers of entrants, EQUIPMENT, FACILITIES AND SERVICES and ƒ quality of regatta and race management and of From Regatta Organisation: A Planning Checklist: competition, 7. Arrange for all equipment and supplies, including race „ preparation for attendance; commi ee boats, marks, and radios, by borrowing, ƒ address of regatta and pre-registration deadline, rental or purchase. Negotiate wri en contracts when ƒ charter boats, appropriate. Fill remaining personnel assignments. ƒ things to bring, All sub-commi ees should now make recommenda- ƒ sails and spars, tions about their procedures with a complete list of ƒ measurement and insurance certi€ cates, responsibilities; regular meetings should be held by ƒ formal clothes, the general chairman with all key personnel. Examples ƒ money, and of equipment needs are: marine radios, spectator and ƒ parental consent for juniors. press boats, cranes and scales for weighing yachts and wet clothing, copiers, notice boards, fl agpoles, hand- Notice should be distributed as widely as possible, consistent bearing compasses, computer, measurement jigs, with the entry list the regatta committee is trying to attract.  is competitors’ mailboxes, jury room equipment, safe for could include ISAF, Sail Canada and other national authorities, prizes or money, public address system and fi rst aid the provincial sailing associations, international and national supplies. class associations, yacht clubs and newspapers, newsletters, TV and radio stations. 8. Arrange for special space or facilities not normally available at the rega a site, such as car and trailer parking, extra toilets, sail and [boat] measurement 2. Event Classifi cation space, extra public telephones, press offi ce, sail-drying Prior to 2001, RRS included limitations on advertising, as an area, rega a offi ce, fresh water for boat washing, food appendix to the body of the rules. One of the major changes in and drink sales area, and repair area. RRS 2001–04 was a complete restructuring of the advertising provisions. Where there had been three categories there were 9. Arrange for services and information for competitors now two. In 2005 the appendix, and two others dealing with and visitors, such as: daily weather information; infor- sailor eligibility and doping, was removed from the rule book mation about local chandlers, sailmakers, and boat and presented as a Regulation.  e three are included within builders; currency exchange or banks; medical and the de€ nition of Rule and are available as Regulations 19, 20 dental emergency resources; and travel agencies and and 21 at sailing.org/racingrules/documents.  e appendices airlines. Post signs before the event. were removed from the rule book to permit them to be revised when required rather than only in the quadrennial revision  e lists above are becoming a little dated and are not all inclu- cycle of the racing rules. sive. Committees will € nd other items to add.

E ective at the beginning of 2013, the restrictions on advertis- Identifying all the needed equipment, collecting and inven- ing are again signi€ cantly changed. In the past, the emphasis torying it and assigning and distributing it can be a massive was slanted toward discretionary advertising; now there is a task. Each sub-committee should submit a list of equipment shi toward more mandatory display.  e previous “categories” requirements, identifying that which is necessary for the sub- are gone and replaced largely with recognition of “systems”. committee’s operation and that which would be desirable to  ree systems are presently recognized by ISAF, being the con- enhance functioning. ditions on advertising set down by ORC International, IRC and ORC Club. Further, there is acceptance that class rules One speci€ c equipment item that should be reviewed is signal as of 2008 regarding advertising shall continue in e ect until " ags. Obtain every " ag and pennant potentially needed and modi€ ed in accordance with Regulation 20. get them as large as reasonably possible.  e recommended minimum size is 600x900mm—2 feet x 3 feet. A careful reading of this regulation would be prudent for anyone organizing an event at which advertising might be in  e committees should endeavour to obtain every item identi- the slightest way contentious. € ed as necessary. When supplies and money permit, as many

Page 2.12

‹6DLO&DQDGD REGATTA ORGANIZATION

as possible of the desired items should be obtained as well. All Restrict the sailing instructions to de€ ning: equipment should be at the regatta site at least two days in „ the intentions of the race committee in running the advance of the event to allow recording receipt and to permit races; and those who will use the equipment to ensure its functioning and „ the obligations of competitors in participating. familiarise themselves with it. Information peripheral to the racing should be contained in other documents. Regular meetings will ensure that each subcommittee is on time and on target with preparations.  ey will also pinpoint Similar to the Notice of Race, RRS Appendix J2 lists those anyone who is not on top of his/her job. If necessary, such a items that must appear in the sailing instructions and those person can be replaced or assisted before irreparable damage is that must appear if pertaining to a speci€ c event.  e sailing done.  e regatta chair must be prepared to o er support and instructions should address these items tersely, using the format a sympathetic ear to anyone complaining of a disproportionate and phrasing contained in RRS Appendix L. Do not rewrite work load but needs to remember that some subcommittees the rule book. will have completed their assignments well before the event commences while others are just beginning their tasks. Sailing Instruction 1 must clearly state that the event will be governed by the Racing Rules of Sailing, Beyond that, the de€ - Parking for vans and RVs o en cannot be accommodated at nition of Rule includes what other documentation is in e ect. the regatta site and space nearby will need to be found. On the However, while SI 1.2 addresses the situation when no national other hand, RVs or portables could provide space for regatta prescriptions will be in e ect, it might be worthwhile for an o# ces, shower rooms or protest rooms. event (particularly a youth event) with entries from outside Canada, to specify that the Sail Canada prescriptions will be If the regatta is on salt water there should be fresh water avail- used. If the regatta is to be run under existing rules, there is no able to wash down boats a er each day’s racing. need to restate them—they need only be referred to. RRS 86 lists the rules that may never be modi€ ed, but o ers the oppor- In most areas Environment Canada will provide a weather tunity to change others by speci€ c reference.  us, no rule needs forecast speci€ cally for sailors if so requested and may o er to to be referenced unless it is being altered.  ere are however, send a meteorologist to the regatta each morning for a weather rules that provide options and in these instances the sailing brie€ ng to the competitors. If they are aware that a regatta is instructions must specify which option will be in e ect for the taking place they will also be able to inform the regatta com- event (e.g., RRS 26 Starting Races allows a change from the mittee of any unusual or hazardous weather systems that may default € ve minute timing for the warning signal. Any change be approaching. must be noted in the Sailing Instructions).

Local sailmakers are sometimes willing to send a representa- tive with sail numbers, sail tape and a sewing machine to make on-site repairs.  is can be a valuable service for sails that do EMERGENCY PLAN not measure or when heavy weather exacts its toll on sails. Too, local riggers or € breglass workers may be ready to set up Nowhere in the racing rules or the appendices is there any shop on site. requirement for, or mention of, an Emergency Preparedness Program. Earthquakes, hurricanes or forest € res are not for consideration. In our context we can focus on medical emergen- cies. If a boat is about to sink, that is not the end of the world SAILING INSTRUCTIONS but if someone on our race course is having a heart attack or has been hit on the head with a boom, we do have a situation From Regatta Organisation: A Planning Checklist: to address. 10. Prepare the sailing instructions, drafted by the race offi cer conferring with the general chairman, class Developing an Emergency Plan is a logical extension of association president or secretary, and jury chairman. addressing all the shore-side and water-side issues that might Refer to racing rule [90], Appendix [J2] and class rules arise. On water, one might consider two types of situations. governing the conduct of class championships.  e € rst would be akin to a line squall that capsizes 50 Radials.  e second would be someone having a cardiac arrest on the

Page 2.13

‹6DLO&DQDGD race course. In the € rst example, no lives are at immediate risk of competitor packets, including badges, tickets, gifts, but coaches, spectators and race committee boats will likely invitations, car or trailer stickers, and maps; jury orga- come to everyone’s aid in reasonably short order. nizational meeting; fi nal meeting of sub-commi ee chairmen; competitors’ meeting (if any); press briefi ng. In the second example, a line of communication needs to have been established. VHF channels and/or cell phone numbers From the registration € le, a roster should be compiled of the need to be well known so that anyone in need of assistance can sail numbers (and bow numbers) of all registered boats in each contact anyone able to assist in providing same. A protocol class.  is serves as a check-in list for competitors and can also needs to have been established to deal with handing over serve as a checkout list, to identify any boats that start but do any invalid to those on shore; ambulance crew or whomever. not cross the € nish line. One other use for the list is to tell the RO the number of entrants to allow him to calculate the length  is plan needs to be public to the degree that all race com- of the starting line. mittee personnel know all the cell phone numbers, etc.  e competitors’ meeting is not a forum for debating SIs. It is Whatever is written always needs to be labelled as a “DRAFT”, an opportunity to welcome competitors to the regatta, intro- i.e. a “work in progress”, subject to improvement and re€ ne- duce the chairs of the race committee and jury to the competi- ment, in order to o set potentially litigious situations. tors and to identify key personnel to whom the competitors can turn with questions or problems. Any amendments to the SIs already posted can be brought to competitors attention at this point. Any legitimate questions regarding the sailing REGATTA PROGRAM instructions should be submitted in writing and the answers should be posted in writing on the o# cial notice board.  e From Regatta Organisation: A Planning Checklist: sailing instructions must not be changed orally at this meeting. 11. Prepare the rega a programme: to include all infor- mation of interest to competitors, other visitors, rega a workers, and press representatives. Confer with each item listed above, and additionally: welcome DURING AND AFTER THE RACING messages from dignitaries; recommended restau- rants and approximate prices; names of jury members, From Regatta Organisation: A Planning Checklist: race commi ee and other important rega a workers; 13. During the rega a the general chairman should confer brief history of the class or the event, and of the club; daily with key sub-commi ee chairmen, early enough notable civic a ractions; schedule of all events; and to allow any changes of procedure or announcements. past winners of the championship. Do not include the Conferring with a class spokesman is also advisable. sailing instructions, which should be published sepa- He should also satisfy himself that all duties are being rately. performed as planned. 14. At the close of the series and afterwards, provide for  is reemphasizes that sailing instructions are to be printed assistance to competitors in hauling and loading their by themselves, with no other information. To raise additional yachts; perpetual trophies being boxed, and signed for funds, advertising space can be sold in the regatta program, by their winners; copies of fi nal results for all competi- providing another venue for exposure for event sponsors. tors, offi cials, class association and press; return of all borrowed and rented equipment; payment of bills, collection of receipts, and fi nal budget report; le ers of thanks; reports with recommendations from the THE REGATTA BEGINS race offi cer, jury chairman and other key personnel; and general chairman’s recommendations to the class From Regatta Organisation: A Planning Checklist: association and next host club. 12. Final steps, before racing begins, include publication of the entry list, including all competitors’ names; A daily debrie€ ng of key personnel is advisable. Problems confi rming that all eligibility and entry requirements, arising during the regatta can be discussed, resolutions found including measurement, have been completed; issuance and procedures modi€ ed to suit.  is process will avoid

Page 2.14

‹6DLO&DQDGD REGATTA ORGANIZATION

problems getting out of hand.  ese meetings should be held Remember too, that your volunteers are just as important as the at the end of each day’s sailing so that changes in the sailing competitors. A regatta will not happen without both groups. instructions can be reviewed by the jury, printed and posted on To that end, volunteers should be treated to the same relevant the o# cial notice board before the deadline for the next day’s “perks” as the competitors. For example, holding a party where racing. When the last trophy is handed out the racing is over the competitors are given free drinks, but where the volunteers but the regatta may not be over for several weeks. Rented equip- are expected to buy their own, will work against the likelihood ment must be returned. Borrowed equipment must be checked, of volunteers returning next year. repaired if necessary and returned, with thanks, to its lenders.

Reports should be written by all key personnel, describing how their component of the regatta went. If there were problems, THE VALUE OF A SMILE constructive criticism, with suggestions on improvement for the next event, is in order.  ere should be a € nal pro€ t and loss From Regatta Organisation: A Planning Checklist: statement prepared by the person in charge of regatta € nances. There is one essential element, not contained anywhere Letters of thanks, together with copies of the € nal standings, in the above list, which decides largely how the rega a will should be sent to each of the regatta’s sponsors.  ese letters be judged by its participants. This is the degree to which will reinforce the bene€ t of having provided sponsorship and visitors are made to feel welcome by rega a workers, club show the breadth of exposure attained and will make it much members, offi cials, local merchants and others in the com- easier to approach these people in the future. munity. This job cannot be assigned to a commi ee or included in the budget. Yet it can be discussed in the planning If a list of volunteers is published, care should be taken to ensure process and should be a consideration in making decisions. that all names are correctly spelled and that no one is omitted It is everyone’s job. from the list. Each chairperson should submit a complete and up-to-date list of everyone involved In his/her committee,  ese are words of wisdom, traceable back to the starting point including part time workers and substitutes.  ese lists can of this entire discussion on regatta organisation. If planning for also be useful when its time to start organizing the next regatta. the regatta starts well in advance, if key personnel are selected with care, if regular meetings are held so that all are aware, No race or regatta would happen without the generous help volunteers will work willingly and cheerfully because there will of volunteers.  ey give their time but in return expect and be no surprises and they will not be pressured by things going deserve recognition of their e orts. Many of these people will wrong.  is good feeling will be transmitted to the competitors have committed vacation time to participate in the event.  e and other visitors and they can relax and feel more welcome. regatta chairperson, beyond thanking each volunteer person-  ey will leave the regatta wanting to know when the next one ally, should send a letter of thanks, on behalf of the organizing will be held and planning to be able to return. authority. If the budget will permit, a small souvenir for each volunteer would be money well spent. It need not be expensive; a T-shirt or lapel pin will serve as a reminder of shared times.

Page 2.15

‹6DLO&DQDGD PLANNING—FIRST STEPS

RRS Appendix J1 includes two lists of information to be included in the Notice of Race.  e € rst outlines where and when the event is scheduled to occur and the conditions of competition.  e second provides information that “...would help competitors decide whether to attend...” and other helpful information.  e Guide for Race Officers suggests that the [Race Oƒ cer] should “...[express] his views on the relevant items...” set out in that rule.  is implies that the RO should be appointed and involved prior to dra‚ ing the Notice of Race. INTRODUCTION

From the Guide for Race O cers: CLASS RULES AND DEEDS OF GIFT The race offi cer should help to draft the notice of race, expressing his views on the relevant items listed in racing One-design class rules and cruising class association regula- rule [J1]. He should obtain a current copy of the class rules, tions are very important references in organizing any event. for reference to requirements for the conduct of class events, Make early contact with the appropriate organizations to learn and may also wish to establish early contact with a class the relevant requirements for hosting a sanctioned regatta. offi cer who both before and during the rega" a, can be helpful Together with the class rules, deeds of gi‚ for (usually per- with information and suggestions. The race offi cer will also petual) trophies must be considered. Deeds of gi‚ can be quite want to appoint the key members of his race commi" ee. important in con€ guring a regatta and are o‚ en very diƒ cult to locate, so the sooner one begins looking, the better.  ese various documents might put quali€ cations or restrictions on the racing that the regatta chairperson and the RO would NOTICE OF RACE need to recognize and with which they would have to comply. Potential limitations include: A necessary early step toward hosting a successful regatta is to „ permission being required from the class association let sailors know that it is going to happen.  e prime function to host the event, possibly including the association’s of the Notice of Race is to do just that. However, before the approval of the regatta site; notice can be published and distributed, some research needs „ competitor eligibility to the event being restricted to be done.  e fact that a regatta committee has been struck through a performance qualification requirement; means that some thought has already been given to the viability „ specifications on the nature of the race course, includ- of the proposed event and that issues similar to the following ing such things as course length or layout, restrictions will have been addressed: on shortening course, or even the least distance from „ which class or classes will be invited to sail; shore the course must be laid; „ eligibility requirements for competitors and boats; „ the number of races that must be sailed to qualify as „ potential conflicts with other events, either around a completed event or to award a trophy; and the host site or with other regattas for the invited „ measurement requirements, rating or handicap cer- classes; tification, or safety category compliance. „ likelihood of suitable weather; and „ the physical and human resources needed and avail- able to carry out the event. INPUT FROM THE RACE OFFICER  e Notice of Race can be dra‚ ed with whatever degree of formality is appropriate for the event. It may consist simply  e issues most directly concerning the RO at the time of a few short sentences posted on a club bulletin board or it of dra‚ ing the Notice of Race revolve around setting and may be a costly, four-colour, glossy, card stock folder includ- managing race courses.  ese issues will be explored more ing the notice and tourist and other information, distributed fully later in this manual but it is important at this point to worldwide. realize that planning and executing the regatta are interrelated matters. Topics for the RO to address include the following.

Page 3.1

‹6DLO&DQDGD 1. Number of Entrants 4. Resources For a single class event, can the expected number of entrants What resources are needed to run the regatta?  e list of be properly handled? How would races be run with 150 Lasers resources to be considered and evaluated by the RO, in concert or Optimists on the starting line? If the entry list might run to with other members of the regatta committee, include: such a large number, consideration should be given to restrict- „ the suitability of the site for the number of race ing the entries to a more manageable number for the race courses being considered; committee to handle in a traditional racing format. Alternate „ the adequacy of the host and/or satellite facilities to methods would be worth considering, such as creating “Gold” moor, launch, store or otherwise handle the expected and “Silver” † eets to split the entrants into two or more smaller number of entering boats; groups that could then be more satisfactorily managed. „ the adequacy of shore-side facilities for social events, billeting, etc.; Further on, beginning on page 3.3 is a discussion on some „ availability of suitable volunteers to manage every issues relating to the number of entrants to an event, drawn aspect of shore-side and water-side activities relating from a real-life example. to the event; availability of suitable boats for race committee, mark laying and rescue work and for judges, press or spectators; and 2. Multi-Class Events „ availability of enough proper equipment such as For a multi-class event, how compatible are the di erent boats? radios, marks, flags, sound signal devices, etc. What are the implications of the performance characteristics of the various classes and the courses that are suitable for them? As a footnote to the matter of evaluating resources, match For cruising class boats in a long distance race, the decision racing is a type of event that requires special consideration. It might be made to have long and short courses so that the is now standard that match racing is undertaken with “on the elapsed time for all competitors will be similar. If this will water judging”, involving two judges (or more properly, umpires) be the case, one piece of information needed in the Notice of and a small, fast boat for each pair of competitors on the course, Race is the rating or handicap break that will send a boat on besides a boat for the Chief Judge.  is means that for a program either the long or the short course. In a regatta that includes a that will see four competing pairs racing at any one time, there number of one-design classes, thought has to be given to mixing needs to be nine judges in € ve boats.  is requirement will put or separating di erent boats. It probably would be unwise and a strain on almost any host’s resources. To complicate matters unfair to put 29ers and Optimists on the same course, but what further, it is now becoming common to have an additional “wing about 29ers and Lasers?  e RO must consider and decide on boat” on the course, one which travels abeam the competitors, the mix of boats that will be permitted entry so that on one, rather than astern.  is adds one more boat and crew for the two or more race courses, boats of roughly similar performance regatta committee to deal with. will be competing.  is may mean that, for logistical reasons, a class that is being considered should not be invited. 5. Further Considerations on Race Format Sailboat racing happens in formats other than the familiar 3. Schedule one with the whole † eet on the starting line at once. Splitting How many starts are planned? How many races will constitute † eets to make them more manageable was mentioned above. a series?  e format of the regatta is very much a concern for  e usual method for doing this is to arbitrarily divide the the RO to address. If the event is scheduled for a weekend, it entry list into four or six groups and have these groups sail a may or may not be probable that a desired number of races qualifying round—one group against another—to sort out the can be completed. Decide upon a realistic schedule and set it best sailors and the lesser ones. A‚ er the qualifying series the down in the Notice of Race. If the event is a major one or one boats are ranked and split into two or three † eets (Gold, Silver that will run over an extended period, lay days and spare days and maybe Bronze) for the € nal series.  is format is usually should be considered. referred to as “Flight Racing”.

Some classes specify how this process is to be conducted.  ree examples follow.

Page 3.2

‹6DLO&DQDGD PLANNING—FIRST STEPS

„ Flight Racing—49er system For match racing and team racing, one major consideration  e entry list is divided into four † eets based on the ISAF when organizing an event is that of how many starts will be rankings. A ualifying Series of 6 or 9 races is sailed. required to complete a round robin series and then possibly a On completion the Final series of 9 races is sailed with championship round. With ten entries in a match racing event, the competitors normally divided into Gold, Silver and forty-€ ve starts must be accomplished to complete a single Bronze † eets.  e Gold † eet is limited to the top 25 boats round robin, as per the table on page A8.2. With twelve boats, from the ualifying Series. sixty-six starts are needed. If boat swapping is going to be part of the program, the event will take a lot of time to complete. Currently the whole competition is treated as one series.  is needs to be factored into the organizing before issuing However, the World Council of the International 49er the Notice of Race. Class Association is experimenting with new formats.

„ Flight Racing—Optimist system With over 200 boats at their World Championships, the OTHER PLANNING MATTERS Optimist class have adopted the following format. Along with early involvement in dra‚ ing the Notice of Race,  e entry list is normally divided into six † eets. Two † eets the RO should start to think about other responsibilities of the combine in one † ight. Each race therefore consists of three position and, in consultation with other members of the com- † ights starting at ten minute intervals. When € ve races mittee, begin to address the requirements for personnel and have been completed every competitor has sailed once equipment. People, boats and radios are o‚ en hard to € nd and against every other competitor. Fi‚ een races are scheduled the sooner the needs and expectations of the RO, Jury Chair, for the championship. Safety Oƒ cer and others can be determined, the sooner they can start to assemble what is needed. „ Flight Racing—420 system Similar to the Optimist system.  e entry list is divided into four † eets. Each † eet sails against the other three † eets.  is requires three races of two † ights each.  is ANSWERS TO QUESTIONS can easily be achieved in one day using the outer and inner loops of the trapezoid course. A‚ er 3 days (9 races) the  is manual a ords little help in answering many of the ques- competitors are divided into Gold and Silver † eets. At tions raised above as they are so speci€ cally related to the cir- the end of the ualifying series, the overall position is cumstances of a particular event and its location.  e RO must carried forward as race 1 of the € nal series.  ere are a rely on personal experience and that of other members of the further 8 races. regatta committee, members of the classes involved and others who can provide the information required to make the neces- RRS Appendices B, C, D, E and F deal with alternate forms sary decisions on the format of the upcoming regatta. of sailboat racing; namely windsur€ ng, match, team, radio controlled boat and kiteboarding. Refer to Appendix 8 Alter-  ose questions that can be addressed herein shall be discussed nate Racing Formats for a fuller discussion. Some windsur€ ng in the following chapters, particularly Chapter 4 Sailing competition is no di erent in format (although some rules are Instructions. di erent) than for other boats.  ere are however, variants that are quite di erent from what is normally seen.

Page 3.3

‹6DLO&DQDGD HOW THE NUMBER OF ENTRANTS AFFECTS THE EVENT FORMAT

1. Scenario Several years ago, a major regatta for a double-handed spinnaker-equipped dinghy class was being organized.  e anticipated, hoped for, number of entrants was 250. Among the people involved in organizing this event there was commonality on the objectives of the exercise, but two opposing points of view on how to reach them.

 e commonality was, of course, that everyone wanted to host the best regatta possible.  e opposing points of view derived from the commonality.  e Class President and the Regatta Chairman represented one point of view; the RO and the Chief Judge the other. Simply put, the Class President championed the position that the class likes to sail in large † eets.  e Regatta Chairman wanted to accommodate the class to whatever extent possible and argued that the class be a orded large numbers in the starting sequence. ISAF advocates having no more than sixty boats on the starting line.  e reason for this is to enhance the probability of better starting sequences and to reduce the number of protests or requests for redress stemming from large numbers of competitors on the course.  e RO and the Chief Judge were entirely in accord with this position and wanted the regatta to be structured so as to have only sixty or so boats on the starting line.

2. Proposed Fleet Splits  e Notice of Race provided that registrants would be arbitrarily be split into red, black, white and green groups for three days of qualifying in a double round robin of racing.  e Sailing Instructions stated, “...following round robin racing, the † eet will be split into Final Series Fleets; Gold and Silver if there are less than 200 entries, Gold, Silver and Bronze if there are more than 200 entries.  e Gold Fleet will not be less than 70 entries”. (Note for those writing sailing instructions, the above is an exact quote and does not specify what happens if there are precisely 200 registrations.)

3. Issues and Concerns  e RO had a number of concerns about the provisions of the Notice of Race.  ese related to the “levelness of the playing € eld” for competitors throughout the regatta and to being able to provide a high and consistent level of race management. Fleet size was one concern, with two components. First, there was the matter of being able to provide good race management, which in a situation such as this can be seriously a ected by the number of competitors on the course. When one considers ten v. twenty boats on the starting line, the di erence is not signi€ cant from a race management perspective. However, when dealing with forty v. sixty or seventy v. one hundred, the RO’s concerns are very much increased.

 e second component of † eet size was to a ord a consistency through the event, at least with respect to the number of competi- tors on the starting line in the qualifying and € nal series.

 e Notice of Race provided for four groups (two † eets) during the qualifying event and two or three † eets during the € nal series, depending on the number of entries.  us, if the anticipated 250 boats showed up, the round robin would see 125 boats on the starting line but the Final Series would include three † eets, with 80 or so in each. For the race management team and for the competitors, there is a big di erence between 80 and 125 boats on the starting line.

Similarly, the Notice of Race provided that the Final Series would include Gold and Silver if there were fewer than 200 entrants, but Gold, Silver and Bronze if there were more than 200. So, if there were 198 entrants, there would be two † eets of 99. If there were 202 entrants, there would be a Gold Fleet of 70 boats, and Silver and Bronze † eets of 66 boats each. So there was a threshold at which the † eet size could change by a third, from 99 to 66.  e di erence in numbers is signi€ cant to competitors and race managers alike.

For the round robin, there were concerns about splitting the entry into four groups, regardless of the number of entrants. If the competitors were to experience similar conditions in both parts of the regatta, there needed to be similar numbers of

Page 3.4

‹6DLO&DQDGD PLANNING—FIRST STEPS

boats on the starting line in both parts of the event.  is meant that if there were going to be two † eets in the Final Series, there needed to be four groups in the round robin. If there were going to be three † eets in the Final Series, there needed to be six groups in the round robin.

Another aspect of the round robin was the consequences of electing to have four groups in a double round robin v. having six groups in a single round robin. A double round robin with four groups requires twelve starts to complete the sequence while a single round robin for six groups requires € ‚ een starts. If the number of registrants were about 200, going from four to six groups would reduce the number on the starting line from about 100 to about 65.  ere would be a good probability the reduction in numbers on the starting line would reduce the number of general recalls so as to far more than compensate for needing an additional three races to complete the round robin sequence.  is means that there would be a higher likelihood of completing the round robin in the time allotted.

4. Proposed Solution  e solution proposed by the RO was that for 120 or fewer entries the qualifying round would include four groups and the € nal series Gold and Silver † eets. For more than 150, the quali€ ers would be split into six groups, with three † eets in the € nals. For 121 to 150 entrants, it would be the Regatta Chair’s call as to which way to go. With 120 boats, a three way split means three smallish † eets of 40 each. With 150 boats, there would be three † eets of 50 boats.  e provision for at least 70 boats in the Gold Fleet would disappear.

5. What Happened Because the event being described occurred in conjunction with other sailing events, it was possible to enter a prior event and the round robin series without proceeding to the Final Series. Overall registration was considerably less than the presumed 250 upon which the planning was based. Entries in the round robin were about 120 and in the Final Series about 100.  e Round Robin was sailed as a double round robin among four groups, with about 60 boats in each race.  e Final Series was sailed as a Gold Fleet only, with all one hundred boats in each start. A‚ er several days of frustratingly bad winds, on the last day, needing three races to complete the event, the wind gods decided to cooperate.  ree starts were achieved, exactly two hours apart, and there was not one boat over early the entire day. For the race committee, it was a very good day.  e competitors seemed to have a good time too.

As a footnote, there was potentially a big problem with the results of the round robin. As formatted, the round robin was suitable for its normal application—to determine † eet splits for the ‘real’ event. However, in this instance the round robin was an event in itself. Because there was no € nal competition between the best scoring boats, there were potentially multiple ties for any position.

6. Conclusion  ere are few hard and fast rules relating to regatta organisation and race management.  ere are many variables to be taken into account, such as: „ characteristics of the venue; „ expected wind conditions; „ the numbers of classes and numbers of competitors expected; „ special requirements of the classes or competitors; „ the human resources available to undertake the event; and „ the equipment and material required.

Successful planning and execution of a regatta will inevitably entail resolutions to paradoxes and agreement on compromises. In the end, if the volunteers and the competitors want to come back next year, it’s probably been a good event.

Page 3.5

‹6DLO&DQDGD SAILING INSTRUCTIONS

NEED FOR SAILING INSTRUCTIONS

 e need for sailing instructions arises from two sources: „ there are so many variations in the details of sailing races as to make it impossible for the RRS to specifi- cally describe how a particular event is to be run; and „ the RRS in several instances set out optional ways of handling a particular detail, one of which must be selected and specified. INTRODUCTION

From the Guide for Race O cers: INTENT OF SAILING INSTRUCTIONS The race offi cer should be the principal draftsman of the sailing instructions, using Appendix [L], Sailing Instructions  e intent of a set of sailing instructions is to specify, concisely Guide, and any class rules governing the conduct of the and unambiguously, those items that a ect the conduct of a event. He should seek the views of the class liaison person, race but not detailed in RRS. Lack of clarity can lead to uncer- the chairman of the jury or protest commi" ee, and the tainty or confusion, not only for the competitors, but for the general chairman, before the fi nal draft is agreed. race committee.  is may result in poor racing, dissatisfaction and requests for redress. It is the RO’s responsibility to ensure Dra‚ ing the sailing instructions can commence immediately that the intent is met—that the sailing instructions brie† y and a‚ er the Race Oƒ cer is appointed, and indeed, he should begin clearly address all the variables relating to a particular regatta. the gathering of required information at the earliest possible moment.  e dra‚ ing and revision process can continue A caution is warranted. One should not dra‚ sailing instruc- throughout the regatta preparation period, but needs to be tions attempting to specify precisely what will happen in every completed in time for review by all concerned, a € nal revision, contingent situation.  e RO needs latitude to deal with and printing in time to be distributed at the registration desk. the unexpected on the water.  e rules and the dra‚ sailing instructions allow that latitude so the objective of the sailing  e ability to dra‚ a good set of sailing instructions is depen- instructions for a particular event is to specify which of various dent on one’s understanding of RRS Part 3 Conduct of a Race, options set out in RRS to use and to include pertinent detail as RRS Part 7 Race Organisation and the Sail Canada prescrip- necessary to properly inform the competitors what is planned tions to both parts. to happen on the water.

Actions of the race committee on the water are governed by the rule book and by the sailing instructions, so it is critical to the success of a regatta that the sailing instructions be written STATUS OF SAILING INSTRUCTIONS inclusively and concisely. If a potential race management situ- ation is not covered in the rules or in the sailing instructions,  e status of sailing instructions is determined, in the € rst and such a situation arises on the water, there is no good way of instance, by the de€ nition of “Rule” (De€ nitions are found, resolving it at that point. True, if the sailing instructions make on pages 7–10 of the Sail Canada edition), which includes the provision, it would be possible to issue oral instructions, but following components: that option is fraught with diƒ culties and is not a good one. a) The rules in this book, including the Defi nitions,  e best solution is to ensure that all contingencies have been Race Signals, Introduction, preambles and the addressed in the dra‚ ing of the sailing instructions. rules of relevant appendices, but not titles; b) ISAF Regulation 19, Eligibility Code; Regulation 20, Advertising Code; Regulation 21, Anti-Dop- ing Code; and Regulation 22, Sailor Classifi cation Code; c) the prescriptions of the national authority, unless they are changed by the sailing instruc-

Page 4.1

‹6DLO&DQDGD tions in compliance with the national authority’s 2. a list of any other documents that will govern the prescription, if any, to rule 88.2; event (for example, the Equipment Rules of Sailing, to d) the class rules (for a boat racing under a handicap the extent that they apply); or rating system, the rules of that system are 3. the schedule of races, the classes to race and the “class rules”); times of warning signals for each class; e) the notice of race; 4. the course(s) to be sailed, or a list of marks from which f) the sailing instructions; and. the course will be selected and, if relevant, how courses g) any other documents that govern the event. will be signalled; 5. descriptions of marks, including starting and fi nish-  e second determination is in RRS 90.2 Sailing Instructions ing marks, stating the order in which marks are to be which requires, among other things, that “the race committee passed and the side on which each is to be left and shall publish written sailing instructions that conform to rule identifying all rounding marks (see rule 28.2); J2”.  us, sailing instructions are de€ ned as being a component 6. descriptions of the starting and fi nishing lines, class of the rules and then speci€ ed as a mandatory component. fl ags and any special signals used; 7. the time limit, if any, for fi nishing; Within the sailing instructions there is a restricted ability to 8. the handicap or rating system to be used, if any, and modify the main body of the rules. RRS 86.1(b) states that the classes to which it will apply; “sailing instructions may change a racing rule …” and then lists 9. the scoring system, if diff erent from the Low Point several rules, largely by reference to RRS 86.1(a), that cannot System in Appendix A, included by reference to be modi€ ed; the fundamental rules, the right of way rules, Appendix A, to class rules or other rules governing the the rules governing race organization and speci€ c other ones. event, or stated in full. State the number of races scheduled and the minimum number that must be ISAF and Sail Canada recognize that sailboat racing is con- completed to constitute a series.. stantly evolving and that the suitability of the rules changes with that evolution.  is recognition is re† ected by the fact that  ese nine items are † agged in Appendix L with * (asterisks) ISAF and many national authorities have rules committees, against the appropriate sailing instructions. RRS J2.2 then lists constantly reviewing existing rules in light of situations and another forty-one items that shall be included in the sailing circumstances that arise in regattas around the world. Also, as instructions if they apply. mentioned earlier, a new set of rules is issued every four years. In keeping with this, RRS 86.3 permits that with the consent of the national authority restrictions on rule changes “… do not apply if rules are changed to develop or test proposed rules RRS APPENDIX L in local races.” It is the desire of ISAF and Sail Canada that sailing instruc- tions should become universally standardized as far as possible so that all concerned will come to a common understanding CONTENT OF SAILING INSTRUCTIONS of what is going to happen on the race course. To this end, included in RRS is Appendix L Sailing Instructions Guide. RRS Part 3 Conduct of a Race, contains the basic rules for uoting from that: running races. Sailing instructions are dra‚ ed to supplement This guide provides a set of tested sailing instructions the rules; to specify which options, when included in the rules, designed primarily for major championship rega" as for are to be adopted for a particular event and to address circum- one or more classes. It therefore will be particularly useful stances that are not dealt with in the rules. for world, continental and national championships and other events of similar importance. The guide can also be More speci€ cally, RRS Appendix J Notice of Race and Sailing useful for other events; however, for such events some of Instructions requires, under RRS J2.1, that the following infor- these instructions will be unnecessary or undesirable. Race mation shall be included in the sailing instructions: offi cers should therefore be careful in making their choices. 1. that the race will be governed by the rules as defi ned in the Racing Rules of Sailing;

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In other words, the guide works. It includes all the information For the vast majority of SI dra‚ ing tasks the additional material required of a set of sailing instructions and excludes everything in the expanded document will be super† uous. It runs to that does not belong there. When dra‚ ing sailing instructions, twenty pages in length. However, that does not mean that one should not exercise literary creativity. Sailing instructions Appendix LE should be ignored as unnecessary. It is available should be as concise and standardized as possible, keeping on the ISAF web site—www.sailing.org—and has two poten- in mind that clarity and unambiguity are virtues in such a tially signi€ cant bene€ ts to anyone dra‚ ing sailing instructions. document. In ampli€ cation, RRS Appendix L sets out seven principles on which sailing instructions should be based and One bene€ t is that it is intended to be a dynamic document, they are worth reiterating here. to be revised to suit the most current thinking about sailing 1. They should include only two types of statement: the instructions and race management.  us Appendix LE should intentions of the race commi" ee and protest com- serve as an ongoing current reference.  e other bene€ t is mi" ee and the obligations of competitors. that Appendix LE is a MS Word document, which means 2. They should be concerned only with racing. Informa- that it can be downloaded and one can basically start to “€ ll tion about social events, assignment of moorings, etc., in the blanks”. It includes the course diagrams from the rule should be provided separately. book (Addendum A). Also, there is additional information in 3. They should not change the racing rules except when Addendum C, including instructions for running a qualifying clearly desirable. (When they do so, they must follow series and a € nal series. A further discussion on Appendix LE rule 86 by referring specifi cally to the rule being occurs at the end of this chapter. changed and stating the change.) 4. They should not repeat or restate any of the racing RRS Appendices K and L are also available as a Word document rules. templates on the ISAF website. Further, there are templates for 5. They should not repeat themselves. match racing Notice of Race and Sailing Instructions.  e 6. They should be in chronological order; that is, the order address is sailing.org/racingrules/documents. in which the competitor will use them. 7. They should, when possible, use words or phrases from the racing rules. TROPHIES AND DEEDS OF GIFT Following these principles and following the instructions in the guide will go a long way toward helping the RO to produce It is mentioned elsewhere, but merits emphasizing here, that a good set of sailing instructions. it might be important for the race committee to have a copy of the Deed of Gi‚ for any trophy up for competition at a  e preamble to Appendix L notes that some sailing instruc- regatta, especially if the regatta is proposed to be one that will tions are required or strongly recommended, while others see various classes sailing on one race course.  e committee are optional.  e mandatory instructions are marked with * needs to have the Deed of Gi‚ before € nalizing the sailing (asterisks) and refer to the nine items set out in RRS J2.1.  at instructions and might € nd that it is required during the initial convention is followed below, so that anyone dra‚ ing sailing stages of planning the regatta itself. instructions can evaluate the importance or necessity of any particular instruction considered for inclusion or exclusion.  e necessity for having a copy of a trophy’s Deed of Gi‚ lies in the probability, especially for an important trophy, that there are very speci€ c, and perhaps unusual, requirements for the conduct of the regatta. For example, there might be prescrip- RRS APPENDIX LE tions on the minimum distance between a mark and the shore, the minimum length of a windward leg, course con€ guration,  ere is a bigger, bolder version of RRS Appendix L called shortening course, etc.  ese prescriptions might make it very Appendix LE.  e “E” stands for “expanded”. uoting from it: diƒ cult, in a given context, to either mount a competition for It contains provisions applicable to the largest and most the trophy or to do so together with racing for other classes. complicated multi-class events, as well as variations on several of the sailing instructions recommended in Appendix L.

Page 4.3

‹6DLO&DQDGD Another reason for wanting a copy of the trophy’s Deed of and what con€ gurations are acceptable to the trustees of the Gi‚ is that o‚ en, for a major trophy, it will be speci€ ed that trophy. Similarly, and more confusingly, the “Olympic Scoring” the course to be sailed will be an “Olympic Course” and/or system, as it was de€ ned through 1992, no longer exists in the that the scoring will be “Olympic Scoring”. If either of these rule book.  ere is now one system described, the Low Point requirements is in the Deed of Gi‚ , regatta organizers might System. So, if a Deed of Gi‚ refers to an obsolete scoring system, well € nd themselves involved in much discussion with the one needs discussion with the trustees of the trophy. Class Association or the trustees of the trophy, to decide what courses are to be sailed and what scoring system is to be used.

 e “Olympic Course” has evolved, as have many other aspects SAILING INSTRUCTIONS of sailing. In the Olympics of 1948 the race course consisted of a circle of eight buoys, with a start/€ nish line at the centre of It is not possible to outline here the seeming in€ nity of legiti- the circle.  e marks were preset and the course was selected mate variances from the guide sailing instructions, but the from among the available marks so that the diametrically following o ers some comments on the dra‚ instructions, opposed pair that most nearly approximated the wind direc- indicating ways that a particular situation might be addressed. tion became the windward and leeward marks.  e reaching Remember that the dra‚ is formatted for a principal event mark was the one at 90° to the € rst two. Courses were sailed and that some instructions are not suitably phrased for a lesser with marks to port. In 1952, with minor variations, the same one. ISAF now has an expanded version of Appendix L (titled course was used, except that it was sailed marks to starboard. In Appendix LE), available on its website. 1956 both of these arrangements were used.  e courses sailed were an extended version of that labelled Course C in Figure Preceding the sailing instructions themselves is a précis of per- 7.01. In 1960, 1964 and 1968 the Olympic Circle was retained tinent information—the name of the event; inclusive dates; but the course sailed (with marks to port) was that which is name of the organizing authority and location. Following that now commonly labelled the “Olympic Triangle” i.e. Course F are the sailing instructions proper. in Figure 7.02. From 1972 through 1992 the courses sailed were most typically the “Olympic Triangle” but the preset “Olympic Circle” had disappeared, to be replaced by marks laid to pre- 1. Rules cisely re† ect the current wind and current conditions. 1.1* The rega" a will be governed by the rules as defi ned in the Racing Rules of Sailing. In Savannah (Atlanta) in 1996, race courses changed dramati- cally from earlier ones. By this time di erent classes were sailing  is instruction is axiomatic. Any regatta we are involved with di erent courses that related to particular characteristics of the will be under the ægis of ISAF and thereby under these rules. boats being sailed. In response to strong external forces that largely related to concerns about television broadcasting of the 1.2 [The following prescriptions of the _____ national sailing events, all courses were recon€ gured so that their € nish- authority will not apply: _____.] [The prescriptions ing lines were at the ends of runs, proximal to the starting line that apply are stated in full below.] and the dimensions of the courses were set so that time, rather than distance, became the criterion for the duration of the course.  e course con€ gurations from Savannah evolved into (OR) those used in Sydney 2000, in Athens 2004 and in ingdao 1.2 No national prescriptions will apply. 2008. In London 2012 all courses were either windward/ leeward or trapezoids.  is sentence was modi€ ed and resequenced in the 2005-08 edition and modi€ ed again for the 2009–12 edition. It  e racing rules no longer contain a description of what consti- behooves the reader to scan RRS 88 to understand the context tutes an “Olympic Course” or “Olympic Triangle” and indeed, in which this option might apply. most of the courses in the past four Olympics did not contain a triangular component, so any Deed of Gi‚ that relies on such For international events held in Canada, at which one would an external de€ nition of a race course is in need of revision. expect only Canadian and American entrants there still is a  us, questions arise about what course con€ guration is most in requirement to list the relevant Sail Canada prescriptions as keeping with the characteristics of the † eet sailing for a trophy one would not expect visitors to possess and use the Canadian

Page 4.4

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version of RRS. Our prescriptions are available as a stand alone „ class rules; document on the Sail Canada website. For an event such as „ the rules of Appendix B, C, D, E or F as appropriate; the Victoria – Maui International Yacht Race, which starts „ PHRF, IMS, CHS, ORC, or other handicapping in Canada and € nishes in the US, consideration of national system requirements; prescriptions becomes a bit of an issue. Very broadly, US Sailing „ regulations of a class sailing association; or prescriptions are focussed on equality while Sail Canada pre- „ requirements for safety standards for offshore racing. scriptions are focussed on actions of protest committees.  e appropriate position in this instance is use the ISAF version of Note that there is an asterisk following the instruction number. the rules, with no national prescriptions applying. Parentheti-  is means the sailing instruction must be included, but only cally, in that race, one half hour a‚ er the start, Part 2 of RRS if there is some relevant documentation to be referenced. is superceded by COLREGS – International Regulations for Preventing Collisions at Sea. For an event such as the Olympic 1.4 Racing rule(s) _____ will be changed as follows: _____. Games, the ISAF version of RRS would be used.  is instruction relates to RRS 86.1(b): that permitted changes 1.3* _____ will apply. to rules shall be indicated by making speci€ c reference to the rule to be changed and stating the change.  is sentence was new in 2001 and was inserted speci€ cally to make reference to a new ISAF protocol, the Equipment Rules 1.5 Under rule 87, rule(s) _____ of the _____ class rules of Sailing (ERS). Discussion of this document is outside the [will not apply] [is (are) changed as follows: _____] purview of this manual, except to say that Sail Canada has pre- scribed that these rules will be in e ect, obviating the need to  e brackets ([ ... ]) here and below indicate optional text. Here make speci€ c reference. ERS can be found on the ISAF website. the option is between two phrases. In other cases the option is to include or omit the phrase.  e intent is to address modi€ -  e Sail Canada prescription follows the heading for RRS 64.3 cations to class rules.  e guide suggests that a separate such Decisions on Protests Concerning Class Rules: statement be inserted for each class a ected. 64.3 Decisions on Protests Concerning Class Rules Sail Canada prescribes that unless otherwise provided in its A speci€ c example that might bene€ t from this instruction class rules, the ISAF Equipment Rules of Sailing shall would concern a boat such as a Shark or a Martin 242, which apply to all classes racing in Canada. has both one-design and cruising class status. Such a boat might be entered in an event where it is sailing under the cruising class  e ERS need not be cited because they are already mandated rules. Sails might be permitted that would not be allowed in a to be applicable, but other prescriptive documents could be one-design event or life lines might be required, whereas they referenced at this point, for example: would not be under the class rules.

1.6 If there is a confl ict It is worth noting an instruction that no longer appears in the Sailing between languages the English Instructions Guide. Through the 1997–00 editions of this guide there text will prevail. was an instruction dealing with eligibility of boats and competitors. However RRS J1.1(4) provides that the Notice of Race will address “the  is instruction would only have classes to race…, conditions of entry and any restrictions on entries”. applicability in an event for which oƒ cial documentation, e.g. the For many events, eligibility is an important matter and it is appropriate sailing instructions, was available that the requirements be included in the Notice of Race, to help pro- in two or more languages. spective attendees decide whether or not they will be welcome at the event. However, there are many regattas for which the Notice of Race is a somewhat informal document and in such cases it would likely be very worthwhile to specify eligibility requirements (if any) in the body of the Sailing Instructions. This information would be inserted after SI 1.3.

Page 4.5

‹6DLO&DQDGD 2. Notices to Competitors Instruction 4.2 only requires the insertion of a reasonable time Notices to competitors will be posted on the offi cial allowance for competitors to leave the dock and make their way notice board(s) located at _____. to the starting area before the warning signal.  e optional phrasing using † ag D, is ine ectual in that it provides no more  is instruction is self-explanatory, but points out the need information than AP and doesn’t impose the intended control.. to have such one or more notice boards.  e location of the oƒ cial notice board is to be inserted, but if there is to be more  e point of using † ag D rather than AP is to keep competitors than one notice board, designate one as the “oƒ cial” one and ashore—to keep them under the eyes of the race committee the other(s) as “unoƒ cial”.  e instruction should then be and, importantly, to disallow them from putting to sea without expanded to include a statement to the e ect that “failure to the knowledge of those responsible for their well being. Using post any notice on other than the oƒ cial notice board will † ag D in this manner (as a replacement for AP) can be very not be grounds for redress”, especially if the notice boards are helpful but the instruction needs to be reworded.  e sug- geographically remote from each other. gested wording is: 4.2 When † ag D is displayed ashore, the warning signal will be made not less than _____ minutes a‚ er † ag D is 3. Changes to Sailing Instructions removed. Boats shall not leave the harbour while this Any change to the sailing instructions will be posted signal is displayed. before 0900 on the day it will take eff ect, except that any change to the schedule of races will be posted by 4.3 When fl ag Y is displayed ashore, rule 40 applies at all 2000 on the day before it will take eff ect. times while afl oat. This changes the Part 4 preamble.

Sailing Instructions 3 through 14 are the ones that most directly  is instruction has applicability for a dinghy event where require the consideration of the RO. Times to be inserted in strong winds can be anticipated.  e guide suggests that this this sailing instruction need to allow enough time for a com- instruction can be deleted if a class rule applies. Some sailboard petitor to learn of any changes to the sailing instructions. class rules require the wearing of a PFD at all times, making this instruction redundant. Similarly, for classes such as Opti-  e times listed in the guide are examples only and can be mists, it is common to mandate that PFDs will be worn at all changed to suit. Changes to the sailing instructions should be times, overriding the necessity to display † ag Y ashore or a† oat. posted before competitors leave the dock in the morning and changes to the schedule should be posted before they leave the  e following observation must be made regarding the use of regatta site on the evening prior to the changes taking e ect. SI 4.3 and the invocation of RRS 40.  e main issue is whether or not applying rule 40 supersedes the fundamental personal responsibility of the competitor as set out in RRS 1.2 Life 4. Signals Made Ashore Saving Equipment and Personal Flotation Devices and RRS 4.1 Signals made ashore will be displayed at _____. 4 Decision to Race. If so, the responsibility, and any attendant liability, shi‚ from the competitor to the race committee. A sec- Instruction 4.1 is straightforward but implies that there is a ondary issue is that RRS 1.2 mandates that adequate personal suitably visible apparatus for hoisting † ags. buoyancy shall be used when required; RRS 40 only applies to boats racing. Does the ability to invoke RRS 40 supersede RRS 4.2 When fl ag AP is displayed ashore, ”1 minute” is replaced 1.2? Prudence indicates “yes”. If the RO has any concern about by ”not less than _____ minutes” in race signal AP. conditions on the water, he should display † ag Y.

(OR) A sailing instruction can be dra‚ ed that deals with these 4.2 Flag D with one sound means ‘The warning signal will concerns and ease the minds of a race committee on windy be made not less than _____ minutes after fl ag D days.  e instruction reads: is displayed. [Boats are requested not to leave the Competitors shall wear personal fl otation devices at harbour until this signal is made.]’ all times while afl oat. This changes rule 40 and the Part 4 preamble.

Page 4.6

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 ere is a tertiary issue and another caution. What constitutes Depending on the importance of the event, requirements an adequate PFD? RRS 40 states that wet suits or dry suits of class rules or deeds of gi‚ for trophies, how it relates to are not adequate. Beyond that, race oƒ cials should make no subsequent regattas for the entered classes, the wishes of com- determination; leave that to the knowledgeable authority—the petitors and predictability of weather conditions, thought has Coast Guard. If a race oƒ cer makes one comment about one to be given to: PFD, he could be deemed to have inspected and decided upon „ how many starts to schedule and how many races can the adequacy of all. If a mishap occurred in which “adequacy” be expected to be completed in a day; was at issue, the race oƒ cer could € nd himself in a position of „ whether to break for lunch between races, to run serious liability. them back-to-back, or to afford the race committee the option of making such a decision on the water For a large, multi-class regatta it might prove very useful to (for example, by writing an instruction stating that provide for using one or more class † ags in conjunction with if a specified flag is displayed on the committee boat, other signals made ashore to indicate that the signal only there will be an extended break, for lunch, between applies to the class(es) shown. Similarly, for a multi-course the finish of the current race and the start of the regatta, each race course could be assigned an identifying † ag, next); what provision to make for practice races and which, when displayed in conjunction with a racing signal, reserve days; and would show that the signal applied to that course but not to all „ similar items that will affect successful scheduling courses.  e usage at CORK is a good example. Alpha, Bravo, and completion of the event. etc. courses are each assigned a color. Each committee boat displays its assigned color, to a ord some assistance to com- 5.3* The scheduled time of the warning signal for the fi rst petitors € nding their way onto the water. Signals made ashore race each day is _____. that only apply to one race course (for example, protest time limits) are accompanied by the corresponding course color. Be careful with the wording in this instruction. Do not write e warning signal for the " rst race is.... Rather, write e sched- Additional signals may be made ashore. RRS Race Signals uled time of the warning signal for the " rst race is...  e di er- speci€ es a meaning for † ag L when displayed ashore and the ence is that the € rst wording requires that a warning signal sailing instructions may include others (e.g., numeral pennants be made at the scheduled time. If the appropriate signal was to indicate the number of races to be sailed on a given day). AP, the RO would be required to initiate a starting sequence, from the committee boat in the starting area, and follow the warning signal with a postponement signal. 5. Schedule of Races 5.1* Dates of racing:  e second of the two wordings above a ords more latitude. AP Date Class _____ Class _____ could be signaled directly, ashore or on the water.  e second _____ racing racing wording infers there is no necessity to make any signal at the _____ racing reserve day scheduled time but not to do so would indicate a laxity on _____ reserve day racing the part of the race committee. A suitable signal – warning or _____ racing racing postponement – should be made exactly at the time scheduled _____ racing racing for the € rst signal of the day except when AP or D is displayed ashore prior to the scheduled time for the € rst warning signal. 5.2* Number of races: Class Number of Races In the event that the RO can ascertain early in the day that races per day conditions are not going to be suitable at the scheduled starting ______time, AP (or D if the sailing instructions are suitably dra‚ ed) ______can be signaled ashore, before the scheduled time for the € rst One extra race per day may be sailed, provided that no signal and before any competitors are likely to leave the dock. class becomes more than one race ahead of schedule and the change is made according to instruction 3. In conjunction with the times listed in the schedule, it may be worthwhile to have an “Oƒ cial Clock” near the “Oƒ cial Much needs considering when dra‚ ing these two instructions. Notice Board” so that competitors can synchronize their

Page 4.7

‹6DLO&DQDGD watches with those of the race committee. Reference to such 6*. Class Flags a clock should be made in this sailing instruction.  is clock Class fl ags will be: might be useful to the RO, avoiding disputes about the time Class Flag of day when an absolute time limit expires although the wide- spread use of GPS makes accurate timekeeping much easier ______and puts all using it within less than one second of each other. ______5.4 To alert boats that a race or sequence of races will begin soon, the orange starting line fl ag will be dis- ______played with one sound signal for at least fi ve minutes before a warning signal is made. With the 2005-08 edition of RRS a ten year evolution from two starting systems world-wide to one was completed.  e  e scheduled time of the warning signal for the € rst starting starting system, as de€ ned in RRS 26 requires the use of class sequence each day should be speci€ c but if more than one † ags to identify the class in a starting sequence.  erefore this race is planned in a day, the warning signal for the second and instruction is now asterisked and is mandatory. subsequent starts should be “as soon as practicable” a‚ er the € nish of the preceding race.  e reason for not setting speci€ c However, if one wants to have two or more † eets of the same starting times for other than the € rst race is that if the € rst class on one race course, for example, “Gold” and “Silver” Laser race is sailed more quickly than allowed for, there will be an † eets, some arti€ ce is needed to distinguish between the class unnecessary delay between the € nish of the € rst race and the † ags for each † eet, such as putting the class insignia on yellow scheduled start of the second, or if there was a postponement and white € elds. For multi-class cruising boat events, PHRF, before the start of the € rst race, boats could still be sailing or similar, handicaps will form the basis for putting boats into that race at the time the next one was supposed to be starting. di erent groups, typically labelled “Division 1”, “Division 2”, etc. Numeral pennants can easily be used for class † ags. Also, if the optional extra race of SI 5.2 might be sailed, compet- itors will want to know how that decision would be signalled. A note of caution—if the race committee has the option of Dra‚ instruction 5.4 o ers one possibility but as an orange selecting from among several course con€ gurations while on † ag is so commonly used to indicate the committee boat end the water, with the chosen one to be signaled from the com- of the starting line, consider using another signal—† ag Q or mittee boat, it would be preferable to assign code † ags, rather 2nd Substitute or any other † ag or pennant that is not normally than numeral pennants, to the course designators.  is would used for signaling. be to avoid the circumstance of having, for example, numeral pennants 2 and 3 displayed simultaneously. Would this mean 5.5 On the last day of the rega" a no warning signal will be Class “2” is sailing Course “3” or vice versa? made after _____. A variant of this sailing instruction could be used to consoli-  is piece of information will help to reduce anxiety at the date information about the sequence and times of a multiple end of an event that has experienced scheduling problems. If start, e.g., competitors and those ashore know that there is an absolute Class Class fl ag Handicap Start time limit (which would be the latest permitted starting A Black 000-116 1800 time, plus the time required to sail the race, plus the time B White 117-137 1805 required to get back to shore) competitors will be more able C Green 138-173 1810 to coordinate travel arrangements and organizers will know the latest times at which banquets, awards ceremonies, etc. If not de€ ned elsewhere, the handicap breaks for cruising can begin. classes could be included in this instruction, as in this example.

Note that the de€ nition of RRS 29.2 General Recall provides  ere may be circumstances under which the RO would like for a new warning signal following a general recall.  is means options on the starting order of several classes. As a speci€ c that a starting sequence that was running up against the time example, Stars, Martin 242s,  underbirds and Dragons have limit of SI 5.5 could be terminated by a general recall. quite di erent relative performance in light and heavy air. To

Page 4.8

‹6DLO&DQDGD SAILING INSTRUCTIONS

prevent later starting classes from overtaking earlier ones, the SI 8.1 provides for stating the approximate course length. If starting sequence wants to be one way if the winds are less the RO can select from among several courses, such as D, E than ten knots, a second way in winds between ten and twenty and F of Figure 7.02, stating the approximate course length knots and a third way in winds over twenty knots. To do this, would not be informative, but it might be quite useful to the sailing instructions need to state that “the starting order publish the approximate length of the windward leg. Includ- shall be according to the class signal displayed on the RC ing information about the length of the windward leg or the signal boat”.  is provision could also be useful when there is length of the course would be useful in certain circumstances, a class registered to race but no boats show up to sail. Rather especially if a weather mark might not be clearly visible from than having a scheduled start with no competitors, the race the starting area or if the race has time-on-distance handicap- committee can skip it and go with the next one. ping. If the starting line is to leeward of the leeward mark and/ or the € nishing line is to windward of the windward mark, it might be worthwhile indicating approximately what the 7. Racing Areas additional distances might be. A" achment _____ shows the location of racing areas. An application of extending the € rst windward leg would  is instruction is not mandatory and is not needed if the be to deal with a fractious class at the € rst mark rounding. sailing instructions de€ ne the racing area, but a diagram may By extending the € rst windward leg as much as a mile, the be useful, particularly if there will be more than one race competitors will be more spread out at the € rst mark and the course or if the course will be selected from a list of € xed marks. rounding will be a much more orderly a air than it might be Anyone who has been to CORK will have seen the diagram of otherwise. When the race committee wishes to have options Kingston Harbour with the circles indicating the racing areas on which course is to be sailed and wants to make the decision for Alpha, Bravo, Charlie, Echo, Foxtrot and Golf courses. If on which one to choose only shortly before the start, there is a a diagram is to be included in the sailing instructions, take standard way of addressing the situation.  e course diagram care that the original artwork is such that the copies will be will show the various courses that might be sailed and each legible. Remember to include the illustration, and any other will be identi€ ed by a number or letter. Sailing Instruction attachments, with the sailing instructions before printing them. 8 will then include a statement to the e ect that “the course to be sailed will be indicated by the appropriate numeral pennant (or † ag)”. Refer to the comment above, regarding SI 8. The Courses 6 and the use of numbers or letters for the course designations. 8.1* The diagrams in A" achment _____ show the courses, including the approximate angles between legs, the 8.2 No later than the warning signal, the race commit- order in which the marks are to be passed, and the tee signal boat will display the approximate compass side on which each mark is to be left. [The approximate bearing of the fi rst leg. course length will be _____]. Posting the bearing to the weather mark, as per SI 8.2, could  ere are too many types of courses and too many varying be very helpful, especially if fog, rain or background clutter details for meaningful discussion here. Course layouts are the makes visibility too poor for the weather mark to be seen from subject of Chapter 7 Laying Marks and the required decisions the starting area, or if the weather mark is not in place at the as discussed therein need to be made before this sailing instruc- start of the race. Further, it is becoming common practice for tion can be dra‚ ed. more important one design events even though there is o‚ en no real bene€ t in doing so. Note that this is not a mandatory What can be said at this point is that, whatever the course instruction. con€ guration, or the alternate courses that might be used, this instruction must clearly delineate what the marks of the 8.3 Courses will not be shortened. This changes rule 32. course will be, using a suitable description of set marks or the proper nomenclature for navigation marks, (make sure that  is sailing instruction is almost a non sequiter. Unless there such marks are in fact in place) geographical features, etc. used are compelling reasons, such as a Deed of Gi‚ for a trophy to set the course. A course diagram will o‚ en be helpful. forbidding shortened courses, the RO would only be hobbling himself by including this instruction.

Page 4.9

‹6DLO&DQDGD Sailing Instruction 8.3 refers to shortening course and speci€ es  is instruction only needs to be included if the marks are not that it shall not be done. In many events it is desirable to be otherwise obvious. able to shorten course and the rules do provide for this. RRS 32 addresses reasons that the course might be shortened and 9.3 New marks, as provided in instruction 121, will be _____. the protocol for doing so.  is refers to using new marks di erent from the originals. Consideration needs to be given to the courses that might be Preferably, a new mark is di erent in appearance from an sailed and where they might be shortened. As a speci€ c example, original, so it can be a mark of the course even if the related (refer to Chapter 7 and Figure 7.01) if Course A or Course B original mark has not been removed. It can also occur that in a are to be sailed twice around, the RO might want the ability multi-class event, in response to a wind shi‚ , a new windward to shorten course at the end of the € rst lap. To be able to do mark has been laid and earlier starting boats are on to the leg so, SI 8.1 would have to specify that boats must pass through to the new mark, while later classes are still sailing toward the the start/€ nish line at the end of that lap. Without such an original mark.  us, both marks would need to be in place for instruction a boat could sail from the € rst leeward mark to a while and the two should be distinguishable from each other. the second windward mark without going anywhere near the € nishing line of a shortened course. 9.4* The starting and fi nishing marks will be _____.

8.4 Legs of the course will not be changed after the pre-  is instruction is required and describes the marks de€ ning paratory signal. This changes rule 33. the ends of the starting and € nishing lines. Descriptions of the lines themselves are set out in SI 11.2 and 13.  is instruction was new in 2005. What it says is that the course will not be recon€ gured in response to changing condi- 9.5 A race commi" ee boat signalling a change of course tions. As with 8.3 there is no obvious circumstance in which it is a mark as provided in instruction 12.2. would be to the advantage of the RO or competitors to fetter oneself by including such an SI. Refer to SI 12.2 as these two instructions are paired.

9. Marks 10. Areas that are Obstructions 9.1* Marks 1, 2, 3 and 4 will be _____. The following areas are designated as obstructions: _____ . (OR) 9.1* Marks 1, 2, 3, 4S and 4P will be _____.  is was new in 2005. A circumstance might arise whereby the race committee wants to declare a certain area o limits;  is instruction is needed mainly for set marks.  e marks must to say that boats shall not sail in a proscribed zone. One good be described (orange cone, yellow cylinder, etc.) so the competi- way to do this is to de€ ne a particular area as an obstruction. tors can identify them, particularly if there is more than one race course in the area.  e alternate wording refers to a course Between Royal Vancouver Yacht Club and the Jericho Sailing with a gate, represented by marks 4S and 4P, between which Centre is a shallow embayment that, in the summer, is fre- competitors must pass. Incidentally, the reference to S and P quented by swimmers and novice windsurfers. In a west wind is made relative to a boat sailing downwind to the gate marks. and † ood current, there is a signi€ cant back eddy in this bay and the closer to shore one gets, the stronger it becomes.

(OR)  e upshot of this is that on a beat, a boat has no competitive 9.1* Marks are described in A" achment _____. choice but to go into the bay; the deeper the better. If one isn’t willing to really push the limits there is little point in racing.  is option provides for de€ ning more complex mark arrange- To resolve this situation, it was decided to establish a “no go” ments more fully by means of a separate document. zone. A series of marks was set across the mouth of the bay with a prohibition against about crossing the line of marks. 9.2 The following marks are rounding marks: _____  e relevant sailing instruction follows.

Page 4.10

‹6DLO&DQDGD SAILING INSTRUCTIONS

Area of Obstruction A description of the starting line is required and what consti- The area south of a line running from the northwest tutes the line must be clear. Usually, one end of the starting comer of the RVYC Jericho breakwater, through a line will be indicated by an orange † ag or shape on a committee series of special purpose marks, to the north end boat.  e phrasing above is appropriate when the other end of of the pier at Jericho Sailing Association shall be an the starting line is a mark that is not a rounding mark. obstruction. These special purpose marks shall be orange in color. Boats sailing into the obstruction Another instance where speci€ c wording would be appropriate area shall be subject to protest and disqualifi cation. concerns a seldom used arrangement that was described in the Sailing Instructions Guide, but which is no longer included. DO NOT INDENT THE LINE  e Guide once o ered the following option: The starting line will be between staff s displaying ! orange fl ags or shapes on two race commi" ee boats. Signals will be made from a race commi" ee boat sta- tioned to windward of the line. JSA  e idea behind this arrangement is that for very large † eets, OBSTRUCTION RVYC committee boats, with Line Judges on board, demarcate the Jericho ends of the starting line. A third boat is stationed upwind of the midpoint of the line. Signals would be made from this boat, a ording much better visibility for the competitors. Figure 4.01 (OR) 11.2* The starting line will be between a staff displaying an 11. The Start orange fl ag on the starting mark at the starboard end 11.1 Races will be started by using rule 26 with the warning and the course side of the port end starting mark. signal made _____ minutes before the starting signal.  is phrasing is appropriate when a rounding mark also serves (OR) to de€ ne one end of the starting line or when something other 11.1 Races will be started as follows: _____. This changes than a buoyed sta is to be used as the port end mark. Speci€ - rule 26. cally, when a boat is used at the port end it is nominally the bow that would de€ ne the port end of the starting line. With RRS 2001–04 a new starting system became the default.  is system evolved over the prior ten years and consolidated (OR) two systems previously in use. North America used System 2 11.2* The starting line will be _____. and the rest of the world System 1. Now there is one “oƒ cial” system and it is set out in rule 26. Note that there is no asterisk  is option might be used in a circumstance where one end of so this sailing instruction is not mandatory if one is going to the line is ashore, on a breakwater or headland. strictly adhere to what is described in rule 26. If one wants to change the default time for the warning signal the instruction Another starting line described in previous rules books was: needs to be included, indicating the time interval to be used. The starting line will be between staff s displaying orange fl ags on starting marks A and B and between  e option provides for something other than the default staff s displaying orange fl ags on starting marks B and system; for example, the old System 2. In previous editions of C. Mark B may not be in a straight line between mark A the rules CYA included a prescription to rule 26, describing and mark C. For the purposes of rule 30.1, the exten- an “Alternate Starting System” – the old System 2.  at no sions of the starting line are the extensions beyond longer appears, so for Sail Canada there is now only one system. marks A and C.

11.2* The starting line will be between staff s displaying MARK A z  z  z MARK C orange fl ags on the starting marks. MARK B

Page 4.11

‹6DLO&DQDGD  is con€ guration is occasionally used in large † eets to help  e time delay permitted for a late start needs to be inserted. competitors establish transits and to help the race committee  e reference to RRS A4.1 addresses the situation where a minimize the number of general recalls. competitor crosses the starting line a‚ er the time limit expires and insists on sailing the course.  e status of Mark B needs ampli€ cation. Is it a mark of the course (without a required side) or is it simply an obstruction? 11.5 If fl ag U has been displayed as the preparatory signal, If it is a mark, a competitor hitting it contravenes RRS 31 but no part of a boat’s hull, crew, or equipment shall be in if it is an obstruction, there is no penalty for contacting it. the triangle formed by the ends of the starting line and the fi rst mark during the last minute before her  e way to avoid the problem is to state that for the purposes starting signal. If a boat breaks this rule and is iden- of RRS 31, Mark B shall rank as an obstruction (meaning that tefi ed, she shall be disqualifi ed without a hearing but there is no penalty for touching it). not if the race is restarted or resailed or postponed or abandoned before the starting signal. This changes Yet another starting line is no longer described in the Sailing rule 26. Instructions Guide.  rough RSS 1993–96, there was a marginal notation referring to an Addendum C, which described a gate  is is a new instruction and a slightly relaxed version of rule start.  is Addendum disappeared a number of years ago but 30.3.  e di erence is that this instruction provides that a there are occasions when gate starts are used. Refer to the end boat identi€ ed as the equivalent of BFD is permitted to sail in of this chapter for a discussion on gate starts. a race that is restarted or resailed. Under rule 30.3 this would not be permitted. 11.3 Boats whose warning signal has not been made shall avoid the starting area during the starting sequence 11.6 If any part of a boat’s hull, crew or equipment is on for other races. the course side of the starting line during the two minutes before her starting signal and she is identi-  is is a commonly used instruction, but it is also common fi ed, the race commi" ee will a" empt to broadcast her to specify an avoidance zone, such as within 100 metres of sail number on VHF channel _____ . Failure to make a the starting line. However, the instruction, especially with a broadcast or to time it accurately will not be grounds de€ ned zone, is practically unenforceable by the race commit- for a request fro redress. This changes rule 62.1(a). tee.  e intent is simply to keep those not yet starting from interfering with those who are.  e prudent course for the RO  is was new to RRS 2005-08.  e intent is the to let radio is to leave the instruction as dra‚ ed and to do nothing about it equipped competitors know that there are boats over the on the race course. Let the competitors decide for themselves starting line well before the starting signal. whether or not they consider that they are being interfered with during a starting sequence. However, when it is obvious that Other information that could be included under the umbrella boats are infringing this instruction it is common for the RC of SI 11 includes such things as the sequence of classes to start to hail “All boats not starting keep clear of the starting area”. in a multi-class event and how the starting class will be indi- cated by the race committee. Another “avoidance zone” is occasionally established. When there is concern about competitors hitting the committee boat,  e last point to be made on the de€ nition of the start is that a ‘spacer buoy’ or ‘Inner Limit Mark’ can be set.  is mark if the regatta is match racing, reference should be made to the is laid so that it † oats roughly abeam the committee boat’s pre-start limitations set out in RRS C4. transom, on the course side, € ‚ een or twenty feet away.  is mark needs to be described in the sailing instruction, prohib- iting anyone from sailing between it and the committee boat. 12. Change of the Next Leg of the Course Again, this mark ranks as an obstruction. 12.1 To change the next leg of the course, the race commit- tee will move the original mark (or the fi nishing line) to 11.4 A boat starting later than _____ minutes after her a new position. starting signal will be scored Did Not Start without a hearing. This changes rule A4.

Page 4.12

‹6DLO&DQDGD SAILING INSTRUCTIONS

(OR) 13. The Finish 12.1 To change the next leg of the course, the race commit- 13.1* The fi nishing line will be between staff s displaying tee will lay a new mark (or move the fi nishing line) and orange fl ags on the fi nishing marks. remove the original mark as soon as practicable. When in a subsequent change a new mark is replaced, it will (OR) be replaced by an original mark. 13.1* The fi nishing line will be between a staff displaying an orange fl ag on the fi nishing mark at the starboard end Dra‚ SI 12.1 contains less information than it used to.  e and the course side of the port-end fi nishing mark. reason for this is that rule 33 Changing the Next Leg of the Course is considerably expanded from previous versions; spe- (OR) ci€ cally, in the matter of signaling a change, the procedure is 13.1* The fi nishing line will be _____. included in the rule rather than inserted as a sailing instruction. As with SI 11, the € nishing line needs to be adequately Of the two options listed above, the € rst is unlikely worth described, but there are potential reasons for the race com- considering.  e downside of Option 2 is that mark boats must mittee not wanting to be bound to which side of the mark carry extra (replacement) marks.  e downside of Option 1 is the committee boat is to be.  erefore it is desirable that the that if something goes awry while trying to relocate a mark, the description of the € nishing line does not specify which end of race will be abandoned. Also, with several classes on the course, the line the RC signals boat will be on.  us, for the second it could well happen that the RO wants to send the early classes option above it might do well to remove the references to port to a new windward mark on the second beat while allowing and starboard.  e de€ nition of " nish sets out what a boat is later classes to sail to the original windward mark. supposed to do at the line without need to state which end of the € nishing line is which. Beyond that, the instruction needs no ampli€ cation. It would, of course, only be applicable to courses sailed around set marks.  e third option is there to deal with the situation where the  e “new mark” referred to, as discussed in SI 9.2, preferably € nishing line is something other than set marks. For example, will be distinctly di erent than the original mark it replaces. the € nishing line for the Victoria–Maui Race is a transit from a mark on the balcony of a certain hotel room, over a nearby 12.2 Except at a gate, boats shall pass between the race navigation mark, which is the inshore limit of the € nishing commi" ee boat signalling the change of the next leg and line.  ere is no o shore mark. the nearby mark, leaving the mark to port and the race commi" ee boat to starboard. This changes rule 28. 13.2 If the race commi" ee is absent when a boat fi nishes, she should report her fi nishign time, and her position  is is a very strange instruction. Note € rst that it is paired in relation to nearby boats, to the race commi" ee at with SI 9.5. Both are needed to have this requirement in e ect. the fi rst reasonable opportunity. Whatever the intent might be, the e ect is to create a gate; a gate over whose width the RO has little control. If boats want  is is a new instruction, but one with an obivous application. to round the mark outside the signal boat, let them.  e best It commonly occurs in long distance races hosted by small option for this instruction, together with SI 9.5, is to ignore it. clubs, that there is no one in attendance at the € nishing line Do not include this instruction. to record € nishing times.  is instruction a ords competitors a method for recording their own € nishing times. Further on gate marks or o set marks; setting them in the € rst instance is diƒ cult enough because the relative locations of the marks is quite important. Relocating them while racing is 14. Penalty System in progress is more diƒ cult. Seldom do we have the resources 14.1 The Scoring Penalty, rule 44.3, will apply. The penalty to set new pairs of marks during a race. To simplify things will be _____ places. the sailing instructions can provide that “in the event the windward and o set marks (Marks 1 and 1a) are to be moved Rule 44 sets out two alternate penalties for breaking rules of they will be replaced by a single mark” and “if a gate mark Part 2.  e “Two Turns Penalty”, formerly known as the “720° (Marks 3s and 3p) is to be relocated it will be replaced by a Turns Penalty” is the default option, so if the Scoring Penalty single mark to be rounded to port”. is to be used, it needs to be speci€ ed in the sailing instructions.

Page 4.13

‹6DLO&DQDGD In RRS 44.3 it is optional to specify the number of places lost 15.2 Boats failing to fi nish within _____ after the fi rst by a penalty.  e default is 20% of the number of boats entered. boat sails the course and fi nishes will be scored Did Not Finish without a hearing. This changes rule 35, A4 (OR) and A5. 14.1 The penalties are as follows: _____.  ese instructions are simple enough in intent; their purpose  is option a ords the opportunity to impose penalties that is to put a reasonable limitation on the length of time that a are not described in RRS 43. competitor may continue to race, so that the next start can commence or the race committee can go home, etc.  e change 14.2 For the _____ class(es) rule 44.1 is changed so that to rule 35 arises because the rule says nothing speci€ c about the Two-Turns Penalty is replaced by the One-Turn how a time limit will be calculated or even if there will be one Penalty. and the SI is quite speci€ c about the detail of the time limit.  e change to A4 is that the rule says nothing about scoring  ere are classes, which, for any one of a number of reasons, DNF boats and SI 15.2 € lls that gap.  e change to A5 is that a 360º turn is suƒ cient penalty and for which a 720º turn the rule is silent on the matter of time limits expiring. would be too onerous. A note on ‘target time’. It is simply that—the elapsed time in 14.3 As provided in rule 67, the [protest commi" ee] [jury] which the RO intends the € rst boat to sail the course and € nish. may, without a hearing, penalize a boat that has broken It is not a limit and if the € rst boat € nishes a‚ er the target time rule 42. has elapsed that does not obviate the race. As an aside, the use of target times is becoming the norm in one design racing but RRS 42 does provide for penalties without a hearing, but some class rules specify leg lengths, with or without time limits. requires that this possibility must be set out in the sailing  e Star Class, for example, mandates that for more than 60 instructions.  is instruction € lls that requirement. boats in a race the windward leg shall be between 2 and 2.5 nm, that the time limit to the € rst mark will be 45 minutes (OR) and the time limit for the race will be 3.5 hours. 14.3 Appendix P will apply [as changed by instruction(s) [14.2] [and] [14.4]].  e RO needs to give some thought to what will be a reason- able limit in the context of the time that might be expected 14.4 Rule P2.3 will not apply and rule P2.2 is changed so for competitors to complete the course, the number of races that it will apply to any penalty after the fi rst one. to be started in the day, when darkness will fall or other con- siderations. When selecting time limits, refer to Chapter 7 Appendix P sets out an escalating penalty for repeated infrac- Laying Marks for a discussion of course lengths and the time tions of rule 42. Dra‚ SI 14.4 is recommended only for junior required to sail them. events. It modi€ es rule P2 in such a way that a competitor is not faced with rule P2.3 a‚ er a third infraction of rule 42. Time limits can be de€ ned in three ways. (Times used in the following discussion are only examples). 15. Time Limits and Target Times 15.1* Time limits and target times are as follows: Absolute Time Limit Class Time limit Mark 1 Target  e time limit can be absolute, independent of the start time. time limit time For example, in a summer evening series, the time limit might ______be set at 2100 hours, when daylight is fading, with the € rst ______warning signal scheduled for 1755 hours.  is gives boats in ______the € rst scheduled start three hours to complete the course. However, if the starting sequence was delayed for half an hour, If no boat has passed Mark 1 within the Mark 1 time they would only have two and a half hours to complete the limit the race will be abandoned. Failure to meet the course, as the time limit would not be set back. target time will not be grounds for redress. This changes rule 62.1(a).

Page 4.14

‹6DLO&DQDGD SAILING INSTRUCTIONS

Relative Time Limit Time limits are usually set generously long. If the time limit  e time limit can be a relative one, linked to the starting time. is stated to be 1.5 hours plus a 30 minute grace period but For example, in a regatta that has several starts scheduled in most boats sail the course in 40 to 45 minutes, using “earlier” a day, the time limit might be set as two hours a‚ er the start. means that the time limit would expire in seventy minutes  us, whatever a given start time, competitors will have two rather than ninety. hours to sail the course. For the sake of the race committee and competitors, in a multi- class event, the time limits should not be complicated. With Conditional Time Limit multiple † eets, the situation can arise where some † eets are  e time limit can be a conditional one, linked to the time of € nishing within the listed time limit, some are € nishing under the € rst € nisher.  is can be done in two ways: an extended time limit and some boats are crossing the € nish- „ to set the time limit as thirty minutes after the first ing line a‚ er their time limit has expired. boat finishes; or „ to set the time limit as two hours after the start, but if one boat finishes within the time limit, others have 16. Protests and Requests for Redress another half hour to finish. 16.1 Protest forms are available at the race offi ce [, located at _____]. Protests and requests for redress or One must be careful when writing instructions using the reopening shall be delivered there within the appro- second conditional time limit as it must be clear that either: priate time limit. „ the time limit is extended by one-half hour if one boat finishes within the time limit; or 16.2 For each class, the protest time limit is 90 minutes „ the time limit lapses one-half hour after the first boat after the last boat has fi nished the last race of the finishes, in which case the time limit might be less day or the race commi" ee signals no more racing than two hours. today, whichever is later.

 e dra‚ sailing instruction establishes a conditional time Instructions 16.1 and 16.2 state where and when protest forms limit.  ere is no limitation on when the € rst boat might € nish, or requests for redress are to be € led.  e reference to changing but the last one must € nish within 30 minutes of the € rst, or rules 61.3 and 62.2 alludes to the fact that dra‚ ing speci€ c whatever other interval is speci€ ed. For a multi-class regatta, SI instructions € rms up indeterminate intents in the rules. 15.2 might be altered to read “...a‚ er the € rst boat in her class sails the course and € nishes...” 16.3 Notices will be posted no later than 30 minutes after the protest time limit to inform competitors Because the dra‚ instruction does not establish an absolute or of hearings in which they are parties or named as relative time limit, and because prudence will usually dictate witnesses. Hearings will be held in the protest room, that some time limit be set, the following wording might located at ____, beginning at [the time posted] be used. It is derived from the dra‚ sailing instruction as it [ _____.] appeared in RRS 1997–00: 16.4 Notices of protests by the race commi" ee or protest The time limit will be _____ for the _____ class and commi" ee will be posted to inform boats under rule _____ for the _____ class. Boats failing to fi nish 61.1(b). within _____ minutes after the fi rst boat in its class fi nishes, or within the time limit, whichever is later, will 16.5 A list of boats that, under instruction 14.3, have been be scored DNF. This changes rules 35 and A4. penalized for breaking rule 42 will be posted.

Now we have an instruction that combines a relative and a con- Instructions 16.3, 16.4 and 16.5 are procedural and deal with the ditional time limit. What it provides is that for a two hour time process of notifying all concerned parties of the protests and/or limit, if the € rst boat € nishes in 1:30 or less, the last one must requests for redress that have been € led.  is is done in the inter- € nish within two hours, but if the € rst € nishes in 1:31 or 1:59, ests of keeping everyone informed and expediting the hearing of the last must sail the course in 2:01 or 2:29.  is instruction protests or requests for redress. can be tweaked a bit by changing the word “later” to “earlier”.

Page 4.15

‹6DLO&DQDGD 16.6 Breaches of instructions 11.3, 18, 21, 23, 24, 25,26 17. Scoring and 27 will not be grounds for a protest by a boat. This 17.1* The scoring system is as follows: _____. changes rule 60.1(a). Penalties for these breaches may be less than disqualifi cation if the protest commi" ee Instruction 17.1 is only needed if a system other than the so decides. default Low Point System of Appendix A is used. Rule 90.3(a) sets the Low Point System as the default. Note that this instruction does not say that infractions of the cited instructions are not grounds for protest—it states that 17.2* _____ races are required to be completed to consti- such infractions are not grounds for protest by a boat.  e race tute a series. committee or protest committee can initiate a protest, likely successfully, but the potential for trivial protests is reduced. 17.3 (a) When fewer than _____ races have been com- pleted, a boat’s series score will be the total of An alternate wording for SI 16.6 removes the default penalty her race scores. of disquali€ cation and also removes the need to cite a number of speci€ c rules. (b) When from _____ to _____ races have been completed, a boat’s series score will be the total 16.6 Penalties for breaking a rule other than those of Part of her race scores excluding her worst score. 2 will be determined by the protest commi" ee. This changes rule 64.1(a). The scoring abbreviation for a (c) When _____ or more races have been completed, discretionary penalty imposed under this instruction a boat’s series score will be the total of her series will be DPI. scores excluding her two worst races.

16.7 On the last scheduled day of racing a request for  e notice of race and/or SI 5 will set out the number of races reopening a hearing shall be delivered planned for the event. Instruction 17.2 speci€ es the number (a) within the protest time limit if the request- of completed races required to declare the event completed. ing party was informed of the decision on the SI 17.3 provides for the number of completed races before one previous day; or two “drop” or “throw out” races are considered. Normally (b) no later than 30 minutes after the requesting three or four would be the threshold below which there would party was informed of the decision on that day. be no drop races. In a regatta with € ve races scheduled, there might be a drop a‚ er four races were completed. In a seven race This changes rule 66. series there usually will be a drop when € ve races are completed. In events with a large number of races scheduled, a second 16.8 On the last scheduled day of racing a request for drop race might be considered a‚ er about three-quarters of redress based on a protest commi" ee decision the schedule was completed, i.e. the seventh of nine races or shall be delivered no later than 30 minutes after the the eighth of eleven. decision was posted. This changes rule 62.2. ISAF recommends that even if the default, one discard, scoring  e intent of two previous instructions is to bring closure to the is to be used, that for clarity that provision should be set out in protest hearing process so that € nal result can be determined the notice of race and in the sailing instructions. and prizes awarded.  e change to rule 66 reduces the time available for applying to reopen a hearing. Eligibility for trophies should appear in this sailing instruction. For example, “ e XYZ Perpetual Trophy will be awarded to 16.9 Decisions of the [protest commi" ee] [international the yacht in the PHRF–LO † eet with the lowest total score jury] will be fi nal as provided in rule 70.5. for € ve races, including the long distance race. In case of a tie on points, the lowest total corrected time will be used to  is statement would be valid for every regatta with an inter- determine the winner”. national jury and would not need to be included as a sailing instruction because the rules so prescribe. Only if, in accor-  e question of results that end in ties also needs to be reviewed. dance with rule 70.5(a), (b) or (c) Sail Canada gave permission Rules A7 and A8 establish the protocols for dealing with ties for a “no appeals” regatta, would this instruction be needed. in a one-race event and in a series.

Page 4.16

‹6DLO&DQDGD SAILING INSTRUCTIONS

It is interesting to compare these rules with A1.4 of the perspective, it is fortunate that POH has only one entrance, 2001–04 edition of RRS. Previously, ISAF provided that tied quite constricted—only € ‚ y or sixty feet wide at the narrow- scores a‚ er either a single race or a series were to stand. CYA est point. Here, from before the € rst boat leaves port in the added a prescription that provided for breaking a tied series morning until a‚ er everyone is sure the last boat has been “...when a single winner must be determined...”  ere obvi- accounted for in the evening, sits a group of very dedicated ously is no way to break a tie arising from one race but ISAF volunteers, who track every boat departing or returning. now provides for breaking a tied series, whether or not a single winner must be determined. As a consequence, Sail Canada Every boat, including every committee boat, has to ensure the no longer includes a tie-breaking prescription. ‘Seagulls’ note it when leaving and re-entering the harbour.  e ‘Seagulls’ compare checkout lists against registrations RRS Appendix B Windsur" ng Competition Rules deletes and notify the respective race committees of boats that have Appendix A and replaces it with a very di erent version. Appen- not been seen leaving the harbour. dices C Match Racing Rules and D Team Racing Rules set out the scoring systems to be used in such events, in which there Each competitor has to check in with its race committee when are only winners and losers. Appendix E Radio Sailing Racing it is on course.  e race committee can verify the boats it has Rules retains Appendix A. Appendix F Kiteboard Racing Rules seen against the lists of boats seen leaving the harbour.  us, changes parts of Appendix A. it can be determined whether or not every boat leaving POH arrives on the race course. If the lists don’t agree, a search can be initiated to € nd missing boats. Similarly, at the end of the 18. Safety Regulations day, competitors check with the ‘Seagulls’ as they re-enter the 18.1 Check-Out and Check-In: _____. marina. If there is not a complete correspondence between the checking out and the checking in lists, a search is initiated. 18.2 A boat that retires from a race shall notify the race commi" ee as soon as possible.  is is a thorough and time-consuming procedure, aimed at ensuring that every competitor sailing out of POH is accounted  is was a new instruction in 2001–04, resulting from the for throughout the day. To ensure that the procedure is adhered increasing diƒ culty in tracking large numbers of competitors to, CORK sailing instructions assess penalties for boats that leaving harbour for the race course and departing the race do not comply. course to return to port. Occasionally, a boat will depart the racing area because of a Instruction 18.1 expects a description of a procedure for breakdown or something similar and return to shore at a point checking out of the harbour and back in. An exemplary other than POH. At risk of penalty, the boat then must inform example of this procedure is that carried out at CORK. the CORK oƒ ce that it safe.

 e principal site for CORK activities is Portsmouth Olympic Harbour, in Kingston, Ontario. Several hundred dinghies, 19. Replacement of Crew or Equipment ski s, catamarans and small keelboats will sail from here 19.1 Substitution of competitors will not be allowed over the duration of the regatta. From a race management without prior wri" en approval of the [race commit- tee] [protest commi" ee].

The 1985–88 edition of IYRR set out that fl ag B is always acceptable as a 19.2 Substitution of damaged protest fl ag, irrespective of any other provisions in the sailing instructions. or lost equipment will not be The 1989–92 edition included a CYA prescription that “…the fl ag shall be authorized unless approved by fl ag B or a red rectangular fl ag...”.Now, RRS 61.1(a) only requires a “red the [race commi" ee] [protest fl ag”. If a racing fl eet tends to use any red object to serve as a protest commi" ee]. Requests for sub- signal, so it is unclear that a protest is being signalled, it may be advisable stitution shall be made to the to include an SI that reads “for the purposes of RSS 61.1(a), only fl ag B or commi" ee at the fi rst reason- a red, rectangular fl ag is acceptable as a protest fl ag. able opportunity.

Page 4.17

‹6DLO&DQDGD  ese were new in the 2001–04 edition of RRS.  e € rst 22. Offi cial Boats applies in situations with tight de€ nitions of crew eligibility. Offi cial boats will be marked as follows: _____. If both instructions are to be in e ect, it might make sense to have the race committee be the authority to approve crew  ere sometimes will be reasons to visually identify oƒ cial changes but the issues surrounding crew substitution might be boats. Mark set vessels, jury boats and rescue boats o‚ en suƒ ciently thorny that the RO would happily defer to the jury. † y identifying signals, for the bene€ t of competitors and to indicate some authority when controlling movement of coach Instruction 19.2 would apply when dealing with equipment or spectator boats. Sometimes too, in busy waterways, oƒ cial that had been subject to measurement or when boats provided boats will be stationed in the vicinity of marks, † ying a distinc- by the organizing authority had been supplied with particular tive signal, to aid competitors in locating marks. Whatever equipment needing to be replaced because of loss or breakage. signals these boats are † ying will be noted in this instruction.

20. Equipment and Measurement Checks 23. Support Boats A boat or equipment may be inspected at any time for 23.1 Team leaders, coaches and other support personnel compliance with the class rules and sailing instructions. shall stay outside areas where boats are racing from On the water, a boat can be instructed by a race com- the time of the preparatory signal for the fi rst class to mi" ee equipment inspector or measurer to proceed start until all boats have fi nished or the race commi" ee immediately to a designated area for inspection. signals postponement, general recall or abandonment.

 is was new in 2001–04. One circumstance for applying  is instruction is noteworthy in that it does not apply directly this instruction would be when there was concern that a boat to competing boats. Previously, the guide recommended a was being sailed in a di erent condition from which it was penalty be taken by a competitor if a support boat did not measured, such as having corrector weights altered or a rudder comply with this instruction.  at note is no longer present, pro€ le modi€ ed. re† ecting a recognition that penalizing a competitor for the actions of a non-competitor is unfair and/or unenforceable. A similar checking procedure comes from the fact that some classes have a requirement that crews shall maintain a  e function of this instruction is simply to keep coaches and maximum weight during a regatta. O‚ en, this requirement is advisors o the race course; to keep them from providing veri€ ed by spot checks, perhaps with the jury informing ten outside assistance to their sailors and to prevent them from percent of the boats they have to report to the regatta oƒ ce interfering with other competitors. Insert the dates and/or within a predetermined, short period of time a‚ er completing times that this restriction will apply, as it probably would be the last race of the day, in order that the crew might be weighed. onerous to impose this restriction during practice races.

Another similar provision, o‚ en a part of long-distance keel If the actions of a coach result in a contravention of RRS 41, boat racing, is to require that all, or some boats go through a the competitor would be subject to penalty under that rule. post-race inspection to ensure that all required safety equip- For other misdeeds by a coach, there are two recourses.  e ment was on board during the race Alternately, a declaration € rst would be to make him unwelcome at the regatta site—to might have to be submitted by each boat, avowing that all disallow him access to the marina or to other regatta facilities. required safety equipment was aboard during the race. Such a  e other would be to report him to his employers (typically a declaration would not be part of the sailing instructions but yacht club), to his Provincial Sailing Association or equivalent, would be a condition of racing. or to his National Authority.  is instruction is intended to keep coaches and advisors o the race course; to keep them from providing outside assistance to their sailors and to prevent 21. Event Advertising them from interfering with other competitors. Boats shall display advertising supplied by the organiz- ing authority as follows: _____. To gain authority over coach boats the NoR can mandate that each support boat register with the organising authority, and Application of this instruction is subject to the provisions of agree to abide by whatever requirements the OA chooses to ISAF Regulation 20, the Advertising Code. impose, as a condition of access to the event facilities.

Page 4.18

‹6DLO&DQDGD SAILING INSTRUCTIONS

 ese requirements might well take the form of an ISAF boats will o‚ en have a crane of some description for putting document, Standard Coach Boat Regulations.  is document, boats in and out of the water. Without this instruction, one which is akin to sailing instructions for coaches, is available competitor could haul a boat to clean the bottom and tie up on the ISAF website. the crane so that other competitors would not have the same opportunity. If there is little or no pressure on the shore facili-  e issue of coach boats on the water is not a frivolous one at ties this instruction is unneeded or might be altered to make high level regattas.  e following is an opinion by Toronto’s some such provision as permitting two halves of the † eet to Paul Henderson, as President of ISAF. Note that his sugges- haul out on alternate days. tions do include provision for sanctions against a competitor for transgressions by a coach. 26. Diving Equipment and Plastic Pools I was pleased by Torben Grael’s concern over the weather tech- Underwater breathing apparatus and plastic pools nology now available at the America’s Cup which must be banned or their equivalent shall not be used around keelboats at the Olympics. ISAF should not allow any communication tech- between the preparatory signal of the fi rst race and nology on the race course either by the sailors or their coaches. the end of the rega" a. Forbidding coaches on the water solves one problem, but esca- lates the cost for the organizers as they must provide boats  e intent of this instruction is the same as SI 25, to keep the and drivers. The solution is to ban any communication equipment competition equitable. from the water and make all coaches go through a security check before being allowed to tow their teams out to the race course. Coach boats at 15 minutes before the start must be corralled 27. Radio Communication well behind the starting line and remain in the designated area Except in an emergency, a boat shall neither make radio until all boats have fi nished. No boats should be allowed within transmissions while racing nor receive radio communi- 5 km of the race course for any reason except as specifi ed by cations not available to all boats. This restriction also ISAF. This stops wealthy nations having team boats, which have applies to mobile telephones. left from remote marinas, on the water early in the morning checking currents and wind pa" erns before racing. The penalty  is is another instruction aimed at fairness of competition. for cheating in these ways must be very severe including that  e intent is not to allow a competitor to receive outside assis- the entire national team is disqualifi ed from the Olympic Rega" a. tance such as weather information, etc.

23.2 Support boats shall be marked with _____.  e application and impact of this sailing instruction escalated in the 2001–02 Volvo Round the World Race. A protest was Requiring support boats to † y distinctive signals as per instruc- € led, charging that one boat was using its satellite communica- tion 22.2 simply makes it easier to identify the boats the race tion system to access a web site for weather information; a site committee is dealing with. that was not on an ‘approved’ list, available to all competitors.

An inversion of this instruction might be dra‚ ed for long ocean 24. Trash Disposal races, where it is now common to use GPS transponders to track Trash may be placed aboard support or offi cial boats. competitors during a race.  e information from these tran- sponders is available to all boats and to anyone with internet  e intent of this instruction is obvious. access. An SI might be written to forbid competitors from hiding themselves by turning a transponder o . 25. Haul-out Restrictions Keelboats shall not be hauled out during the rega" a 28. Prizes except with and according to the terms of prior Prizes will be given as follows: _____. wri" en permission of the race commi" ee.  is instruction is self-explanatory. uali€ cations to the deed  is instruction is largely to keep the competition equitable for of gi‚ for a perpetual trophy that might prevent awarding all entrants in a given class. An event involving one-design keel the trophy unless certain conditions have been met in having

Page 4.19

‹6DLO&DQDGD completed a particular number of suitable races, should be the right of way, protest and scoring rules, but RRS Appendix identi€ ed here. Beyond that, the instruction can be worded C Match Racing Rules does set out modi€ cations to the pre- to re† ect the prizes to be awarded. start limitations that should be noted by the race committee. Further, this appendix refers to an assigned end of the line. If the assignment is to be pre-published in the sailing instructions, 29. Disclaimer of Liability rather than be decided at a competitors meeting, the method Competitors participate in the rega" a entirely at of assignment needs to be set down in SI 6 and should be such their own risk. See rule 4, Decision to Race. The orga- as to ensure that any given boat or competitor is not always nizing authority will not accept any liability for material assigned the same end of the line. One last note—the RO must damage or personal injury or death sustained in con- be well aware that if he is running a match racing event that is junction with or prior to, during, or after the rega" a. in conformance with Appendix C, the start sequence is very di erent from that set out in RRS 26. Appendix C Match  is is yet another instruction that € rst appeared in the Racing Rules includes more information about managing such 2001-04 rules, re† ecting an increasing litigious mind set in an event. the world and the growing popularity of “extreme” versions of our sport, with the attendant risks.  e Sailing Instructions Guide includes two addenda that outline more information that might be included in the sailing instructions. 30. Insurance Each participating boat shall be insured with valid third-party liability insurance with a minimum cover Addendum A—Illustrating the Course of _____ per incident or the equivalent. Addendum A shows course diagrams for the most typical con€ gurations, together with minor options, and the recom-  is is the last instruction, new in RRS 2001-04. It is self- mended way of illustrating them. Such illustrations, or ones explanatory and simply re† ects the reality of today’s environ- showing whatever course con€ gurations are to be used, are ment. Insert the amount of insurance required; commonly well worth including if appropriate. Note that the marks are $1,000,000.  e instruction might well require that a copy of numbered in the diagrams and the order of rounding is stated. the insurance certi€ cate be € led with the registration applica- If alternate courses are available to the race committee and tion, although that requirement would be better set out in the the selected course is to be signalled by a numeral pennant Notice of Race. or similar, the course identi€ cation should be shown on the diagram. (Refer to Chapter 7 Laying Marks, Figures 7.01 and 7.02.) OTHER SAILING INSTRUCTIONS Addendum B—Boats Provided by the Organizing  e RO would do well to review the list in RRS J2.2 for a list of Authority forty suggestions on other suitable information to be included Addendum B deals with visitors using boats supplied by the in the sailing instructions. host club and sets limitations on how these boats are to be treated.  e marginal note suggests that this SI be inserted RRS Appendices B, C, D, E and F set out modi€ cations to a‚ er SI 3 (and renumbering all the subsequent sailing instruc- the rules for: tions). However, to be consistent with the idea of presenting the sailing instructions roughly in the order that competitors will „ Sailboard Racing; need them, it might be better that this SI follow dra‚ Sailing „ Match Racing; Instruction 1 Rules, as basically this is a rule. Competitors agree „ Team Racing; to treat borrowed boats as speci€ ed or they don’t use them. „ Radio Racing; and „ Kiteboard Racing.  is set of instructions is explicit and restrictive.  e intent is If the event is one of these types, it would be appropriate to that a competitor shall do nothing to modify a borrowed boat include in Sailing Instruction 1.3 a statement that the relevant and shall take utmost care while it is in his/her possession.  e appendix will be in e ect. Most of these modi€ cations a ect bottom will not be sanded; no holes will be drilled in the boat;

Page 4.20

‹6DLO&DQDGD SAILING INSTRUCTIONS

the boat’s equipment will not be misplaced and every precau- „ THE START has several modifications, one being tion will be taken to avoid collisions on the water, regardless provision for signalling OCS boats at Mark 1; of right of way. „ THE FINISH includes revised descriptions of the finishing line; „ under PENALTY SYSTEM there is an instruction Gate Starts dealing with the ‘switching on’ or ‘switching off’ of As late as the 1993–96 edition of the rules there was another rule 42; and addendum to the Sailing Instructions Guide – one that con- „ there are other minor differences between the two cerned itself with “gate starts”. Gate starts are not commonly versions in PROTESTS AND REQUESTS FOR used but they certainly are not unknown. For example, the 505 REDRESS and SCORING, plus a new instruction, Class almost always uses gate starts and the gate start can also ADVERTISING. be used to start informal races without a race committee boat, marks or other accoutrements. Accordingly, Appendix 9 Gate An important component of Appendix LE is Addendum C. Starts is included in this manual to preserve the discussion.

Addendum C— ualifying Series and Final Series; Opening Series and Medal Race MORE ON APPENDIX LE  e preamble to Addendum C reads: The sailing instructions below provide for dividing a As stated earlier, Appendix LE is an expanded—bigger, more large fl eet into smaller fl eets for a series of qualify- comprehensive—version of the Sailing Instructions Guide. ing races, the results of which determine each boat’s It includes variations on instructions covered in Appendix L assignment to two or more fl eets for the fi nal series. and other instructions for “the largest and most complicated They also provide for an opening series, which may multi-class events”. consist of qualifying and fi nal races, and a medal race. Insert these instructions in the sailing instructions  e format of Appendix LE follows that of Appendix L but and renumber as necessary. there are instructions added and instructions deleted so the numbering is inconsistent between the two versions. As with To date, the medal race is only happening in events very closely Appendix L, LE has Addendum A, “Illustrating the Course” associated with the Olympic Games and can e ectively only and Addendum B, “Boats Provided by the Organizing Author- happen when lots of spectators can get very close to the race ity”. However, LE has an Addendum C “ ualifying Series and course. Because this is such a specialized event format—and Final Series; Opening Series and Medal Race”. is in fact a format still very much in evolution—there will be no further discussion on the topic, An overview of the di erences between the two versions, excluding Addendum C, includes the following:  e remainder of the addendum deals with racing in † ights. „ a new SI is included under RULES that addresses  e instructions below are intended to be inserted in the main the medal race and invokes Addendum Q, (dealing body of the instructions and the sentence numbers indicate with umpired fleet races) which only exists on the where to locate them, relative to Appendix LE. ISAF website; „ a new SI ADDITIONAL IDENTIFICATION 2.3 While racing each boat shall display a coloured ribbon follows RULES and deals with bow numbers and corresponding to the fl eet to which she has been with identifying the the first, second and third boats assigned and a" ached to her [mast top] [top ba" en] overall at the beginning of each day’s racing; [backstay]. Ribbons and instructions for a" achment „ a new SI is included dealing with the mandatory will be available from the race offi ce. carrying of cameras and electronic equipment; „ a new SI FORMAT OF RACING addresses the  is instruction reiterates the common practice of identifying options between single series, qualifying series and qualifying round boats with colored ribbons, and, by being final series or opening series and medal race.; an instruction, making it mandatory for boats to display the „ RACING AREAS and THE COURSES address ribbons and specifying where in the rigging they are to be multiple courses at a regatta; displayed. Four or six colors are needed, depending on overall

Page 4.21

‹6DLO&DQDGD number or entries and the projected size of the † eets in the (c) If all fl eets have not completed the same number € nal series Refer to the discussion at the end of Chapter 3 of of races by the end of a day, the fl eets with fewer this manual, races will continue racing the following day until all fl eets have completed the same number of 7.2 For the qualifying series boats will be assigned to races. All boats will thereafter race in the new fl eets Yellow, Blue, Red, Green, etc., of, as nearly as fl eets. possible, equal size and ability. The target fl eet size is ____. Initial assignments will be made by a seeding  is instruction envisions shu ing the deck at the end of each commi" ee appointed by the [race commi" ee] [orga- day and is predicated on a qualifying series of at least two, and nizing authority]. Those assignments will be posted by preferably three, days duration. Instruction 7.3(a) states that _____. for purposes of reassignment, the same number of completed races for each † eet will be used.  e words “ability” and “seeding” in this instruction imply that there is enough information available about the competitors to Let’ s use, as an example, a single round robin with four † eets— make an estimate of their ranking within the overall entry list. Yellow, Blue, Red and Green.  e schedule for the round robin If this can be accomplished, the instruction has validity and can might look like this: be included. If initial assignments cannot be made other than arbitrarily, the € rst part of the instruction can still be included. Race 1 Race 2 Race 3 7.3 (a) In the qualifying series boats will be reassigned to fl eets after each day of racing, except if on the Yellow v. Blue Yellow v. Red Yellow v. Green fi rst day only one race is completed. If all fl eets have completed the same number of races, boats Red v. Green Blue v. Green Red v. Blue will be reassigned on the basis of their ranks in the series. If all fl eets have not completed the same number of races the series score for If the € ve shaded starts of the six scheduled lead to € nished reassignment will be calculated for those races, races, at the end of the day Yellow and Green † eets each have numbered in order of completion, completed for three races but Red and Blue only two. In this case only the all fl eets. Reassignments will be made as follows: € rst two races completed by Yellow and Green would be used to determining the following day’s assignment of boats. Rank in series Fleet assignment  e sentence referring to two or more boats with the same rank First Yellow means that if there is a Green boat with 18 points and a Yellow Second Blue boat with 18 points, the Yellow boat would be entered on the Third Red ranking list € rst of the two, simply because the color Yellow is Fourth Green listed before the color Green. Fifth Green Sixth Red  e other point of note is that assignments are made in an Seventh Blue ongoing sequence of Yellow thru Green followed by Green Eighth Yellow thru Yellow.  is is a good way to equalize the boats. and so on Instruction 7.3(b) is straight forward. It states that there comes If two or more boats have the same rank, they a time when the assignments need to be made. 7.3(c) returns will be entered in the left column in the order of to the situation of not completing all races the previous day. fl eets in instruction 7.2. In the example above the Red v. Blue race was not completed and will be the € rst race sailed on the second day and sailed (b) Assignments will be based on the ranking avail- by the boats that were assigned to Red and Blue the previous able at 2100 that day regardless of protests day. Only a‚ er that race is completed will boats group into the or requests for redress not yet decided. † eet assignments for the day and start the second round robin.

Page 4.22

‹6DLO&DQDGD SAILING INSTRUCTIONS

7.4 (a) Boats will be assigned to fi nal-series fl eets Gold, 20.4 (a) If at the end of the qualifying series some boats Silver, Bronze, Emerald, etc., on the basis of their have more race scores than others, scores for ranks in the qualifying series. The fi nal-series the most recent races will be excluded so that fl eets will have, as nearly as possible, equal size all boats have the same number of race scores. but so that the Silver fl eet is not larger than the Gold fl eet, etc. Boats with the best qualifying- (b) For the qualifying series, rule A4.2 is changed series ranks will race all fi nal-series races in the so that the scores are based on the number of Gold fl eet, boats with the next-best qualifying- boats assigned to the largest fl eet. series will race in the Silver fl eet, etc. Here are two more statements aimed at leveling the playing (b) Any recalculation of qualifying-series ranking € eld,  e € rst is obvious in that when calculating the Gold/ after boats have been assigned to fi nal-series Silver split, this wants to be done on the basis of counting the fl eets will not aff ect the assignments except same number of completed races for each boat.  e second that a redress decision may promote a boat to addresses the situation of scoring OCS, DSQ, etc. when the a higher fl eet. † eets are not identical in size. Without the provision, scoring penalties in the smaller † eet would be smaller than the same  ere are a few points for consideration in instruction 7.4.  e penalties in the larger † eet. € rst relates to keeping the € nal series † eets as nearly equal in size as can be done.  is is equitable as it puts all boats in a 20.5 Except for race scores excluded under instruction similar starting line environment.  e assignment to Gold or 20.6, a boat’s series score for the rega" a will be the Silver † eet is very simple. If there are 100 boats, the 50 boats total of her race scores from those qualifying races with the best ranking at the end of the qualifying round are completed by all fl eets and her fi nal races. Diff erent assigned to Gold † eet.  e other 50 sail in Silver † eet. However, fi nal-series fl eets need not have completed the same some classes put restrictions on the size of Gold † eet.  e 49er number of fi nal races. The boats in the Gold fl eet will class, for example, states that there shall be no more than 25 be ranked highest, etc. boats in Gold † eet.  is instruction discusses the € nal placing of each boat. Typi- 20.1* _____ races are required to be completed by each cally, the € nal results are posted only in the context of Gold and fl eet to constitute a qualifying series. If _____ races Silver † eets, which is to say there is no ‘Overall’ result.  ere are not completed as scheduled, the qualifying series will be € rst, second and third place € nishes in the Gold † eet will be extended to complete them. and in the Silver † eet.

 is instruction needs to provide, at the very minimum, At the time of making the Gold/Silver split, each boat has a that everybody has completed one race, Far better would be ranking based on counting the same number of completed to require one round robin to be completed. Note that the races. Whatever this ranking might be, it is carried forward instruction provides that, in the event the qualifying series is into the € nal series. Now the concern about completing the not completed in the scheduled time, it will continue, cutting same number of races is no more—we are dealing with essen- into the € nal series time allotment if needed, to attempt to tially two di erent events. If all boats counted six races for complete the qualifying series. the qualifying series, at the onset of the € nal series, each boat would have six results. If, from there, Gold † eet completed 20.3* _____ races, consisting of the qualifying races completed three races and Silver only two,the € nal results for Gold would by each fl eet and any fi nal races completed by the Gold fl eet, include nine races, less the appropriate number of drop races. are required to constitute a rega" a for all boats.  e results for Silver would consider eight races.

Here, the requirement is that beyond whatever number is estab- lished to constitute a qualifying series, one more completed (OR) race in Gold † eet will constitute a regatta. In the event Silver 20.5 (a) Except for race scores excluded under instruc- † eet did not complete a race the € nal standings in that † eet tion 20.6, a boat’s series score for the rega" a would be as € rst ranked. will be the total of her race scores from the opening series and the medal race, if any.

Page 4.23

‹6DLO&DQDGD (b) For the medal race rule A4.1 is changed so that the points are doubled and rule A4.2 is changed so that the scores are based on the number of boats assigned to compete in that race..

 is alternate instruction introduces the concept of a medal race—one € nal, short race, usually for the top ten boats, to complete a regatta.

Four more instructions follow, all related to there being a medal race and will also not be discussed further.

Page 4.24

‹6DLO&DQDGD COMMITTEE PERSONNEL

ASSETS OF A GOOD RACE OFFICER

Necessary assets of the Race Oƒ cer are to be: „ punctual; „ flexible; „ enterprising; and „ open to discussion.

He/she must be available to: „ select and train members of the race committee; INTRODUCTION „ attend regatta committee meetings; „ participate as required in drafting and reviewing the From the Guide for Race O" cers: notice of race and the sailing instructions; Race commi ee members should be experienced sailors as „ choose suitable vessels for committee, jury, mark and well as having had race management experience, and should safety boats; and be physically capable of working long hours on the water in „ have a say in the choice of equipment to be used on occasionally trying conditions. Within reason, the smaller board the committee boat. the commi ee the be er – small boats can be used (see “Equipment”), communication can be simplifi ed, and action  e RO also should: will occur with a minimum of time loss. A feeling of accom- „ have good judgment; plishing tasks with good team work and a minimum of fuss „ be experienced in sailing; is another by-product. „ be tactful; „ have self-confidence; „ have knowledge of the waters of the venue; „ be an organizer; THE RACE OFFICER „ be able to anticipate any snag; „ be alert;  e regatta chair typically selects the Race Oƒ cer (RO) „ be able to read weather maps and reports; and although for suƒ ciently important events it might be a class „ be congenial. association or Sail Canada that selects or recommends, the RO.  e RO is, in turn, largely responsible for selecting other Beyond all the attributes listed above, it is desirable that the members of the committee.  e RO works with the regatta RO has a general knowledge of such things as committee to € nd the number and sorts of people required to „ other sailing activities in the area; carry out the race committee’s tasks. „ sail measurement; „ handicapping systems, if applicable, for which the For ISAF sanctioned events, ISAF ROs will be appointed(one Sail Canada website offers a few notes on different per race course), maybe with an ISAF Technical Representative. systems; (refer also to Appendix 10 Handicapping,  ese people will work in concert with the locally nominated Scoring and Results) and ROs but will have authority over them on the race course.  e „ protest procedures. working relationship between ROs identi€ ed by the organizing authority and the ROs appointed by ISAF is outlined in the the ISAF document ISAF Race Management Policies for the Olympic Sailing Competition and ISAF Events. ORGANIZING A RACE COMMITTEE

Before considering the characteristics, experience and skills As planning continues for the regatta, the RO can continue required of race committee members, it would do well for the preparations in three areas: RO to re† ect on the qualities the regatta chair was looking for „ information to go into the sailing instructions; and how well he/she measures up. „ the people needed for the race committee; and „ the equipment the committee will need.

Page 5.1

‹6DLO&DQDGD Deciding the needs for race committee personnel is a matter of sailing instructions, preferably with a copy available for each „ how many race courses there will be; committee member. „ if the event needs or can afford mark boats; „ how many people are actually required on the com- Beyond these technical items, the RO will point out the impor- mittee boat (as opposed to how many tasks there are tance of the event and of the committee performing well. Good to be carried out) to properly fulfill the committee’s performance will come from each member of the race com- duties; and mittee: „ whether certain individuals and/or boats can double „ having an overview of the entire event and an under- up on assignments, e.g., the Mark Layer or Rescue standing of the value of his/her specific duties within Officer serving as pin end Line Judge. that context; „ appreciating that he/she is a member of a team with  e desired list of personnel has to be tempered with consid- one goal—to run a successful regatta; and erations of people and equipment. It might be diƒ cult to € nd „ accepting that as a volunteer, one can be expected to enough interested and quali€ ed volunteers, but a persuasive enjoy participation in the regatta, but that attention RO can work to overcome this problem. However, if there is must be paid to his/her duties under the direction no way that all the desired boats can be arranged, there is no of the RO. point in € nding crews for them. A race committee has been likened to a racing crew. Each Various methods can be used to € ll race committee positions, member is part of the team; each has duties; all are there to ranging from the Chairperson personally asking acquaintances enjoy themselves but they must act in concert with one another with suitable skills, to a general call for volunteers through the and under the instructions of the skipper if their e orts are to host club newsletter or notice board. Provincial Sailing Associa- be worthwhile. With these understandings, the crew will come tions or Sail Canada might be good sources for names, espe- to act professionally and cohesively, having positive e ect on cially if one is looking for high calibre help for a major regatta. the competitors. With good courses and proper starting signals, competitors will sail better, enjoy themselves more and better Once a list of volunteers has been generated, the RO should appreciate the e orts of the race committee. contact each of them before the € rst meeting to learn: „ race committee experience (if any); „ competitive sailing experience (if any); „ general sailing experience: PERSONAL FLOTATION DEVICES „ boat handling experience, particularly including pos- session of a Pleasure Craft Operator Card (PCOC), Before continuing, let us consider that every member of the which is a requirement for anyone at the helm of any race committee a† oat has to have, or at least have access to, a boat that would be used for race management, PFD (Personal Flotation Device). It cannot be recommended „ physical strength; and too strongly that anyone electing to volunteer to serve on race „ any particular skills or disabilities that might enhance committees own and carry his/her personal PFD. or hinder the operation of the race committee (e.g., while someone with a strong back would be most To expand the discussion, let it be that everyone in charge of useful when it comes time to weigh anchor, a color on-the-water operations with race committee personnel using blind person might not make a good Flag Officer). boats less than, say, 25 feet in length, require that personnel wear PFDs at all times while a† oat.  e RO should also seri- If the RO does not know all of the committee members, and ously consider wearing a PFD at all times, because he/she could how best they can serve, appointments should not be made to be moving about a lot on an unfamiliar boat, concentrating speci€ c positions before the € rst meeting. on things other than personal safety.  ere are no Canadian laws on this matter but the Canadian Safe Boating Council He/she will then call a € rst meeting of the committee, ade- has strong opinions on the advisability of wearing PFDs. Go quately ahead of the event.  e agenda will include: a descrip- to the website at csbc.ca. tion and dates of the event; the scope of the race committee’s role; appointment of positions among the volunteers; a descrip- tion of the equipment to be used and how; and a review of the

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‹6DLO&DQDGD COMMITTEE PERSONNEL

ASSISTANT RACE OFFICERS

SAIL CANADA RACE OFFICER TRAINING PROGRAM

 e Sail Canada Race Oƒ cer Training Program was instituted to improve the skills and performance of race oƒ cers working everywhere in Canada and to standardise the manner in which races are run.  e program, in concert with other Sail Canada programs, identi€ es several levels of skill, re† ecting the degree of involvement one has in regatta management and the impor- tance of the event in which one is participating.  ose serving as Assistant Race Oƒ cers help the Race Oƒ cer to carry out the managing of a race.

With respect to Assistant Race Oƒ cers, the program has several goals, including teaching: „ appreciation of the need for organization in race management; „ appreciation of the need for uniformity and consistency in the manner in which tasks are carried out; „ acceptance of the importance of the race management group working as a team; „ knowledge of the duties, obligations and responsibilities of each member of the race committee; and „ acceptance of the principle that the race committee works together as a professional, efficient team, dedicated to providing for competitive sailors the best possible racing conditions for every event. „ A good starting point for those just entering into the world of race management is a booklet entitled Join the Race Committee Team! This is published by Sail Canada and is an adaptation of a USSailing publication of the same name. It is available from the Provincial Sailing Associations or Sail Canada.

With these general goals identi€ ed, it is necessary to point out some responsibilities that must be accepted by each person vol- unteering to serve as a race oƒ cer. It is important, to the team as a whole in its endeavour to achieve excellence, that these are properly addressed.

Race oƒ cers volunteer time and growing expertise to help competing sailors enjoy the sport of sail boat racing. Race management should not be taken lightly; the success or failure of a race will o‚ en depend on the performance of the race committee conducting the event. Like a chain, the race management team will only be as strong as its weakest link. Everyone who volunteers to serve on a race committee is therefore encouraged to strive for excellence in the acceptance and performance of particular responsibilities.

 e technical aspects of the role of each member of the race committee are covered in detail below.  ere are however, several other general attributes that are important, including: „ dependability; „ punctuality; „ acceptance of the authority of the Race Officer; „ responsibility toward each other member of the race committee; „ recognition of the need, as a race official, to maintain suitable behaviour and dress afloat and ashore; „ awareness that the race committee will spend many hours each day away from the dock, in the open on board small boats; „ understanding that each member needs to be properly prepared and self-sufficient with respect to clothing, personal flotation devices, medication or motion sickness preventatives and possibly food and drink, „ acceptance that the race officer’s day is not done when the committee boat arrives back at the dock, but only when the RO is satisfied that everything is done and dismisses the committee; and importantly, „ respect for the property of others, as race committees often work with borrowed boats and equipment.

Page 5.3

‹6DLO&DQDGD Above all, we must not forget that participation in amateur sports activities is a chosen use of our leisure time.  e anxiety of trying to do the job well must never outweigh the pleasure that we gain from participating. Strive for excellence but enjoy the experience!

ASSISTANT RACE OFFICERS

 e people who assist the RO have a speci€ c set of tasks on the race course. Within the Sail Canada Race Management Program these tasks are assigned to the: „ Safety Officer, „ Mark Layer, „ Recorder, „ Timer, „ Flag Officer, „ Sound Signals Officer, and „ Line Judge.

In most large events, there will be people carrying out the duties ascribed to each of the seven positions listed above. Of the seven assignments, an Assistant Race Oƒ cer can expect to be asked to handle the duties of Recorder, Timer, Flag Oƒ cer or Sound Signals Oƒ cer. Knowledge of the roles of Safety Oƒ cer and Mark Layer and some experience in small boat operation are required for certi€ cation as a Club Race Oƒ cer.  e ability to be e ective as a Line Judge requires a good deal of familiarity with what is likely to happen as boats maneuver near the starting line in the minute or so before a start and the few subsequent seconds.

Scoring, as a duty of the race committee, is not included in the Assistant Race Oƒ cer task list. Scoring is not directly related to making a race happen although it is central to making a regatta happen. Today, scoring is typically performed by someone with computer skills who can transfer information from € nish sheets to a so‚ ware package that will print a good results list.  ere may be coordination required between the Scorer and the RO to resolve inconsistencies or to modify results following the outcome of protest hearings or requests for redress.

 e duties and necessary knowledge for carrying out each of these assignments are set out in the following pages. Appendix 4 Assistant Race O" cer Check Lists contains lists of the various items that each oƒ cer needs in order to perform. While the fol- lowing pages in this chapter contain the minimum information required for the Assistant Race Oƒ cers, there is much valuable information included in other parts of the manual.  e most pertinent chapters are Chapters 7 through 11, which detail the many events that do, or may, occur on the race course and which are important to members of the race committee. It is impor- tant too, to be familiar with parts of the Racing Rules of Sailing and the sailing instructions for the event in question.  e most pertinent rules and appendices are dispersed through the rule book.  ey are rules 26, 27, 29, 30, 32 through 36, and 80, Race Signals (which is found on pages 204 – 205 of the current Sail Canada edition of the rules), and International Code Flags and Pennants (on the inside back cover). In addition, the sailing instructions will include speci€ c information for the race committee.

 e Assistant Race Oƒ cers serve in support of, and are directly responsible to the Race Oƒ cer.  e RO may choose to delegate some authority to one or more support sta but retains the € nal responsibility for decision-making and the successful running of a race or regatta. Other members of the race committee should provide the RO with all the information needed for making deci- sions but, unless speci€ cally authorized, should make no independent decisions.  e types of information that can be provided by each of the support team are outlined in the appropriate places below.

For each Assistant Race Oƒ cer, there is a job description, divided into: „ responsibility; „ general information; and „ specifics.

Page 5.4

‹6DLO&DQDGD COMMITTEE PERSONNEL

GENERAL INFORMATION SAFETY OFFICER 1. Outside Help When a competitor in apparent diƒ culty asks the Safety RESPONSIBILITY Oƒ cer, or any other member of the race committee, for help,  e responsibilities of the Safety Oƒ cer are far greater than for whatever reason, the help will be pro ered so as to ensure those of anyone on the race committee other than the RO.  e that a race is well run but, if a mishap occurs, that crews and status of this position within the Sail Canada Race Manage- boats are rescued. ment Program is ill-de€ ned. It is not directly related to the racing but is intimately related to the well-being of the racers. So that the regatta has an e ective Emergency Plan, the Safety  e Safety Oƒ cer’s assignment is not to ensure that a race Oƒ cer should become part of the regatta organisation com- is well run but, if a mishap occurs, that crews and boats are mittee to help in dra‚ ing such a plan. rescued. So that the regatta has an e ective plan of action in case of some catastrophe on the race course, the Safety Oƒ cer For any number of reasons in this increasingly litigious world, might become part of the regatta organisation committee to it behooves the Safety Oƒ cer to record, initially mentally and help dra‚ ing such a plan. as soon as practicable in writing, all the relevant circumstances with respect to the presence of danger to crew or vessel. If  e abilities the Safety Oƒ cer requires on the water include: the competitor resumed racing a‚ er receiving assistance and „ most importantly, having good judgment, but in another competitor questioned whether or not there was a addition; danger to person or vessel, a protest might well be lodged. Any „ knowing very well how to operate small boats, espe- notes made by the assisting party would be very helpful to the cially in heavy weather; jury in deciding the merits of the protest. „ knowing how to use the radio, compasses and other equipment on board; It is also possible that the Safety Oƒ cer provides outside help „ the ability to swim; upon request, believing that there is no danger to person or „ knot tying skills; and vessel. In such a circumstance, it also is important to record „ good physical strength. the details of the incident and to report to the RO that the help was considered unnecessary. It would also be an asset for the Safety Oƒ cer to have knowl- edge of € rst aid and to understand the duties of the Mark Layer. It can happen that the Safety Oƒ cer will approach a capsized boat, one that has been over for some time, whether or not the Before leaving the dock, the Safety Oƒ cer will ensure that all crew has been trying to right it, and the crew will refuse o ers the equipment potentially needed during the day is on board, of assistance. In such a situation, the Safety Oƒ cer must use including adequate fuel. On the course, if serving in no other careful judgment and consider the possibility of a ecting a capacity, his/her duties are mainly to keep in contact with the rescue despite the protestations of the sailors. uite likely, the race committee and to stay alert for changes in the weather that competitor’s refusal of assistance stems from a concern about might bring sudden, strong winds onto the course. disquali€ cation under RRS 41 because he doesn’t consider himself to be in danger. If the Safety Oƒ cer considers other- If called upon to provide rescue services, the Safety Oƒ cer will wise, he is bound to render assistance, despite any objections likely have to rely largely on his/her own initiative to take the from the competitor. Whether or not the competitor resumes most e ective action, doing so in conformance with the pre- racing a‚ er the incident, it should be recorded and reported established Emergency Plan. Refer to page 2.14. to the RO as soon as practicable.

 ere is supposed to be a standard set of hand signals to indicate to Often, because of personnel and/or equipment limitations, the duties of the Safety Oƒ cer whether a com- Mark Layer and Safety Offi cer are fulfi lled by one boat and crew. Thus, petitor wants assistance. Waving knowledge of both jobs is required. an outstretched arm with the hand open is to mean “I want assistance” while waving with the

Page 5.5

‹6DLO&DQDGD hand closed is to mean “I do not wish assistance”. Unfortu- „ loss of memory, nately, the signals are o‚ en used with the meanings reversed. It „ cyanosis (blue skin color), might be wise for this matter to be clari€ ed at the competitors „ muscular rigidity, meeting before the start of the event; an open hand means “yes”, „ dilation of pupils, a closed hand, “no”. „ slow, irregular pulse, which may be hard to find, „ loss of consciousness. Any member of the race committee, or indeed, anyone in the vicinity of a competitor in diƒ culty must help, or be prepared Symptoms to help, in the most e ective manner. If an o er of assistance „ feeling cold, is rejected, one must make the decision to override the objec- „ hunger, tion or to stand by and wait until the situation clari€ es itself „ muscle spasms, one way or another. Whatever the resolution, records should „ confusion, be kept.  e consequences of the Safety Oƒ cer making an „ lack of coordination, error in judgment and rescuing people that did not want or „ inability to form words, require rescuing are minor. A jury or protest committee can „ disorientation, easily reinstate them in the race.  e consequences of erring „ slow, irregular pulse, the other way could be fatal. „ semi-consciousness.

Treatment modalities include: 2. Hypothermia „ for early stages of hypothermia;  e refusal of assistance from a capsized boat might be given ƒ get victim out of water as soon as possible and take because a crew thinks that the boat can be righted and be back to shore and shelter, in the race. However, it is quite possible that the crew is tired- ƒ have victim consume high energy producing foods, from attempting to right the boat and cold from being in the ƒ get victim into warm, dry clothing, water for some time. If this is the case, they are likely su ering „ for advanced hypothermia; some degree of hypothermia—a lowering of deep body tem- ƒ begin arti€ cial respiration if necessary, perature—and are no longer completely rational.  ey will not ƒ place the victim in a hot bath for 20 minutes, with appreciate their situation; they will not realize that they are arms and legs not immersed, su ering from the cold; they will not understand that unless ƒ keep in a warm room under dry blankets, taken from the water they are putting their lives at risk. ƒ provide hot drinks (no alcohol), ƒ in an extreme case, or when in doubt, get the victim Hypothermia is an insidious condition in that the victim is to hospital. not aware that anything is amiss. Loss of body heat places the body in a general state of shock, which in turn depresses normal If the safety oƒ cer considers that he/she is dealing with hypo- body functions, slowing re† ex actions and coordination. Most thermic people, they should be brought aboard the rescue boat. deaths in cold water (25°C, 75°F or less) are due to rapid loss of  ey probably will not resist. body heat, leading to unconsciousness and drowning or heart failure.  e onset of hypothermia occurs when normal body temperature (36.9°C, 98.6°F) drops to about 36° to 34°C (97° SPECIFICS to 93°F). If the core body temperature nears 32° to 28°C (90° to 82°F) the situation has become severe and potentially fatal. 1. Preparing for the Event For an event in which there will be many entrants in dinghy Progressive signs and symptoms of hypothermia include: classes, the Safety Oƒ cer might become part of the commit- tee planning the event. Safety aspects of the planning process Signs could extend to determining the number and types of boats „ slowing of physical actions, and radios needed for rescue work and special equipment to „ complaints of cold, be carried on those boats. Possibly, sailing instructions will be „ shivering, dra‚ ed that require competitors to carry towlines or otherwise „ exhaustion, make provisions for rescue. „ lack of judgment,

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 e Safety Oƒ cer can help devise an e ective plan for under- „ whether, in a very bad situation, to abandon attempts taking single or multiple rescues.  is plan should be known to rescue the boat and concentrate on getting the to every person involved in the regatta, plus which, it could crew to safety. be helpful to have a copy posted on the oƒ cial notice board. Some of these decisions would be very diƒ cult to make, but the Safety Oƒ cer needs to understand that it might become 2. On the Water necessary for him/her to do so. As mentioned, when on the race course, the Safety Oƒ cer’s basic duty is to remain alert and be prepared to do whatever needs doing. While these duties are generally seen in the 4. Effecting a Rescue context of heavy winds, with resulting capsizes and break- Little can be written instructing someone how to provide assis- downs, other situations might require the services of the Safety tance in righting a capsized boat or in how to pull a cold, fright- Oƒ cer, including: ened sailor aboard. Much will depend on the boats involved, „ collision between two boats, resulting in serious (both the sail boat and the rescue cra‚ ), on the strength of the damage and the need for assistance; rescue party (and whether that is one or two people), and on „ breakdowns not associated with heavy airs; or the wind and sea conditions. „ boats running aground (which could even happen in no wind and a bad current) or fouling an obstruction  ere are however, a few pointers: and requiring assistance to get free. „ when approaching a capsized boat, ensure that the rescue boat is not in danger of fouling its propeller Normally, the services of the Safety Oƒ cer will be called upon with a streaming halyard or sheet, probably on the as the wind builds from moderate to fresh and as rigging failures windward side of the boat; begin to occur and less skilled crews start to capsize more o‚ en. „ keep an eye on the crew, making sure that all of them are visible, to avoid hitting one;  e catastrophic scenario is to have eighty 420s sailing the third „ if the crew is in peril, the first task is to rescue them race of the day, all with crews under eighteen years of age, and and to worry about the boat later, if at all; to have a forty knot squall hit the course. In the space of € ve „ when manoeuvring to pluck crew members from their minutes thirty boats capsize and another ten are dismasted. boat, take care not to let anyone get parts of their Now, the Safety Oƒ cer really has a job to do. How e ective is bodies pinched between the two boats as they bounce the rescue plan? How many mark set, jury or spectator boats around; and can be called upon for assistance? What is the most eƒ cient „ when the rescue boat has cold, wet sailors on board, way to begin and to coordinate the rescue operation? What is the immediate task is to get them to a dry, warm the best option for getting crews and boats to safety and freeing place as quickly as possible, which may be the com- the rescue boats to go back for more? mittee boat, but only if they can be safely transferred to that boat. 3. Decisions by the Safety Offi cer When the Safety Oƒ cer is faced with rendering assistance 5. Large Waves there are several things to consider, such as: Large waves make a rescue more diƒ cult because the rescue „ if help is appropriate, necessary or requested; boat, the crew and the capsized vessel move up and down in the „ the possibility that people are hypothermic and that water quickly and sometimes unpredictably. When undertak- refusals of assistance should be overridden; ing a rescue in large waves, it is essential to: „ what form of aid is to be given, i.e., „ stay focused on the crew; ƒ retrieving a lost rudder, „ pay attention to the distance between the rescue boat ƒ helping a crew to right a capsized boat, or and other obstacles; ƒ getting the crew aboard and their boat in tow; „ always keep the rescue boat to leeward of the capsized „ what to do with a crew and vessel taken into his/ boat; her care and the degree to which the course will be „ consider each action before doing it because of the unprotected while disposing of them; or likelihood of running into problems; and

Page 5.7

‹6DLO&DQDGD „ avoid drifting onto a lee shore and if necessary, to „ the rescue boat has less power in reverse gear and may rescue the crew and abandon the boat. have difficulty backing off the beach while attempt- ing a tow.

6. High Winds O‚ en, especially on a rocky shore, rescues of grounded boats High winds add the following problems to a rescue: need to be e ected quickly as wave action might shortly render „ a capsized boat will be difficult to right and to keep the boat incapable of † oating. When rescuing a boat from a upright; lee shore, the following actions may be necessary, keeping in „ the boat will probably drift rapidly; mind that the Safety Oƒ cer must ensure that one boat is not „ slatting sails and halyards are hazardous to the Safety being put at risk to save another: Officers; „ keep the rescue vessel bow to the wind, making sure „ the crew members will be very tired from attempt- that she does not hit bottom with her rudder or pro- ing to right the boat, meaning that they will not be peller; of much help and instead, may be in urgent need of „ throw or carry a tow line to the distressed vessel, personal assistance. while keeping the rescue vessel offshore; „ having the crew of the grounded boat hold her off the When carrying out a rescue in high winds, the Safety Oƒ cer beach, bow to the wind; should: „ for a larger boat, or in extreme circumstances, anchor- „ keep the rescue boat to leeward of the capsized boat ing the rescue boat well off the beach with lots of to avoid drifting into it and to avoid fouling loose scope and pulling in the rode to help getting the sheets or halyards; grounded boat off the beach. „ instruct the crew to keep hold of the boat always and to lower the sails; and „ regularly talk to the sailors so they will know that 9. Summary things are under control and so the Safety Officer Duties of the Safety Oƒ cer are largely ones of eventualities.  e will know they are still conscious. Safety Oƒ cer is one who does have to “prepare for the worst and hope for the best”. In the ordinary course of events, there will be little to do, but when called upon to serve, the quality 7. Turtled Boats of his/her service can be of utmost importance. A turtled boat (i.e., one that is upside down) is more diƒ cult to right than one lying on its side. When righting a turtled boat It could also help if the Mark Layer knew the duties of the in deep water, if the crew cannot accomplish the task alone, Recorder and Line Judge and could serve in a rescue capacity. a Safety Oƒ cer should help. A boat turtled in shallow water may have the tip of its mast stuck in the bottom and be subject to damage when attempting rescue.  e mast may come free if the boat is towed, very gently, toward deeper water. If not, it MARK LAYER may be necessary to de-rig the forestay and shrouds, to get the boat o the mast. RESPONSIBILITY  e Mark Layer is in charge of marks and, under instructions 8. Lee Shore from the RO, is responsible for laying a course, as accurately as Rescuing a boat from a lee shore causes problems only if condi- possible, as described in the sailing instructions.  e particular tions are severe.  e diƒ culties include: skills needed to carry out this assignment are to know how to: „ the boat will likely be washed broadside to the waves, „ operate the mark set boat, including starting and causing it to fill with water and to be difficult to tow; stopping the engine and changing fuel tanks; „ the combination of shallow water and wave action „ operate the ship’s and/or hand held radio; will imperil a rescuer trying to get too close to the „ read a compass; grounded boat; „ operate a GPS device; „ breaking waves may wash over the transom of a rescue „ properly set marks so they will stay in position; and boat approaching the beach bow first; and „ take proper care of the marks.

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Before leaving shore the Mark Layer ensures that all neces- marks follows, a‚ er the wind direction is found. RRS 27.2 sary equipment is on board the mark set boat. In close contact provides that up to the moment of displaying the preparatory with the race committee boat, he/she should be alert, able to signal the starting line can be adjusted, by altering the scope set a mark correctly and able to adjust or relocate it as quickly of the committee boat’s anchor rode, or adjusting the mark, to as possible.  e Mark Layer also observes wind and current get the starting line as square as possible to the wind. conditions on the course, keeping the RO informed of any changes that occur. SPECIFICS A helpful habit the mark layer can develop is to proceed, with the agreement of the RO, to the vicinity of the race course well 1. Handling Marks in advance of the balance of the race committee. Once there, sit Most marks are in† atable types, made of plastic and/or rub- and dri‚ , or better, anchor, somewhere in the likely vicinity of berized fabrics. For a fuller description of the marks that might the windward mark and observe and record the wind direction be used, refer to Chapter 6 Equipment. While these marks are and velocity at regular (€ ve minute) intervals. A form for this very serviceable on the race course, they are a bit fragile when purpose is included in Appendix 11. When the RO arrives on being transported. Care must be taken never to drag them station, he/she will have valuable information about the wind over any surface ashore.  ey can be abraded quite easily and patterns over the preceding hour and will be in a much better then begin to leak. Most such marks are also not tough enough position to determine what might happen over the next few to tow behind the mark set boat at high speed.  e patches hours in terms of course con€ guration and sailing conditions. holding the attachment points are o‚ en weak and can pull o while under tow, rendering the mark unserviceable.

GENERAL INFORMATION In† ate the marks with a low pressure air compressor or vacuum  e term “sail boat” can refer to sailboards, centreboard cleaner and never in† ate them to the point were they are rigid, dinghies, one-design keel boats, cruising keel boats or multi- especially not in the morning of a day when the sun will be hulls. “Sail boat racing” includes races with one or more † eets, shining. Store them, preferably in crates, in a de† ated condi- one-design or handicap racing and match or team racing.  e tion. If a mark is discovered to be leaking, usually along a seam courses along which boats race may be triangular or another or in the corner of a tetrahedron, repairs can be e ected with shape, sailed around marks set by the Mark Layer or around patches of the same material and rubber or wet suit cement. € xed navigation marks, islands, etc. Information on some of these courses is included in Chapter 7 Laying Marks and it is recommended that the Mark Layer become quite familiar 2. Setting Marks with its contents. However, as with that chapter, the following To anchor a mark, bring the boat head to wind, suƒ ciently discussion focuses on setting marks for windward-leeward, upwind of the desired location for the mark to allow for the triangular and trapezoid courses. scope of the mark’s anchor rode.  e boat is out of gear while laying the mark to minimize the possibility of fouling the Sailing instructions usually include a description of the course, anchor rode around the propeller.  e distance that the boat including the start and € nish lines and the types of marks to be will dri‚ between stopping on station and the anchor hitting used at di erent places on the course and the description of a bottom should be taken into account. Also, allow for current, “replacement mark”. Before leaving the dock, the Mark Layer especially in any direction other than with the wind. must ensure that all the required marks and ground tackle are on board or on the course. In the interests of accurate mark-setting, all preparations for doing so should be completed before the mark set boat reaches When satis€ ed that wind conditions are suitable for setting a its station—the anchor and rode should be coiled and ready to race course, the RO will proceed with having it laid. Decisions put overboard and the rode should be attached to the mark. will be made as to location of the course and the length of the If these preparations are not made, the boat will dri‚ while windward leg, according to the sailing instructions. things are being readied and will have to be taken back to its proper position before laying the mark. In a small boat with Typically, the € rst mark set de€ nes one end of the start line. high windage and a 10 knot breeze, if the boat was to dri‚ In oscillating winds, the course is laid out on the mean wind for thirty seconds while the mark was being readied, it would direction, perpendicular to the starting line. Setting the other move about 500 feet. Water currents can have the same e ect.

Page 5.9

‹6DLO&DQDGD Mark anchors should have about six to ten feet of chain between 180° greater or lesser (the reciprocal) than the course steered. the anchor and the rode and the length of the rode should be If the hand-bearing compass does not read such a bearing, about one and one-half times the depth of the water it which the mark boat must be moved, at right angles to the original it is being set. If the rode is excessively long, it should neither course, in the proper direction, until the bearing back to the be cut nor all paid out.  e excess length should be coiled and committee boat is the reciprocal of the original course. At this tied so that it can hang in the water below the mark. In strong position, the windward mark can now be set, allowing for the wind or current, the anchor rode will need more scope than e ect wind and current will have on the mark set boat’s location in light conditions. while the mark is being set.

Some marks are not very stable and tend to capsize.  is can be overcome by ballasting the mark with a few pounds of lead 4. Setting the Gybe Mark or iron tied to a pennant so that it will hang a few feet below  e gybe mark is quite simple to locate once the windward the bottom of the mark. and committee boat are set.  e RO will calculate the bearings from the gybe mark to each of the other two.  e Mark Layer then only has to € nd the one spot on the water where these two 3. Setting the Windward Mark bearings can be read simultaneously.  e explanation of how Laying out a racecourse usually commences with spotting the this is done is made in Chapter 7 Laying Marks. See the article committee boat in the most appropriate location and anchoring entitled Angles and Bearings and Figure 7.11. it.  e RO will decide the bearing and length of the windward leg.  e sailing instructions might prescribe how long the If one were setting that course, the RO would have given leg must be but usually the length will be based on the RO’s instructions to steer a course 135° away from the windward judgment. Generally, courses will be relatively short in light mark and that the gybe mark would be at a point where the winds and longer in heavier winds so that there is a reasonable bearing back to the windward mark was 315° and the bearing expectation that everyone can sail the course within the time to the leeward mark was 045°.  e Mark Layer would steer a limit but have had a race of acceptable duration. course of 135° away from the windward mark, for a distance of about three-quarters the length of the windward leg and To set the windward mark, the Mark Layer will steer upwind then start using the hand-bearing compass until the position on a course and distance as directed by the RO.  e boat’s is found where the bearings to the two marks already in place compass will provide the direction but € nding the distance are 315° and 045°. When this point is located, the mark can be may or may not be a challenge. Using GPS, one can simply set set and the triangle completed. the committee boat or the mid-point of the as yet unestablished starting line as a way point in the GPS and “back away” to the For wind directions other than the 270° used in the example, required bearing and distance. for triangles other than the right triangle in the example and for marks to starboard courses, the bearings will be di erent It is not diƒ cult to learn the simpler functions of GPS and it but the procedure is the same. Whatever the bearings are, they would be in the Mark Layer’s best interest to do so. It would will be provided to the Mark Layer by the RO, likely with the make his job and the job of the RO simpler and would result assistance of Table A5.01. in a more accurate racecourse. Refer to Appendix 6, Using GPS for an overview of this electronic aid to navigation. 5. The Leeward Mark and Starting Line Without GPS, if a table has been prepared for the boat, showing A‚ er the committee boat is suitably secured the rest of the race how long it takes to travel certain distances at given throttle course is laid out about it. settings and in di erent wind conditions, there should be little diƒ culty. Without the table, the Mark Layer needs to rely on  e starting mark usually will be the last, or second last, mark information provided by the RO, locating the mark relative laid so that it will be positioned relative to the most current to € xed landmarks. wind direction prior to a starting sequence.

When at the spot where the mark is to be laid, a hand-bearing If the starting mark is the leeward mark, as diagrammed in compass can be used to sight back to the leeward mark. If the Figure 7.02, the windward (and gybe) mark(s) will be set run upwind was true, the bearing to the leeward mark will be relative to the anchored committee boat or, better, the (at this

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point hypothetical) mid-point of the starting line.  e RO If the € nishing line is to be set beyond the windward mark, will direct/assist the mark layer to positions relative to the the procedure is very similar to that of setting the starting line committee boat. When all other marks are in place the pin below the leeward mark. If the starting and € nishing lines are end of the starting line will be set and the race course will be coincident, there is nothing for the Mark Layer or the commit- ready for use. tee boat to do. If the course being sailed is a trapezoid, there needs to be a separate boat to handle the € nishes. If the leeward mark is not the pin end of the starting line, the RO will direct setting of the leeward mark or gate. When the leeward mark is separate from the starting mark, in the interest 7. After the Course is Set of expediting things, the leeward mark can be set a‚ er the pin When there are enough boats available, the RO may ask that end starting mark is in place.  is allows a starting sequence a‚ er setting the marks, each boat take station in the vicinity to commence with both ends of the starting line set. If the of a particular mark and be prepared for any changing of mark leeward mark is a gate, the RO is advised to organize things so locations or to record mark soundings. If this is done, one boat that he will be assured that the gate is in place before the € rst should sit 200 feet or so from each mark, on the outside of the boat rounds the € rst windward mark. course.  at is to say that a boat at the windward mark should be to windward of it, one at the gybe mark abeam of it and one A small observation—an o set mark at the weather mark, or at the leeward mark to leeward of that mark. When there is only a gate at the leeward mark, will never be used in conjunction one mark set boat, it should be stationed near the windward with a gybe mark. More about all this in Chapter 7. mark, with a replacement mark on board, ready to deal with a change of course.  e sailing instructions may provide for an extra mark near the committee boat.  is mark is variously called a spacer, clear- Ideally, a way will be found to conceal any spare marks on ance, or inner limit mark. Its purpose is to keep competitors board the mark set boat. It is surprisingly easy for a racer to see from hitting the committee boat and is set so it lies abeam, or two marks where he expects one or to see only the extra mark. slightly forward of abeam (maybe as far forward as the starting line) the stern of the committee boat, ten or € ‚ een feet away, on the course side of the boat. 8. Change of Course If the RO decides that the wind has shi‚ ed to an extent that If the course has the starting/€ nishing line between the requires realigning the course, the Mark Layer will be informed windward and leeward marks, as in Figure 7.01, the starting/ that a replacement mark needs to be set.  is is the “di erent” € nishing line has its own mark, which is usually di erent from mark that is on board the mark set boat.  e Mark Layer will the other marks of the course.  e RO might decide to begin be instructed to go to a certain area and set the replacement laying out the course with that mark or with the leeward mark. mark, which probably will be a new windward mark. Refer to Appendix 6 Mark Bearings and Adjustments for a discussion on locating a replacement mark.  e Mark Layer will likely then 6. Setting the Finishing Line be instructed to go back and pick up the original windward  e € nishing line is o‚ en set at the windward mark, in which mark, being careful that there are no boats sailing toward it. If case there is normally nothing for the Mark Layer to do, as the there is any doubt at all on this matter, the Mark Layer must get committee boat will move up to become the other end of the con€ rmation from the RO before picking up the mark. If there € nishing line. Having said that, the RO might decide that it is is another wind shi‚ that results in setting the mark again, the preferable for the committee boat to stay at the leeward mark original mark will be used. Note too, that other marks may also and press the Mark Layer into service as the committee boat be relocated to maintain course con€ guration. at the € nishing line or well may have another boat and crew to man the € nishing line. If, the Mark Layer is to be utilized as the € nishing line boat, it needs to go to the windward mark 9. Other Tasks for the Mark Layer and drop anchor, lying at right angles to the line between the In the unlikely event that a mark of the course sinks, dri‚ s or leeward and windward marks with the € nishing line about is dragged away, the RO will instruct the Mark Layer to go to one-quarter the length of the starting line. the position that the mark was supposed to be at and act as a replacement for the missing mark. If there is time before boats arrive to round the replacement mark, an attempt should be

Page 5.11

‹6DLO&DQDGD made to anchor.  e decision might well be made to just hold clearly identi€ ed as to event, date, time, race number, number station; keeping the engine running and manoeuvring to stay of starters and € nishers, € nish times for handicap † eets, boats in one place. Flag M will be displayed to indicate that the mark to be scored DNS, OCS, DNF, etc. and completed with the set boat is replacing the mark that is supposed to be at that Recorder’s signature. position. Another possible task for the Mark Layer is to serve as a Safety Oƒ cer in the event that something, such as a line  e Recorder is generally on the committee boat but when squall, occurs on the course that demands the services of more the starting and € nishing sequences are done from two dif- than one rescue boat. ferent boats there will be Recorders on each boat, responsible for one part of the racing.  e Recorder should not try to € ll  e last task for the Mark Layer, at the end of a race, or a‚ er two functions simultaneously, i.e., to serve as Line Judge or a day’s racing, is to pick up the marks and reset them or bring Timer while it is necessary to be able to serve as Recorder. In a them back to shore and ready them for the next day’s sailing or high level event the Recorder will ensure that a backup record store them away in readiness for the next regatta. is being made—both a second Recorder and a voice recorder.

SPECIFICS RECORDER 1. Recorder’s Duties Ashore  e Recorder should check that the information gathered by RESPONSIBILITY the Registration Committee has been compiled onto oƒ cial  e Recorder, under the direction of the RO, maintains recording sheets and is available for the practice race. If not, accurate records of the activities of all boats racing.  e until the Registration Committee has completed such lists, Recorder checks boats in the starting area against a prepared the Recorder may have to generate these lists on the water.  e list of competitors. An important task at the start of a race is sailing instructions may require that a record be kept of regis- to record the sail numbers of boats the RO declares to have tered boats leaving shore.  is is a safety aid, to help keep track been OCS (On Course Side, i.e. started early) and those which of all competing boats.  e Recorder needs to have an updated returned to start correctly.  e Recorder also lists boats € nish- copy of the rating of all boats racing under a handicap system. ing correctly, with times of € nish if required, reports to the RO  is will avoid delay in submitting the results a‚ er the race. any discrepancies between the lists of starters and the lists of € nishers and generally acts as secretary for the RO, putting to paper any details the RO wants on record. 2. Check-in If required by the sailing instructions, each skipper should Refer also to Chapter 16 Records. check-in with the committee boat and be acknowledged so both competitor and committee are aware that a particular boat will rank as a starter. Before the starting sequence begins check GENERAL INFORMATION with regatta personnel ashore to reconcile any sail number(s) Before leaving the dock, the Recorder should ensure that lists missing from the check-in list. of registered competitors and lists of registered sail numbers are on board the committee boat.  ese lists should be in alpha- betical order by skipper’s names and in numerical order by sail 3. At the Start numbers.  e Recorder should read the sailing instructions to A record of events needs to be kept; especially in the few become aware of the check-in procedures, if any, for the event. moments just before the starting signal, as directed by the RO and the Line Judge.  e sail number of any boat declared OCS  e Recorder should note, on the oƒ cial recording sheets, the by the Line Judge needs to be recorded at the moment and then presence of each boat seen in the starting area, all infractions struck o if that boat is seen to restart properly. Upon clearly noted during the racing, any hails of intent to protest by any identi€ ed instruction from the RO, any infractions noted are boat, the presence or absence of protest † ags on protesting recorded. or protested boats and any remarks by the RO concerning a race in progress or just completed. A separate recording sheet should be used for each race in a day or series and must be

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4. At the Finish hails of intent to protest. ( at would be a luxury and would All comments made by the RO and the Line Judge need to be likely indicate that there were too many people aboard the recorded. As boats cross the € nishing line, sail numbers and committee boat.) OCS boats should be included in the € nish if required, € nish times need to be written down in order. order. Occasionally, an OCS boat will request redress and be Recording a € nish for a group of overlapped boats is not an awarded a € nish, in which case it would be important to know easy task. With the Line Judge calling out a string of € ve or six when it did cross. A‚ er the race, other notations, such as DNS, digit sail numbers and the Timer calling times, getting all the DNF or RET can be added to the results sheet (Refer to RRS numbers down, in correct order, with times properly recorded, A11 for a full list of these abbreviations and their meanings.) requires a great deal of concentration by the Recorder. If a € nish  e last thing for the Recorder to sign the results sheet so that is likely to be a hectic time, it is preferable for the Line Judge, the Scorer will know whom to query if there are any questions the Timer and the Recorder, or Recorders, to use as few digits about the information on the sheet and to be available lest there as possible to get the information down accurately. are inquiries about entries on the results sheets.

For example, if sail numbers 49141, 49077, 29689 and 49261 were to cross the € nish line at 19:47:07, 19:47:11, 19:47:13 SCRIBE – a “Super Recorder” and 19:47:16 respectively, the Recorder might have diƒ culty For important events in which there is high probability of in putting down those eight numbers during the nine seconds requests for redress or for large events in which there is going the boats were € nishing. In each case, the € rst two digits of the to be a lot of activity with multiple classes, shi‚ ing winds and sail number are not vital information.  e last three numbers mark relocations and delays, etc. the RO might well consider are enough to uniquely identify each boat.  e Recorder can go adding one more person to the race committee. At CORK, back later and € ll in the missing digits by checking against the and at Ashbridge’s Bay YC, that person is called the Scribe. check-in list. Similarly, the “19” is not crucial.  e “47” needs only to written down when 49141 crosses.  e “seconds” need  e Scribe has to be someone with a great deal of experience to be recorded for each yacht, but the “19:47” can be added later. serving on committee boats; someone with a thorough under- If € nishes are likely to be this close, it would be better to have standing of the starting sequence and of the associated timing. two or three Recorders taking down numbers independently.  is person must also be able to stay much focused in her tasks.  e € rst Recorder would take down the minimum number of digits.  e second Recorder would do the same, while the third Whereas the Recorder is concerned with check-in lists and would attempt to jot down the complete numbers if possible. € nishing orders, the Scribe is concerned with all the activities on the signals boat. At the simplest level, the Scribe will record Beware dyslexia when calling out sail numbers. Here are three such things as the time the committee boat leaves the dock, sail numbers that once were o‚ en seen in close proximity at the time it arrives on station and the time at which the RO € nishing lines in English Bay: 19535, 49535 and 49353. issues instructions for setting the race course. She will note each decision relating to course setting and the time at which When recording € nishers, it is important in one-design racing it was made. She will record observations made about wind that sail numbers are recorded in the order of crossing. In strength and direction. handicap racing it is important that the correct € nish times be recorded against each sail number. If there is uncertainty about While the RO will probably have a voice recorder running the € nish order or the possibility of duplicate sail numbers, a during a starting sequence, the Scribe will annotate the Line few notes jotted down, such as colour of hull or spinnaker, Judge’s comments in the pre-start minute.  e notes could be of might help to sort things out later. great value in a request for redress by a boat called OCS or BFD.

If all the Recorders use sheets with the same number of lines per Another very valued service provided by the Scribe will page, it is easier for them to cross check entries. In a quiet period occur when something is happening (or not happening) during or immediately a‚ er the € nish sequence the Recorders on the race course that is taking the RO’s attention. If this should verify that they all have the same information or sort out happens during a starting sequence or shortly before one any discrepancies. A voice recorder is a useful tool to help get- is to commence, the Scribe becomes the “oƒ ce manager” € nish orders and some race committees even use video record- and can supervise the actions of the Timer, Flag Oƒ cer ers. If there are many people on the committee boat, one might and Sound Signals Oƒ cer, and possibly the RO, until be designated to record only protest † ags seen or not seen and the RO shi‚ s focus back to activities on the signals boat.

Page 5.13

‹6DLO&DQDGD ceeding ones. Another reason for delaying the warning signal TIMER for a “succeeding class” would be to allow the starting line to be adjusted or to deal with some other unexpected condition on the race course. RESPONSIBILITY  e Timer has overall responsibility to keep the rest of the Chapter 8 of this manual includes an article A Normal Starting race committee informed of the time.  e Timer regularly Sequence, outlining what happens when there are two classes to advises the RO of the time of day and the time remaining to the start, with a € ve-minute interval between them. If there were beginning of a starting sequence. During a starting sequence, more than two starts, the procedure indicated between the he/she will keep the RO, the Flag Oƒ cer, the Sound Signals € rst and second starts would be repeated for each succeeding Oƒ cer, the Line Judge(s) and the Recorder aware of the time start.  e sailing instructions will also provide some method remaining to a start. At the € nish, he/she will call the times of signaling which class is next in the starting order. For some of € nishing boats as required and will keep the RO informed events, it is desirable to cut the interval at each step of the of approaching time limits. starting sequence from € ve minutes to three, to speed up the starting process.

GENERAL INFORMATION Appendix 2 Race Signals and Appendix 4 Starting Sequence  e RO will o‚ en delegate to the Timer the responsibility for in Detail, discuss coordinating time, visual signals and sound cueing the Flag Oƒ cer, Sound Signals Oƒ cer and Line Judge signals during a starting sequence. regarding their time related responsibilities. Ideally, the Timer will not be responsible for any task other than providing a constant and accurate count of the time, fully concentrating SPECIFICS or announcing the time and not be distracted by anything else. 1. Ashore For race committees, the biggest change in RRS 2001–04 was Before leaving the dock, if there is an “Oƒ cial Clock”, the the implementation of a new system for starting races.  e Timer should synchronize a watch with that clock as it tells the new system is described in RRS 26.  ere were two signi€ cant “oƒ cial” time of day. Better yet, two watches will be set to read changes for the Timer.  e € rst is that what used to be done the oƒ cial time. Still better, everyone on the committee boat in ten minutes is now done in € ve.  is means that signals are will synchronize watches so that everyone has the same time. made in quicker succession than they used to be, implying more Today, synchronization is commonly executed with the help concentration on the part of the Timer.  e second is that the of a GPS receiver that maintains a far higher accuracy than is rule now provides that “the warning signal for each succeed- required by race oƒ cers.  e Timer should also have read the ing class shall be made with or a‚ er the starting signal of the sailing instructions as they will contain speci€ c information preceding class”.  is means that there can be a delay between about time that he will need to follow. one sequence and the next, with no preset interval and without resorting to a postponement. 2. On the Water  is delay can be of any duration. In an event with more than  e Timer should develop a constant cadence for announc- one class on the race course, the RO may wish to maintain a ing time remaining to the next time-bound event. During the large separation between two † eets on the water.  e way to period when the race course is being set up, the race committee do so is to make the interval between successive starts more should be informed clearly, “Twenty minutes (or whatever) to than € ve minutes.  is is accomplished by leaving a period of € rst signal” continuously, every € ve minutes up to € ve minutes time, typically one minute or € ve between the starting signal before the scheduled time for the € rst signal.  e RO will for one class and the warning signal for the next. decide whether the starting sequence will begin on time or a postponement will be signaled.  e Timer will then call Alternatively, if it was determined at the time of dra‚ ing the out the time remaining, at one-minute intervals for the next sailing instructions that a ten minute headway would be used four minutes. A‚ er announcing “One minute to € rst signal” for all starting sequences, RRS 26 could be modi€ ed to provide a count down will be made for the last minute.  e manner that the warning signal would be made ten minutes prior to in which this is done should be the same every time it is done. the start. Note that this will a ect the € rst start as well as suc- As an example, using the timing for removing a preparatory

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signal, starting one class, simultaneously displaying a warning will be lowered and one minute a‚ er that (which is one hour signal for a succeeding class and then displaying the preparatory a‚ er AP was hoisted), another signal will be made. When a signal for the second class, the Timer will make announcements postponement is signaled for an inde€ nite period and the RO similar to the following: decides that it is time to lower it and get on with the racing, “One minute to Papa (or India, Zulu, or black) down” the lowering can happen any time but it will usually be found “Forty seconds” convenient to lower the signal one minute before a € ve minute “Twenty seconds to † ag down, with a long sound” increment of the hour, so that the sequence remains “on the “Ten seconds” € ves”, which helps people keep an awareness of the unfolding “Five—four—three—two—one—DROP—one minute time sequence. to start—Class 1 down, Class 2 up, with a sound” “Forty seconds” “Twenty seconds to Class 1 down and Class 2 up” 4. Recalls “Ten seconds”  e Timer needs to be familiar with what the sailing instruc- “Five—four—three—two—one—DROP/UP tions have to say about general recalls.  e signaling of an indi- “Forty seconds to Papa (or India, Zulu, or black) up” vidual recall does not a ect the timing of subsequent starts “Twenty seconds to Papa” but the signaling of a general recall does; one way or another. “Ten seconds” “Five—four—three—two—one—UP” For each general recall signaled, another starting sequence must be run through. If the sailing instructions provide that a  ere are two ways the Timer can mentally keep track of the recalled class will start a‚ er the last scheduled start, then the timing of a starting sequence.  e € rst is to think in terms of Timer needs only be concerned about adding on one more € ve minute blocks of time with the warning signal being made sequence. If the recalled class is to be restarted, with the starts at -5 minutes, relative to the starting time. With this model it is for all subsequent classes to be delayed, (this is the default provi- very desirable to use a watch with a countdown mode, or better, sion in RRS 29.2) the period between the start that has been a countdown and repeat mode, so that continuous € ve minute recalled and the next warning signal may or may not be € ve sequences will be displayed. More commonly today, race com- minutes. In the interests of the best possible race management, mittees are working in ‘time of day’ mode and if a sequence is ROs are weaning themselves from adherence to the € ve minute going to begin at 1343 hrs, so be it. Working this way, the Start increments of the clock; instead, trying to make things happen Sheet Form in Appendix 11 becomes very helpful.  e Timer as quickly as reasonably possible. If the RO wants to adjust the would € ll in the times for an upcoming sequence; for example, course during the recall period, it is most likely that more than Warning up at 1343, Prep up at 1344, Prep down at 1347 and € ve minutes will be required to do so. Warning down at 1348. Regardless of the utility of this form for the Timer, the Recorder should be using the form to enter Note that there is a small change from earlier procedures. all the pertinent information about a starting sequence. Editions of the racing rules prior to 2000–04 mandated that the signal for ending a general recall and initiating another starting sequence would be a preparatory signal Now it is a 3. Postponements warning signal.  e overall result is the same; there is a € ve- If a starting sequence is to be postponed, the RO will make minute period between the signal reinitiating the sequence and the decision to do so.  is might be before anyone leaves the the subsequent starting signal. dock; it could be before the € rst scheduled start or even a‚ er some, but not all classes have started. Postponements may be signaled for inde€ nite or € xed times. If, shortly before the 5. Late Starters scheduled time for the € rst warning signal, the decision is In club racing, it is possible that a competitor arrives late for made to postpone the start, the postponement signal should be his start, having come some distance to get to the race area. If hoisted at the scheduled time for the € rst warning signal.  is is such a competitor should arrive from upwind and late for a the only instance of a postponement signal being time-bound. start under RRS 30.1, he well may be unaware that the start had been under a penalty † ag and elect to do a “dip” start. A When the RO decides that a postponement will be signaled benevolent RO will recognize that the late starter had nothing with a € xed duration, say one hour, the Timer needs to note to do with the circumstances that precipitated the penalty † ag the time at which the signal was made, as 59 minutes later, it start and will accept the “dip” start as valid.

Page 5.15

‹6DLO&DQDGD 6. The Finish  e following is a list of the † ags and pennants most commonly  e Timer, in accordance with the sailing instructions, will used, roughly in the order in which they are likely to be required: keep track of any time limits that are about to expire, espe- „ RC flag—identifies the race committee signals vessel cially any that will be extended subject to the € nish of boats to the fleet, (typically dark blue with white letters in a given class.  e RO will need to be kept informed of time reading “RC”, but may be other colors); limits that are nearly over to decide whether certain boats will „ flag L (Lima)—a signal with several uses, including; qualify as € nishers. ƒ hoisted ashore, meaning that there is a notice to competitors on the oƒ cial notice board, For one design racing, the Timer should inform the Recorder ƒ on a moving committee boat, meaning “follow of the time of € nishing of the € rst and last boats in each class. me” and used when the RO is planning to set For handicap racing, the oƒ cial time of crossing the € nish line a race course somewhere other than where the of each boat must be called to the Recorder. Refer above, in the competitors expect it, duties of the Recorder, for a discussion on calling times when ƒ on a stationary committee boat, meaning “come there are a number of vessels € nishing almost simultaneously. within hail” and used when the RO wishes to pass information verbally; „ Answering pennant (AP)—the postponement signal 7. Protest Time used to indicate that all races not yet started are Sailing instructions o‚ en provide that the protest period will delayed, together with its variants, AP over numeral commence from the time the last boat € nishes or from the pennant, AP over H (Hotel) and AP over A (Alpha); time the committee boat arrives back at the dock.  e Timer „ flag D (Delta)—to signal a postponement ashore needs to take note of such time and inform the RO, who will during which boats are requested not to leave the use that information appropriately. dock; „ class flags—separate and distinct flags are needed for each class on a race course and each flag is displayed during the starting sequence for that class; FLAG OFFICER „ flag P (Papa)—the default preparatory signal which indicates a “no penalty” start; „ flag I (India)—the preparatory signal to indicate the RESPONSIBILITY RRS 30.1, the “Round-an-End Rule” is in effect;  e Flag Oƒ cer is responsible for communicating to the com- „ flag Z (Zulu)—the preparatory signal to indicate petitors all information from the RC signals boat, by displaying that RRS 30.2, the “20% Penalty Rule”, is in effect; and removing all the stipulated † ags, pennants and placards. together with its; variant, Z over I;  is role is an important one, especially at the start as it is the „ black flag—the preparatory signal to indicate that visual signals, not the sound signals, which govern the timing RRS 30.3, the “disqualification penalty”, is in effect; of a starting sequence. Missing, or mistiming a sound signal „ flag X (X-ray)—to indicate that one or more boats, does not invalidate a starting sequence. Missing the time for a each of which can be identified, has started prema- visual signal does.  e Flag Oƒ cer is cued by the Timer and turely; should acknowledge readiness to display or remove a signal „ First Substitute—to indicate that a number of shortly before scheduled to do so—for example in response to unidentified boats have started prematurely and that the Timer calling “Twenty seconds to...”. the class is being recalled to start again; „ flag N (November)—used typically at an early stage of a race, to abandon a race with the intention to GENERAL INFORMATION resail it after a short delay, and its variants, N over  ere are many visual signals in RRS Race Signals or in a set of H and N over A; sailing instructions. RRS and the sailing instructions should „ flag C (Charlie), plus the port/starboard, longer/ be reviewed to ensure familiarity with all the visual signals shorter signals—used to indicate that a mark has been that might be made. As a matter of interest, † ags are square or relocated after the start and that the direction and/ rectangular, including the swallow tailed A and B; pennants or distance to that mark has been changed; are triangular, including the truncated numeral pennants. „ flag S (Sierra)—to indicate that the course has been

Page 5.16

‹6DLO&DQDGD COMMITTEE PERSONNEL

shortened to fewer than the number of leg indicated When not in use, all visual signals should be stored in one in the sailing instructions; place ashore, in labeled compartments so that contents can „ flag M (Mike)—to indicate that the vessel flying the be easily seen and inventoried. It is a good idea to mark each signal is replacing a mark that supposed to be in that † ag and pennant, always on the same corner of the hoist (the location; edge to which the halyard is attached) with its name, and for „ flag Y (Yankee)—to indicate that competitors must those signals that have a “right way up”; † ags L, N, U, Y, Z and wear personal flotation devices while racing; and numeral pennants 6, 7 and 9, to add an arrow showing which „ Blue flag—to indicate that the committee boat is on way up the signal should be hoisted. station at the finishing line and prepared to record finishers. Other signals the Flag Oƒ cer should consider include: „ marker boards and writing instruments for sail Again, this is only a partial list; refer to RRS Race Signals and numbers or course changes; the sailing instructions for a complete of the visual signals that „ special signals and marker boards for jury boats, mark might be made. Refer also to Appendix 2, Signals in Racing boats etc.; and Rules, page A2.5, for the recommended locations of the various „ signals for match racing or team racing events. signal † ags on the signals boat.

In addition to † ags there might be other information to display, 2. Ashore such as the bearing to Mark 1 or the course to be sailed if that Before leaving the dock, the Flag Oƒ cer must ensure that information is delivered by some means other than by one of every boat that might be used in an oƒ cial capacity on the the signal † ags. Refer also to page 8.9 and the discussion on race course has on board all the † ags and other items such as signals peculiar to trapezoidal courses. marker boards, that it might need during the day, with means for displaying signals. SPECIFICS 3. On the Water 1. Preparation All the visual signals that will or might be needed during the Given an option, the Flag Oƒ cer should elect to use the largest starting sequence have to be bent onto halyards or stored, readily visual signals available, consistent with being able to display accessible, in a † ag pouch or similar device. them on the boats that will be used.  e starting signals and † ag X need always to be instantly ready If a system of yardarm and halyards is used for hoisting signals to hoist; AP, First Substitute, and † ag N need to be handy for on the committee boat, it must work smoothly and set signals hoisting in short order; all other signals, including the special above any visual obstructions aboard; for example, a mainsail signals relating to change of course, need only be aboard and cover. If the mechanism does not meet these criteria, it should able to be bent onto a free halyard as there is no urgency in be modi€ ed as necessary so that it can ful€ ll requirements.  e making any of them.  e Flag Oƒ cer should check that the method of attaching † ags and pennants to the halyards should ‘RC’ † ag is † ying when the committee boat leaves the dock and be consistent, which is to say that every one of them should have that the course signal is displayed before the starting sequence the same type of snap hooks or Brummel hooks (sister clips) commences. top and bottom. Every halyard should be suitably € tted with mating clips to receive those on the † ags or pennants. RRS Race Signals and the sailing instructions should have been reviewed to ensure familiarity with the signals to be made, and If sta s are being used, all signals must be securely € xed to when. Refer also to the chart in Appendix 4, Starting Sequence them, or a method devised that will allow signals to be changed in Detail to note the coordination required between the Flag without risking having them come loose. Boats on which such Oƒ cer, the Timer and the Sound Signals Oƒ cer during the sta s will be used need sockets into which the sta s can be starting sequence. slipped, e.g. lengths of ABS tubing taped or strapped to stan- chions—to avoid having to hold a postponement signal for two hours.

Page 5.17

‹6DLO&DQDGD 4. The Start During the starting sequence, the Flag Oƒ cer must display and SOUND SIGNALS OFFICER remove signals smartly.  e timing of the start is governed by these signals and so the shorter the interval between a signal being displayed and not being displayed, the more accurate the RESPONSIBILITY timing will be.  e RO and the Flag Oƒ cer must also be aware  e Sound Signals Oƒ cer is responsible for making the audible of the situation where there are two signals to be removed.  is signals that accompany visual signals to the competitors.  e can happen when † ag X has been displayed and not removed term “sound signal” means any noise made by a gun, horn, within the four minutes following the a ected start. whistle or similar device. Note that RRS Race Signals describes di erent sorts of sounds signals, including a long signal with the If, during a starting sequence, a signal is incorrectly displayed lowering of whichever preparatory signal is used and repetitive or falls a‚ er being displayed, the Flag Oƒ cer must notify the ones with † ag C. RO immediately so that a decision can be made as to what action needs to be taken to remedy the problem Whatever the decision, the Flag Oƒ cer needs to be aware of the locations of GENERAL INFORMATION all the signals so the proper one can be displayed at once. As the Every sound signal that must accompany a visual signal is visual signals are the prime means of communicating with the described in RRS Race Signals. Refer also to the chart in † eet, any signal that will a ect a class that has just started needs Appendix 4, Starting Sequence in Detail to note the coordi- to be made while the boats are still close to the committee boat. nation required between the Sound Signals Oƒ cer, the Flag Oƒ cer and the Timer during a starting sequence.

5. Following the Start Sound signals must be made in conjunction with the visual With the start, or the last start of several, all the starting signals signals to: will have been lowered but the Flag Oƒ cer should take note „ mark the warning and preparatory and “one minute” of what the sailing instructions say about the time limitation periods of a starting sequence and to signal each start on boats starting a‚ er their starting signal. Under the previous (displaying the class flag, displaying whichever prepa- starting system, there would be a red † ag displayed to signal ratory signal is being used, removing the preparatory the last start and it could remain displayed until the time limit signal and removing the class flag); for late starters had expired.  at possibility no longer exists. „ initiate postponement of a race (displaying AP, AP If stragglers are a concern to the race committee, one way to over a numeral pennant, AP over A or AP over H); signal the end of the late start period is to remove the orange „ end a postponement (removing AP or AP over a † ag or shape that designates the committee boat end of the numeral pennant—there is no need for a sound signal starting line. No Flag = No Line = No Start. when removing AP over H or AP over A as there ought not be anyone around to hear it); „ indicate that an individual recall is in effect (display- 6. During the Race ing flag X), During a race, there are several signals that the RO might „ indicate that a general recall is in effect (displaying decide to make, including abandoning or shortening a race or First Substitute); altering the course.  e Flag Oƒ cer needs only to know what „ indicate the end of a general recall period (removing the proper signal is and where it is stored; there will not be an First Substitute); “instantaneous” need for such signals. At the € nish, he/she „ signal a change of course (while flag C is displayed); should ensure that the signals boat is † ying the blue † ag indi- „ shorten a course (displaying flag S); cating that she is on station and prepared to record € nishers. „ abandon a race (displaying flag N, N over H or N over A); and „ indicate the restart of a race (removing flag N).

Sound signals are customarily made as each boat that has started correctly crosses the € nishing line. Commonly, a gun or “big horn” is given to the € rst boat in each class and lesser noises for all other € nishers.  ese signals are not required by RRS

Page 5.18

‹6DLO&DQDGD COMMITTEE PERSONNEL

and need not be made. However, if the RO elects not to make Consistency is very much a virtue for the Race Committee. these signals and there is any sort of conditional time limit Whenever a sound signal with two sounds is made, the interval prescribed in the sailing instructions, relating to the € nishing between the € rst and second should be consistent and be as time of the lead boat, when that boat does € nish it should be short as possible while still being two separate sounds. When noted with a sound signal so that other competitors will know two di erent signals are being made in quick succession, the that the countdown has begun toward expiry of a time limit. interval between the € rst signal and the second signal should be somewhat longer than that between two sounds comprising one signal.  e sounds accompanying a postponement, general SPECIFICS recall or course shortening are two.  e sounds for a start and then an individual recall are two separate one sound signals. 1. Ashore If the interval between two sounds can be one second, that Before leaving the dock the Sound Signals Oƒ cer should interval should be maintained whenever one of those signals read RRS Race Signals and the sailing instructions and then is being made.  en, the interval between a start signal and an ensure that every boat that might have to make sound signals is individual recall should be somewhat longer—two, or maybe equipped to do so. Each boat should have enough compressed three, seconds.  is will avert the possibility of a competitor air etc. to get through the day. hearing two sounds near the starting time and interpreting that as a postponement. Separating a starting signal from a general recall will prevent someone hearing three sounds in quick suc- 2. On the Water cession and interpreting this as an abandonment signal.  e duties of the Sound Signals Oƒ cer are carried out mainly during starting sequences.  e Timer announces the count-  is being said, the issue remains that an individual recall down for each sequence so the Sound Signals Oƒ cer, in consort signal must happen very shortly a‚ er the starting signal is made. with the Flag Oƒ cer, makes a series of signals at the appropriate Ten seconds is too great an interval a‚ er the start to signal times. When the Timer announces that a signal is to be made an individual recall and the RO would have great diƒ culty within the next minute, the Sound Signals Oƒ cer should give arguing before a protest committee that a protracted interval a verbal con€ rmation that he/she is prepared. was in the interests of clarity.  e ISAF accepted maximum delay for an individual recall signal is four seconds. If, for any reason during a starting sequence, a sound signal fails to happen, make no second attempt A subtle, but important, change occurred in RRS 1997–00. Previously the rules to sound the signal. It is the stated, with respect to sound signals at the start “...a failure or mistiming of a visual signal that is critical and gun...” was to be disregarded. The wording changed to read “...the absence a delayed sound signal will only of a sound signal shall be disregarded”. This change is being interpreted as cause confusion. RRS 26 states meaning that the mistiming of a sound signal is not to be disregarded and is to that the important component of be considered grounds for redress. To paraphrase, “Better never than late”. a starting signal is the visual one.

Note that it is only for starting signals that a sound is “optional”. For all other signals that During the race, the RO may elect to make signals, any one include a sound, the sound is part of the signal and without it of which would require that a sound signal be made to draw the signal has not been properly made. attention to the visual signal.

If, following a start, an individual or general recall or an aban- At the € nish of a race, as noted above, it is customary, but not donment is to be signaled, two or three seconds should be le‚ required, to recognize each € nisher by a sound signal and it is between the starting signal and the subsequent ones and one common that the € rst € nisher in each class receives a louder second or so should be le‚ between each of those if two or three signal than the others. For consistencies sake, making a sound additional sounds are being made.  is will make it easier for for all boats, a‚ er the € rst to € nish in any class, is to be discour- competitors to understand the signals being made. Clear sound aged. At major events, including the Olympics, this does not signals are important at this moment, as most competitors will happen and it should no longer be the norm at lesser events. not be able to see the committee boat or the signals displayed.

Page 5.19

‹6DLO&DQDGD line is a sta , the point of its contact with the water should be LINE JUDGE used as that point is moving the least, even if the sta is oscil- lating due to wind or wave action.

RESPONSIBILITY  ere may be more than one Line Judge on a starting line.  e Line Judge’s task is to sight the starting line before a start One will be on the RC signals boat but there may be a second to decide whether any part of the hull, crew or equipment of one on a boat at the pin end of the line. In large, tight † eets any competitor is on the course side of the line at the starting of one design boats, a pin end Line Judge, accompanied by signal, or, if any of the preparatory “penalty † ags” is displayed, a Recorder, will be helpful in deciding the order of € nish of in the minute prior to the start. closely grouped boats.

 ere is a similar task at a € nishing line, determining the order of € nish of overlapped boats and/or the moment that each boat SPECIFICS crosses the € nishing line. An adjunct to this responsibility could be to determine whether or not a boat sailing a “twice 1. Recalls around” course is crossing the € nishing line to begin the second It is most important that a Line Judge understands the distinc- passage or is in fact, € nishing. tion between an “individual recall” and a “general recall”.  e clue to the di erence between these terms is found in RRS 29.2, which refers to unidenti€ ed boats on the course side of GENERAL INFORMATION the line at the start. It is not a matter of the number of boats RRS De€ nitions de€ nes a boat as starting …when a‚ er her that might be over early, but being able to identify all that are. starting signal, any part of her hull, crew or equipment € rst It is conceivable that, in a start of twenty boats, the Line Judge crosses the starting line....  e de€ nition of € nishing is similar would be able to say with certainty that only two were not except that the words “in normal position” are added with OCS. By extension, the other eighteen boats were early and by reference to the hull, crew or equipment.  is means that, for going through the check-in list, those boats could be identi€ ed. example, a boat € nishing on a downwind leg cannot let the spinnaker † y out with the intent of having the € nish recorded On the other hand it is also conceivable that with an aggressive when the sail crosses the line. † eet on the starting line and with only one Line Judge on the committee boat, several boats could be very close to the line in Another example today involves “sprit boats”—those boats, the last few seconds before a start. If a boat close to the com- such as the International 14 or many J/Boats that have exten- mittee boat lu s up across the line one or two seconds before sible bowsprits. If such a boat starts with the sprit estended, the starting signal, the Line Judge will have no idea what is fully or partially, the moment of starting is when the tip of happening down the line. If there is any suspicion that more the sprit crossed the starting line. “Normal position” is not a than one boat is OCS, it will not be possible to identify them consideration when starting. (A corollary is that a boat could and the RO is now faced with what can be the most diƒ cult have her sprit extended and have her sprit, but not her hull, on decision of all—whether or not to signal a “general recall”. Read the course side of the line at the start—she would be OCS.) RRS 29.2 carefully. It says “…the race committee may signal If the boat € nishes a race on a run with the sprit extended a general recall…” (Emphasis added).  e RO might decide and the spinnaker † ying, the equipment would be in “normal that although one or more boats were over early, the start was position” and the moment of € nishing will be that when the in essence fair and not signal a recall. spinnaker or tip of the sprit crosses the line. However, if the boat € nishes a race on a beat, with the sprit extended, the sprit is not in “normal position” for that point of sail, and the € nish 2. Pre-start Conditions will be when the stem of the boat, not the tip of the sprit,  ere are six conditions under which a start can be made: crosses the line. „ with no qualifications, under flag P; „ under RRS 30.1, the flag I “Round-an-End Rule”; When sighting the starting or € nishing line, it is common „ under RRS 30.2, the flag Z “20% Penalty Rule”, or practice to take a transit between the forward edge of the sta with Z over I; holding the † ag on the RC signals boat and the forward edge „ Under RRS 30.3, the “black flag” disqualification of the mark at the other end of the line. If the other end of the penalty or the similar flag U restriction;

Page 5.20

‹6DLO&DQDGD COMMITTEE PERSONNEL

„ a match racing start; or Under RRS 30.3, the preparatory signal will be a black † ag and „ a gate start. any boat that is wholly or partly within the forbidden zone in the minute before the start will be disquali€ ed from the race In the € rst case there are no restrictions on where a boat can and any subsequent restarts. Note that † ag U, if provided for in be before the starting signal.  e preparatory signal will be the sailing instructions, allows boats to participate in restarts † ag P. She can be completely on the course side of the line if following general recalls or abandonments. she chooses. However, at some point in time a‚ er the starting signal she must cross below the starting line so that she is com-  e € ‚ h case applies only to starts being conducted under pletely clear of it before she can start correctly. In this case the provisions of RRS Appendix C, in which case there are there is no particular manner in which she must get below the no starting penalties—RRS 30 is never used but boats still starting line, which is to say that she may cross between the have to comply with the de€ nition of start.  e sixth case is committee boat and the pin end of the line to get to the proper also special in that gate starts are not commonly used. Refer side to start. ( is is a “dip” start.) to Appendix 5 Gate Starts for a description of when a boat is OCS in a gate start. In the second case, the preparatory signal will be † ag I. One minute before the starting signal, † ag I is lowered, accompanied by one long sound signal.  is announces the beginning of the 3. The Line Judge’s Tasks period in which no part of any boat is permitted on the course  e € rst task of the Line Judge, in each of the situations set out side of the starting line or its extensions. Any boat that does above, is to identify boats that are where they are not supposed cross the starting line, even if she manages to get back below to be before the start and to call out to the Recorder the sail it, is required to “sail from the course side across an extension number of each one that is in contravention. A subsequent, (of the starting line)”, at either end of the line before starting second task is to watch boats identi€ ed as OCS (in † ag P, † ag properly. I, † ag Z or Z over I starts only) to see whether they do return and start correctly. For a normal start, this means to see if they In Figure 5.01 the starting line is shown as a heavy solid line and dip below the line or go around an end to start properly; for its extensions a heavy dashed lines.  e white boat in the upper a start under † ag I it means seeing that they comply with the diagram executes the typical recovery to being OCS under † ag requirement to sail from the course side across an extension I.  e boat is OCS at 1 and does what rule 30.1 requires—she of the line before starting. Any boats failing to return and sails from the course side across an extension to the pre-start start properly need to be identi€ ed, to be declared OCS.  e side before starting. At 2 she has started correctly. However, Line Judge only needs to ensure that the Recorder has the sail the grey boat in the lower diagram also complies as the rule numbers of all DSQ boats written down. does not forbid her from initially dipping below thestarting line; it only requires that she sails from the course side across  ere is one more task, usually undertaken with the help of the an extension to the pre-start side before starting.  is she does RO, who will also be watching the line.  e Line Judge needs so she complies with rule 30.1 and re-starts properly. to recommend, when there are OCS boats, whether an indi- vidual or a general recall should be signaled. If an individual In the third or fourth case, under rule 30.2 or 30.3,there is a recall is to be signaled, the decision and the signal need to be de€ ned zone in which no boat is permitted in the one minute made within no more than four seconds of the start. If a general prior to the starting signal.  e forbidden zone, as set out in recall or abandonment is to be signaled, there is less urgency. RRS, is the triangle formed by the ends of the starting line and Sometimes it is obvious, several seconds before the starting the windward mark. Under RRS 30.2, the preparatory signal signal, whether AP, † ag X or First Substitute will be needed will be † ag Z and any boat that is wholly or partly within the and the Flag Oƒ cer can be noti€ ed in advance. forbidden zone in the minute before the start will be assessed a penalty (typically equal to 20% of the number of entrants), Sometimes it is not at all easy to determine just what happened which will be added to her € nishing position for the race in in the last second or two before the start and it can be diƒ cult question.  e boat still has to start correctly. Boats that do to decide whether all the OCS boats have been identi€ ed. If not start properly under Z or Z over I are OCS. Note that the there is a Line Judge at the pin end, a quick radio report may di erence between Z and Z over I is that Z alone would allow help to sort things out. a “dip” start, while Z over I requires an “around an end” start.

Page 5.21

‹6DLO&DQDGD when. Refer also to the chart in Appendix 4, Starting Sequence the second circuit.  e end of the € rst circuit is not the end of indicate that an individual recall is in effect (displaying the race so a boat is not € nishing at that time. flag X)  ings are normally quite simple for the Line Judge at the „ indicate that a general recall is in effect (displaying € nish as it is very seldom that boats € nish so closely overlapped First Substitute); that one has real diƒ culty in sorting out the order of € nishes. „ indicate the end of a general recall period (removing Having said that, there may be times when € nishes are very First Substitute); bunched up and several boats are crossing the line almost „ signal a change of course (while flag C is displayed); simultaneously. In such situations, the Line Judge must be „ shorten a course (displaying flag S); alert and call out numbers clearly, for the Recorder to enter „ indicate a substitute mark (displaying flag M); on the € nishing list. ! " In the upper diagram in Figure 5.02 the white boat approaches the € nishing line at 1 and breaks the line at 2. At 3 she is no longer racing; she can leave the race course (4).  e grey boat approaches the line (1 and 2) and breaks the line at 3. At 4 she " is no longer racing and can leave.

! # $ " Figure 5.01 ! # $ " ! „ abandon a race (displaying flag N, N over H or N being displayed. # $ " Consistency is very much a virtue for the Race Committee. " ! Whenever a sound signal with two sounds is made, the interval ! between the € rst and second should be consistent and be as short as possible while still being two separate sounds. When Figure 5.02 two di erent signals are being made in quick succession, the interval between the € rst signal and the second signal should In the lower diagram the white boat approaches the line at 1, be somewhat longer than that between two sounds comprising breaks the line at 2 and € nishes. She is no longer racing and is one signal.  e sounds accompanying a postponement, general leaving the race area at 3. She then touches the € nishing mark recall or course shortening are two.  e sounds for a start and at 4. However, she is no longer racing so su ers no penalty then an individual recall are two separate one sound signals. for touching the mark.  e grey boat approaches the line at 1 If the interval between two sounds can be one second, that and breaks the line at 2. She then hits the mark but because interval should be maintained whenever one of those signals she has not cleared the line she is still racing.  erefor she has is being made.  en, the interval between a start signal and an infringed rule 31.1 and must take a one-turn penalty and return individual recall should be somewhat longer—two, or maybe to € nish properly. three, seconds.  is will avert the possibility of a competitor hearing two sounds near the starting time and interpreting It is also worth commenting that races that € nish on a beat that as a postponement. Separating a starting signal from a are much easier to deal with than ones that € nish on a run. general recall will obviate the possibility of someone hearing Finishing on a beat, boats are close hauled and mainsails are three sounds in quick succession and interpreting this as an clearly visible. Finishing on a run, especially with boats that abandonment signal. don’t have spinnakers, mainsails are freed and sail numbers can be very diƒ cult to read. In such instance it is very worthwhile  is being said, the issue remains that an individual recall to have another recording team on the pin end boat and maybe signal must happen very shortly a‚ er the starting signal is made. one more team downwind of the € nishing line to identify boats Ten seconds is too great an interval a‚ er the start to signal in clusters. an individual recall and the RO would have great diƒ culty

Page 5.22

‹6DLO&DQDGD EQUIPMENT

1. RC Signals Boat—Starting Line  e RC signals boat (or committee boat), or boats if there is more than one race course, should have a particular set of attri- butes. It should: „ be suitable for six or so people to spend a day on the water, including adequate protection from sun or rain; „ have a large enough cockpit or deck to enable the race committee to comfortably move around and carry out its duties; „ have appropriate ground tackle, with enough rode to be able to anchor anywhere in the race area and INTRODUCTION to provide enough scope to ensure against dragging; „ be powerful enough to move around in the prevail- From the Guide for Race Officers: ing wind and sea conditions at least as quickly as the Race commi ee boats should be small, fast and designed for competitors; local waters. Marks should be large, infl atable, and towable, „ be fitted with, or be able to be fitted with, suitable coloured high-visibility orange when possible, with depend- apparatus for hoisting all the visual signals that might able ground tackle. Radios should be hand-held, but with be required (refer to Appendix 2 Signals in Racing one larger unit capable of reaching rega a headquarters on Rules); shore. Flags or shapes should be very large. Sound signals are „ be equipped with a multi-frequency radio operat- best made with [...] highly audible horns or athletic referee ing on every frequency that will be used by the race whistles. Ground tackle for race commi ee boats and marks committee; should be thoroughly tested in advance. „ be stable at anchor; „ for a principal event, or one with many starters, be  e underlying theme of this discussion is that one should use fitted with a flying bridge so that the Line Judge can the most suitable equipment available.  e more one is involved have a better view of the starting line; and in racing, either as competitor or as race committee, the more „ be as small as is consistent with the above criteria, one will come to appreciate the importance of those criteria. reducing its presence as an obstruction at the starting line and minimizing the wind shadow it will create.

BOATS 2. Finishing Line Boat For a large regatta, with one or two hundred boats on a race  e € rst items of equipment to be considered are the boats. course, there may be a boat continuously anchored at the € nish-  ey are the platforms on which all other activities occur and ing line.  is boat wants to be large enough and comfortable they are possibly the most diƒ cult items to obtain.  e RO enough for two or three or four people to spend a day aboard. needs to generate a list of the least number of boats required to Beyond creature comforts, the principal attributes of this boat conduct the event, and the characteristics of each. If more boats are that its ground tackle be such that the boat can readily are available than needed to € ll the minimum requirement, weigh anchor to relocate the € nishing line if necessary and consideration can be given to having more, or alternate, boats that there be a decent radio aboard. on the course. Preferably, any boat committed to the regatta can attend every day, so that race committee personnel will not have to familiarize themselves with di erent vessels during the 3. Mark Set Boat course of the regatta.  e mark laying boat needs to be small, fast and seaworthy. It needs to be large enough to carry two people and to be able to tow or carry aboard the necessary number of marks. It should have the fuel capacity to be able to stay on the water for the day. If used in other capacities, it will need some provision for displaying visual signals.  is boat likely will rely on a hand held radio for communication.

Page 6.1

‹6DLO&DQDGD 4. Line Judge Boat SET MARKS A Line Judge at the pin end of either the starting or € nish- ing line should be in a boat of one of two types. If the mark As the Guide for Race O" cers says, marks should be large.  e is separate from the boat, the boat should be 30 feet or so in race committee is not playing hide-and-seek with the sailors and the length so the Line Judge can move fore or a‚ a bit to sight more visible the marks are, the better. All the marks for one course the line accurately, anchored abeam, but slightly outside the should be the same, except that if the starting and/or € nishing line is mark. With this the Line Judge can position himself accurately not at a mark of the course, the pin end of the line is usually just that, relative to the line.  e other, and currently preferred option a pin—a † ag on a sta , di erent than other marks. For triangular is that the pin end boat will be the mark, carrying a sta and courses, there need to be three marks plus at least one “new mark” † ag to indicate the precise location of the end of the line.  is for use as a replacement mark. boat wants to be as small as reasonably possible—on the order of 16 to 18 feet—to minimize its impact as an obstruction. Several patterns of in† atable marks are commercially available.  ey come in di erent shapes and sizes, such as: „ Type A—cylinders, 1½ to 5 feet in diameter, by 3 to 5. Safety Boats 6 feet high; What makes a suitable safety boat is a matter of discussion and „ Type B—tetrahedra, 4 to 7 feet high; to some extent depends on a variety of factors such as: „ Type C—cones, 5 to 7 feet high; and „ the types and numbers of boats racing; „ Type D—spheres, 1 to 3 feet in diameter. „ the expected wind and sea conditions; „ the experience of the competitors; Each is easy to in† ate and de† ate, simple to repair and takes „ the distance from the race course to the dock; and little space when de† ated for storage.  e Type A mark requires „ the potential number of rescues to be undertaken. a counterweight to keep it upright in the water (the largest one needs about 75 pounds) and therefore takes a strong person to  e prime requirements of a rescue boat are that it can carry hoist it from the water.  e Type B mark is inherently stable one or two operators and at least one or two others; it needs and needs no ballasting.  e Type C mark, depending on the to be fast, have low freeboard and be stable. Typically, a RIB ratio of the base diameter to the height, will either be very stable (rigid in† atable boat), 14 to 18 feet in length is very suitable or will require ballast, in which case there is o‚ en provision for rescue purposes. for internal water ballast.  e Type D mark is stable but is not visible at long distances and is typically used to mark sailboard slalom courses or very small race courses such as those sailed in 6. Stake Boats a Junior Training Program. All marks are subject to damage If boats are being used to show the locations of marks of the if towed at high speed or dragged along docks or beaches, so course, they have no special requirements, but sailboats would treat them carefully. be best, simply because they can hoist identifying signals higher. It might be possible to press these boats into service to indicate Marks need suitable ground tackle.  e best anchors are of course changes, but they would need to be in a slightly di erent the Danforth or stockless Navy pattern.  e rode, beginning position, relative to the mark, to undertake the additional duty. with six to ten feet of chain, should have an overall length at least one and one-half times the depth of the water in which marks are to be set. Avoid polypropylene rope. Woven nylon is 7. Jury Boats good for anchoring a boat, but the best anchor line for marks is Jury boats should be of adequate size to carry three passengers braided polyester.  is rope is most easily handled and knotted. besides the operator.  ey also need to be fast enough to move around the course more quickly than the competitors. When One way of creating a “new mark”, di erent in color from an Umpires are oƒ ciating in a match race, there needs to be a “original mark” is to use a shroud of suitably colored spinnaker small, fast boat, carrying three people, for each team on the cloth tied over a mark. While this works very well, it is worth course at once, plus a boat for the Chief Juror and possibly noting, if such a procedure is being used in an area of strong one for the wing boat. When the jury is working under RRS currents, the shroud may act like a sea anchor, requiring that Appendix P Special Procedures for Rule 42 they will need to be the mark have very good ground tackle for it to remain fast very close to the competitors.  e boats then should be small, a‚ er being laid. Another, less satisfactory, method is to use responsive in† atables with minimal wake. tape to € x a panel of di erently coloured material to a mark.

Page 6.2

‹6DLO&DQDGD EQUIPMENT

FIXED MARKS  ere would be € ve or more signals up and there would be another four recently used or be ready for use. How to display Fixed marks—and this term is being applied to marks that these signals is a matter for the RO to resolve when planning are set at the beginning of a sailing season and le‚ in place the regatta, not when commencing a starting sequence. until the season is over—should also be as visible as possible.  is requires that they be accurately described in the sailing  e usual solution for the committee boat, lacking other means, instructions as to location and appearance, and that they ought is a yardarm with € ve or more halyards, which can be hoisted not to be adjacent to other, similar navigation buoys, etc., with high enough so that the signals, when displayed, will not be which they can be confused.  ese requirements are especially occluded by the committee boat’s hull or equipment or by the important if the marks are to be rounded or passed at night. race committee members. On a sailboat this means signals on display must be clear above the mainsail cover.  e most important signals to have immediately available for hoisting on the yard are the warning and preparatory signals and † ag VISUAL SIGNALS X. Again, refer to Appendix 2 Signals in Racing Rules for the preferred locations of these signals. Other signals do not have As with marks, within reason, the bigger visual signals are (a the same need to be raised and lowered precisely or for vis- minimum recommendation is 2 x 3 feet or 600 x 900 mm), ibility. If the yard is not capable of † ying all the signals, or if the better they can ful€ ll their function. Beyond that, other a yard is not available, sta s with signals attached, as long as considerations in collecting the visual signals are: practicable, can be used, hoisted and maintained in place by „ the committee boat(s) will need a complete set of the Flag Oƒ cer. Addition of lengths of ABS tubing, € xed to every signal that might be used during the event, stanchions, will make things easier for signals that need to be including the signal flags, class flags and one to des- displayed for more than a few minutes. ignate the boat as “RC”; „ each boat that might act officially will require a set On other boats, sta s are usually adequate and the boats should of all the flags it might need, such as flags C and be € tted with sockets or other devices so that the signals do not M, possibly O and R, or a blue flag to designate the have to be held up by a crew member. finish line; „ the red/green and +/- placard to indicate alterations One more visual signal might be needed; a white board or to course legs; similar carried on an oƒ cial boat. If the black † ag is being used, „ L, AP and any other signals used in accordance with rule 30.3 requires that the sail numbers of BFD boats be posted the sailing instruction regarding signals made ashore on the committee boat.  ere will need to be a suitable board will need to be on hand at the shore station; for writing down such numbers.  is board could also be used „ marker boards for identifying DS s; and to post OCS or BFD boats for display a‚ er the race is € nished. „ any flags used by the jury or competitors in accor- dance with RRS Appendix C5. SOUND SIGNALS

DISPLAYING SIGNALS  e prime consideration in choosing sound signals devices is that they be audible over the distance from which competitors Together with gathering all the required visual signals, consid- would expect to be able to hear them. eration has to be given about how to display these signals.  e RC signals boat, other oƒ cial boats and the shore station need Once, we used shotguns, loaded with blanks.  ere are, adequate apparatus for hoisting the signals that might be made. however, too many hazards associated with using a gun to recommend it as the sound signal device of choice. Another Conceivably, the committee boat might be † ying at one time, consideration against the use of shotguns is that the cost of the RC † ag, a course signal, † ag Y and possibly O, and a pre- blank shells has become prohibitively high. Licensing issues paratory signal and either X or First Substitute. Flag I, Z or a have further expedited the demise of the shotgun as a sound black † ag might have just been lowered. signal device.

Page 6.3

‹6DLO&DQDGD A very satisfactory loud sound signal can be made by an air  e RC signals boat should be equipped with a hand-held radio horn—not the type connected to a small aerosol canister—the to be used in the cockpit, rather than having to go below to type one hears on a highway truck. Such a horn operates on make or receive transmissions. All other boats should also have low pressure compressed air, supplied from a reservoir main- hand-held radios for the same reason. tained by a small compressor.  e compressor can be powered by a 12 volt DC motor and so can be used on almost any boat In major regattas, especially those at which coaches will be equipped with a generator or alternator. One can rig two horns present, using UHF radios rather than VHF will keep others of di erent pitches so that two di erent sound signals can be from overhearing the discussions of the race committee and made, the loud one for the signals in the start sequence and passing along information to the competitors. for the € rst boat to € nish in each class, and the other one for all other sound signals. With the advent of cellular telephones, the RO might consider the use of this tool for at least some communications.  e tele- Aerosol horns or referees whistles are satisfactory for a short phone provides a private channel, not subject to others using it starting or € nishing line on a calm day or for use in conjunction simultaneously and providing security from coaches and other with † ags C, M, O and R, when the boat making the signal interested parties listening to the race committee and so being can be close to the boats being hailed. able to pass information to certain competitors.

Another sound signalling device that is coming into use is the propane “cannon” designed for scaring birds from farmers’ € elds and from airports.  is gadget costs a few hundred dollars OTHER EQUIPMENT but it is light, rugged and portable. It makes a most satisfactory sound and will run for a whole season on a small cylinder of  e list of other equipment the race committee might need or propane.  ere is a short time delay (one to one and one-half desire includes: seconds) between triggering the device and the sound, so the „ GPS units, hand bearing compasses and binoculars; Sound Signal Oƒ cer has to learn what the delay is for the gun scoring sheets, clip boards, pens, pencils and pencil being used and then remember to trigger the device at the sharpeners; suitable interval before a countdown is completed. „ laser range finders for verifying the length of a starting line; „ voice recorders and/or video recorders; suitable timing devices; and spares of everything; flags, bat- RADIOS teries, watches, etc.; „ proper clothing for all members of the race committee It is o‚ en diƒ cult to procure enough decent radios for the for any weather conditions likely to be encountered race committee.  e RO needs to give careful thought to what during what might be a long day on the race course; is needed in the way of radios. For a long distance race, with „ PFDs for everybody; and no other oƒ cial boats on the course, there might be no radio „ a myriad other small items the experienced race requirement or only one for check-in purposes and possibly officer will find handy to have along, particularly announcing OCSs. including duct tape and zap straps.

As the number of oƒ cial boats increases on the race course, the number of radios required increases at least equally.  e RO needs to be able to communicate with the Mark Layer, the pin end Line Judge, the Safety Oƒ cer and perhaps the jury. If there is more than one race course, the radio requirement doubles or triples. With more than one course it would be preferable to have each course operating on a di erent channel and the RO might have cause to want to monitor two courses, requiring two radios or one with a scanner to alternately open the desired channels.

Page 6.4

‹6DLO&DQDGD SECTION I1 !RACE MANAGEMENT "

Chapter 7 – Laying Marks Chapter 8 – The Start Chapter 9 – Starting Problems and Solutions Chapter 10 – Abandonment After the Start Chapter 11 – Preservation of Course Confi gura- tion Chapter 12 – Rescue, Spectator and Jury Boats Chapter 13 – The Practice Race and Before Chapter 14 – Meeting of Competitors Chapter 15 – Important Liaisons Chapter 16 – Records Chapter 17 – Pressures on the Race Offi cer

‹6DLO&DQDGD LAYING MARKS

If one is not, as the Guide for Race O cers addresses itself to, “...the race oƒ cer who has had previous race committee expe- rience...” the quotation above may be brief and bewildering. What are windward and gybe marks? Where do they go? What are compass bearings? How does one use them?

 e answers to these questions will come only through a lengthy and detailed discussion of the nature of a race course, which one to choose, how to set it out and how to modify it if necessary.  ere is an art to setting a good race course that comes from racing experience, local knowledge of wind INTRODUCTION and current patterns, being able to predict changing condi- tions and generally being able to sense what is happening on From the Guide for Race O cers: the race course. As with any art, enthusiasm and dedication Laying the windward and gybe marks should be delayed until can go a long way toward overcoming any apparent lack of shortly before the start. One procedure is to have both natural talent.  e good race oƒ cer is one who practices; who marks laid by a single, fast boat that proceeds upwind fi rst, tries repeatedly to learn how to do the job well.  e better the positioning the windward mark by means of a hand-held courses, the better the racing and the better the RO and the compass sighting back toward the starting line, then pro- race committee have done. ceeding to lay the gybe mark by taking compass bearings on both the windward mark and the mark at the starting area.

PART 1 – CHOOSING THE COURSE

COMPONENTS OF A SAILING RACE the bow passes thru the eye of the wind, the boat is tacking. Similarly, when sailing away from the wind, if the boat alters A boat can sail in three basic directions relative to the wind: course so the stern passes thru the eye of the wind she is gybing. towards it, across it or away from it.  e terms for these states are: Traditionally, it was desirable that a racecourse be set to require „ upwind, or beating; competitors to sail on the three basic points and to tack and „ reaching; and gybe.  is being said, times change. Other course con€ gura- „ downwind, or running. tions are o‚ en preferred, especially in serious dinghy racing. where triangular courses are almost never seen. Reaching legs A boat can make two basic maneuvers: are quite out of favour—they have been replaced by running „ a tack; or legs. Sometimes no consideration is given to the speci€ c mix of „ a gybe. beating, reaching and running: long distance races are seldom laid with any thought about providing proportional amounts  ese actions change the boat’s heading so that the wind, which of beating, reaching and running. was on the starboard side, is now on the port, or vice versa. When a boat is sailing towards the wind and alters course so

The terms “tack” and “gybe” only apply to the action of crossing the wind. RRS Definitions state that “a boat is on the tack, starboard or port, corresponding to her windward side”.

Page 7.1

‹6DLO&DQDGD COURSE SELECTION Figure 7.01. Even the trapezoid course is trying to be two windward-leeward courses.  e course described in the sailing instructions may have no options, relieving the RO of some decisions. Examples of such courses include: 3. Other Courses „ long distance courses with the starting and finish- Other formats might be used for closed courses. Importantly, ing lines in prescribed locations and with the course trapezoid con€ gurations are becoming quite commonly speci- around a stipulated sequence of fixed marks; and € ed, most notably in the Olympics. Refer to Article 8 below for „ “around the buoys” races where the sailing instruc- a discussion of “traps” and to Course G in Figure 7.03. Also, tions describe only one type of course (e.g., Course there are con€ gurations used for special types of events, for F—refer to Figure 7.02) and also specify the length example, windsur€ ng slalom courses or the variants described of the windward leg. for kiteboard events.

Options arise when the sailing instructions: „ describe more than one possible course; 4. Choosing Between Optional Courses „ permit roundings port or starboard; or When options are available, the RO must decide which one to „ do not specify the course length. take.  e € rst parameter is time. How much time is available for a given race and how far are the competitors likely to sail in With a predetermined long distance course, there are no deci- that time? (Refer to Part II of this Chapter for more discussion sions to be made about laying the course. With a predetermined of boat speed v. course length.) Once an evaluation is made closed course, the only decision is where to locate the course about the appropriate course length, choices can be made about to give the fairest racing, allowing for any prescriptions in the most suitable type of course and the lengths of the legs. the sailing instructions that might a ect its location (e.g., a requirement that marks be a minimum distance from shore). A second consideration in selecting a course is the wind sta- bility. If the RO expects that the wind will be fairly steady in direction through the day, setting triangular courses should not present serious problems. If however, the wind is likely to CLOSED COURSE OPTIONS be unsteady in direction, the reaching legs of a triangle can become tactically meaningless. Also, it is easier to realign a windward-leeward course to changing wind because there is 1. Triangular Courses one less mark to move.  e most common course con€ guration that provides beating, reaching and running conditions is triangular. While there A third consideration regarding triangular courses v. wind- are many ways to sail around a triangular course, the one that ward-leewards is the nature of the event and the participants, was used in most high level regattas, is Course F.  is course revolving around the speci€ c characteristics of reaching legs. provides a windward leg or beat, two reaching legs, a second On a reach, a boat is on its fastest point of sail and in a fresh beat, a running leg and a third beat to the € nish. (Refer to breeze this leg can be very exhilarating. Particularly on a spin- Figure 7.02). naker rigged boat, the “reach-to-reach” gybe at the end of the second leg can present the greatest challenge to the crew’s boat handling skills. However, the reaching legs typically provide 2. Windward-Leeward Courses little tactical opportunity for a boat to improve its position Windward-leeward courses have gone from being poor alternatives to triangular courses to being the The letters assigned to the courses illustrated in Figures 7.01, 7.02 and only game in town. Virtually all 7.03 are quite arbitrary. In fact, courses are usually identifi ed by number serious closed course racing that and often by names. For example, Course F is known as the “Olympic does not utilize trapezoid courses Triangle”. It once was one of the courses sailed in the Olympics but has (Figure 7.03) utilizes some variant not been so used for many years. The name is not used in this manual. of Course D in Figure 7.02 or its simpler version, Course A in

Page 7.2

‹6DLO&DQDGD LAYING MARKS

and there are few changes in place on the two reaching legs. Having the starting/€ nishing line as shown in Figure 7.01 is In contrast, running legs can be extremely challenging for the advantageous in that the committee boat does not have to move tactical sailor. and when competitors € nish one race, they are near the starting line for the next.  is saves time.  ese courses are poor for  ese di erences between reaching and running legs are why the competitors in that the € rst and last beats are only half a triangles are disappearing in favour of windward-leeward leg long, meaning less opportunity to improve ones’ position courses.  ere are more tactical opportunities on running on the tactically most important legs.  e starting/€ nishing legs than on reaching legs. For the same reasons, match races line is o‚ en set about one-third the way up from the leeward and team races are usually set on windward-leeward courses. mark, which improves the € rst beat but worsens the last one.

 e courses in Figure 7.02 are more bothersome for the race 5. Marks to Port v. Marks to Starboard committee in that it must move between the start and € nish If the sailing instructions allow for courses to be set with mark of a race and again before starting the next one. (Alter- roundings on either hand, windward-leeward courses should nately and preferably, there will be a second committee boat always be set with marks to port. Unless there is some overrid- assigned to finishing line duties). They are better for the ing consideration of trying to € t triangular courses into a given competitors because they provide at least two full length area, they too should be set with marks to port.  e reason windward legs and so provide more tactical opportunity. for not setting marks to starboard is that on such a course a boat rounding the windward mark is on port tack and has no rights over a boat approaching the mark on the starboard tack Course A – Windward-Leeward lay line. ( e lay line is the course a boat must sail to be able Course A saves work for the race committee and saves time to round the mark with adequate clearance.) Many alterca- for the competitors.  ere are only two marks to set plus the tions and protests arise out of this circumstance, which can be leeward end of the starting line. Because the starting line is also avoided simply by not setting courses with marks to starboard. the € nishing line, there is no need for competitors to sail from Having said that, match races are normally set with marks to one end of the course to the other between races, as happens starboard, simply to enhance the opportunity for right-of-way with Course D. confrontation.

Course B – Triangle 6. Location of Starting and Finishing Lines  is is similar to Course A except that the race committee now Another consideration of course con€ guration is where to put has one more mark to deal with and the running leg has been the starting and € nishing lines. Figures 7.01 and 7.02 illustrate replaced with two reaching legs. six typical course con€ gurations.  e one thing in common with these con€ gurations is that the direction from the starting line to the € rst mark is upwind. Course C – Triangle/Windward-Leeward Course C is similar to Course A and Course B in that it  e courses are di erent when seen from the viewpoints of combines both but is a better course in that it has a full length either competitors or race committee.  e following discussion beat and also reaching and running legs.  is course is not refers to the course numbers in the € gures. usually sailed “twice around”.

7. Figure 7.01 v. Figure 7.02 Course D – Windward-Leeward  ere is a signi€ cant di erence in the courses shown in the two For the race committee, Course D is the easiest of all to set, as € gures, in that the € rst shows courses with a starting/€ nishing there are only two marks, plus the committee boat. Course D line between the windward and leeward marks and the second has an important advantage over Course A in that it provides shows courses with the starting line at the leeward mark and two full-length beats and consequently, better races. the € nishing line at a mark of the course.

Page 7.3

‹6DLO&DQDGD COURSE A Marks: Start – 1 – 2 – Finish

1

S F

2

COURSE B Marks: Start – 1 – 2 – 3 – Finish

1

2 S F

3

COURSE C Marks: Start – 1 – 2 – 3 – 1 – 3 – Finish

1 1

2 S F

3 3

Figure 7.01

Page 7.4

‹6DLO&DQDGD LAYING MARKS

COURSE D Marks: Start – 1 – 2 – 1 – 2 – Finish

1 1 F

S 2 2

COURSE E Marks: Start – 1 – 2 – 3 – 1 – Finish

1 1

2

S 3 F

COURSE F Marks: Start – 1 – 2 – 3 – 1 – 3 – Finish

1 1 F

2

S 3 3

Figure 7.02

Page 7.5

‹6DLO&DQDGD Course E - Triangle/Windward-Leeward The configuration is basically a trapezoid (as shown in By the old way of thinking—say that of thirty years ago— Figure 7.03) or parallelogram (as shown in RRS Appendix this course was seen as inferior to Course F because it lacks L) that provides for two race courses with common starting the final beat. Today it is seen as preferable because it ends and € nishing lines.  e two courses are referred to as the on a run and finishes in the starting area. “outer” and “inner” courses.

As the starting and finishing lines are in the same vicinity, Given what was stated earlier about the importance of windward there can be less time lost between races. For competitors, legs, the most notable feature of these courses is that they do not there is an advantage over the courses in Figure 7.01 in that end on windward legs.  ese course con€ gurations are bene€ - the first beat is the full distance of the leg, which is tactically cial to the race committee in that there is no need to move up preferred. The disadvantage of this course is that the race ends and down the course between starts and € nishes.  e impetus on a run, making things more difficult for the race committee behind the development of these courses may have been the recording finishes as sail numbers are harder to read than when force of commerce. Television producers and through them, the boats finish on a beat. sponsors of major boating events such as the Olympic Games, want the start and € nish of a race to be in the same place.  is While it is normal that fi nishing lines are laid with the signals boat to makes television coverage easier starboard and the mark to port, there is no need to do this. RRS Defi ni- and allows advertising material tions Finish states that a boat fi nishes when she “... crosses the fi nishing to remain in one spot, visible to line from the course side (subject to three conditions) ...” so which side spectators. of the fi nishing line the committee boat is on is immaterial. Course E in Figure 7.02 has the mark at the starboard end for the simple reason Whatever the origin of the trap- the race committee is not going to want to move the committee boat ezoid course it is seen to have back and forth from one side to the other. Also, in the discussion for bene€ ts that encourage its increas- Course G it is stated that recording fi nishes is much easier if the com- ing use.  e layout provides two mittee boat is at the starboard end of the line as shown in Figure 7.03, race courses that approximate rather than at the port end as in RRS L, Addendum A. windward-leewards with one race committee, albeit an expanded one to deal with all the marks and the separate € nishing line. One Course F - Triangle/Windward-Leeward major bene€ t arises when a big † eet of boats is racing in † ights. Again, by the thinking of thirty years ago, the advantage of this By sending Flight A on the outer circuit and Flight B on the course over all others is that it provides three full length beats, inner, the two are sailing on di erent courses and there will be plus reaching and running legs.  e disadvantages are that the much less interference between them than would be the case if competitors have to sail back down the course between races they were both on the same windward-leeward circuit. By laying and the committee boat, unless there is a € nishing line boat, out the course so the outer and inner loops are di erent lengths has to move from the starting line, to the € nishing line and the race committee can more easily accommodate classes with back again.  is all results in a time loss while the competi- di erent speed potentials. tors reassemble and the race committee resets the starting line. e “ISAF” Trapezoid Course Course G is shown in RRS Appendix L Addendum A and 8. The Trapezoid Course in Figure 7.03 with the interior angle at Mark 1 being acute Boat racing is an evolving sport and part of this evolu- (usually 60° or 70°) and the lengths of the outer and inner loops tion is the development of new race courses, in response the same. When di erent † eets are sailing the the larger, faster to changing needs. The most important new race course is boats are sent to the outer course, to get them out of the way illustrated as Course G in Figure 7.03. of smaller boats sailing the € rst beat. To accommodate a large

Page 7.6

‹6DLO&DQDGD LAYING MARKS

COURSE G (Outer) Marks: Start – 1 – 2 – 3s/3p – 2 – 3p – Finish

1 1 1

2 2 2

4s 4p 4s 4p 4s 4p

S S S 3s 3p 3s 3p 3s 3p

F F F

COURSE G (Inner) Marks: Start – 1 – 4s/4p – 1 – 2 – 3p – Finish

1 1 1

2 2 2

4s 4p 4s 4p 4s 4p

S S S 3s 3p 3s 3p 3s 3p

F F F

Figure 7.03

Page 7.7

‹6DLO&DQDGD COURSE L1 (Outer) Marks: Start – 1 – 2 – 3s/3p – 2 – 3p – 5 – Finish

1 1 1 1a 1a 1a

2 2 2

4s 4p 4s 4p 4s 4p

S S S 3s 3p 3s 3p 3s 3p F F F

5 5 5

COURSE L2 (Inner) Marks: Start – 1 – 1a – 4s/4p – 1 – 2 – 3p – 5 – Finish

1 1 1 1a 1a 1a

2 2 2

4s 4p 4s 4p 4s 4p

S S S 3s 3p 3s 3p 3s 3p F F F

5 5 5

Figure 7.04

Page 7.8

‹6DLO&DQDGD LAYING MARKS

di erential in boat speed and desired course lengths in the least three tacks on any beat, the separation between the inner classes sailing, it might be preferable to move Mark 2 upwind and outer course can be somewhat less than half the length of so that the included angle at mark 1 is 90° or 120°.  is will the windward leg.  at being said, the current ISAF recom- make the outer ‘sausage’ longer than the inner one. An alter- mendation for the distance between Marks 1 and 2 is that it nate way to lengthen the outer loop would be to move Mark 3 be 2/3 the distance from Mark 4 to Mark 1.  at assumes the further down wind. outer and inner loops to be the same length. If the course is laid with di erent length loops, use 2/3 of the longer leg as the In the Olympic con€ guration the interior angle at Mark 3 is separating distance between the two. equal to that at Mark 2 but there is nothing critical about the apparent wind angle on the leg from Mark 3 to the € nish- One last comment on the con€ guration of trapezoid courses ing line, Given that, there will be times, with some classes – the location of the € nishing line is bene€ cial to the race com- of spinnaker equipped boats, where the RO might have the mittee. Following the last leeward mark rounding there is a opportunity to present competitors with a tactical decision. short reaching leg to the € nish. For the race committee this  at decision would need to be made when the relative posi- last, short leg is a huge improvement over the € nish line dia- tions of Mark 3 and the two ends of the € nishing line are such grammed for Course E. Having boats € nish on a dead run, as that one needs to opt for either carrying the spinnaker around in Course E makes the reading of sail numbers very diƒ cult, the mark, bearing o , and heading for the leeward end of the especially for such as the Star, Laser or Optimist class. Putting € nishing line, or going from spinnaker to jib and heading for the short reach into the course means boats will cross the € n- the windward end of the € nishing line. ishing line in a way that makes reading of sail numbers much easier. However, there are two options here; one of which is  e course illustrated in RRS Appendix L Addendum A indi- preferable. Appendix L shows the € nish line committee boat cates the two reaching legs to be 120° o the wind direction. at the windward end of the line.  is can create signi€ cant  is angle is € ne for a high performance, spinnaker equipped diƒ culties in reading sail numbers of boats on a broad reach dinghy or ski , such as the 470 or the 49er. For a Soling, below the observers. Figure 7.03 shows the committee boat at Dragon or Etchells the angle would be too high to carry the the leeward end of the line; an arrangement that makes life a lot spinnaker and for a sailboard or non-spinnaker boat, a higher easier for recorders. An enhancement would be to have boats reaching angle is acceptable. It is implicit that one will only and recorders at both ends of the € nishing line. use this course with classes having similar performance char- acteristics. If that is the case, the course con€ guration can be e Laser Class Trapezoid Course adjusted to properly accommodate the classes sailing. If one  e International Laser Class speci€ es a modi€ cation to the has to deal with disparate classes it will be diƒ cult to set the “ISAF” con€ guration. An additional mark 5 is inserted as a marks so as to provide equally good racing for everybody. € nal leeward mark before a short beat to the € nishing line.  e windward and leeward legs are speci€ ed as 1 nm, with the Besides the arrangement of the starting and € nishing lines reaching legs being 0.7 nm. Refer to Figure 7.04. and the reaching angles, the one other point for the RO to determine is how far out to put the outer “sausage”. Because  ere is a more complex version of this layout that, by setting the reaching leg (Mark 1 to Mark 2) is basically to provide for one more mark, allows for three races to be underway at once. getting to the outer part of the course and has little tactical However, that would mean nine race marks in the water plus interest in itself, it wants to be as short as conveniently possible. a starting line and plus a € nishing line.  is would be a very  e RO will want to keep the outer course as near as possible, to resource intensive layout, subject to signi€ cant delay in the enhance the ability to observe what is happening out there.  e event of a wind shi‚ . consideration that determines the separation between inner and outer courses is minimizing the interference between e Optimist Class Trapezoid Course boats on one circuit and those on the other.  is is to say that  e Optimist Class uses a modi€ ed trapezoid course, not illus- one does not want boats beating from Mark 3, on port tack, trated here. It starts o like Course G (Outer) in Figure 7.03. meeting boats beating from Mark 4, on starboard tack. From the starting line, the course is around marks 1 and 2 and through the gate at 3s/3p. However, rather than a beat back If the inner and outer courses are set so the laylines don’t inter- to and around mark 2, the € nishing line is set near and a little sect, the con€ guration would be approaching a square and the to starboard of mark 2. courses would be too far apart. By assuming that there will be at

Page 7.9

‹6DLO&DQDGD Using the Trapezoid Course in Appendix L is to use a gate at Mark 3. If one was running In contrast to selecting, for example, Course A, B or C on an † ights of the same class on the inner and outer loops, the two “as needed” basis to suit conditions of the moment, the decision courses would most fairly be identical in length and con€ gu- to use a trapezoid will arise early in the planning stage of a ration. multi-class regatta and the event will be run using just the one con€ guration.  ere are two important advantages to One last point—if wind conditions are not absolutely stable, the “trap”. One is that there are e ectively two race courses problems might arise with winds being di erent on the two with only one race committee.  e other is that the € nishing loops.  is makes things very diƒ cult when trying to make line is close to, but separate from, the starting line, allowing changes to the course. If the sailing instructions allow for speedy commencement of a new starting sequence for a class windward-leeward courses in addition to trapezoids the pos- that has just € nished. sibility arises that the RO might send one † eet onto the outer loop of the trapezoid (i.e. around Marks 1, 2 and 3) and send  e sailing instructions can be dra‚ ed to provide that certain the second † eet on a windward-leeward, using Marks 1 and 4. classes will always sail the inner course and others the outer.  ey  is would allow for independent adjustment of the two loops. might also a ord the race committee the option as to which course to put the next starting class on, depending on conditions at the time. In that case there needs to be a system for indicating 9. Fixed Marks the appropriate course.  e preceding and following discussion is equally relevant to courses around € xed marks where the courses are trying It would be possible too, if there is a signi€ cant di erence in to approximate “around the buoys” racing.  e RO wants to the speed potential of the slowest and fastest boats to include ensure that competitors are presented with a suitable mix of courses of di erent lengths, such as Start–1–2–3–Finish, beating, reaching and running and will want to know if the Start–1–2–3–2–3–Finish or Start–1–2–3–2–3–2–3–Finish. course length is appropriate for the wind and the time available.

A convention has sprung up to indicate to competitors which Two points should be made about setting courses around of a variety of alternated the race committee is assigning to a € xed marks; € rst, one should not describe a course such that given † eet. Using the signals I1, I2, I3, O1, O2 or O3, the race the direction away from a mark is more than 180° than the committee send a † eet once, twice or thrice around the inner direction toward it, i.e., the course should not cross itself. If or outer windward/leeward courses. the course is otherwise suitable, the crossing situation can be avoided by prescribing that some marks will be rounded to Another € nesse would be to eliminate Mark 4 and use the port and others to starboard. pin end of the starting line as the leeward mark for the inner course. To do this the RO would need to ensure that the situa-  e second point to note is that proposed marks should be tion wouldn’t occur where one † eet was arriving at the leeward checked to ensure that they are in place and as described in the mark just as another † eet was starting. sailing instructions and that, if they are to be rounded, there will be navigable water around them during the race. Another point—the course diagram in RRS Appendix L does not include a gate at Mark 3. However, it is very common that gates are used, especially for dinghy classes. One of the options

Page 7.10

‹6DLO&DQDGD LAYING MARKS

PART II - COURSE CALCULATIONS

CONFIGURATIONS OF TRIANGLES  e phenomenon of “apparent wind angle” a ects the way that reaching legs are set. If two boats are sailing at right angles to Triangular race courses are laid out relative to the wind direc- the true wind direction, but one boat is faster than the other, tion.  ey are set so that the direction from the starting line the apparent wind angle on the faster boat will be further a‚ , or to Mark 1 (the windward mark) is straight upwind. Because more nearly on the beam. Reaching legs are established so that boats cannot sail directly into the wind, but only to within the apparent wind is on the beam and this means that faster about 45° of it, they will make one or more tacks as they move boats want to have the true wind direction further forward up the course. Tactical decisions will determine the number than do slower boats. As a result, triangular courses vary in of tacks to be made. As the direction from the start to Mark geometry according to the boats that will be sailing them. 1 is straight upwind, the direction from Mark 1 to Mark 3 is straight downwind. Almost all keelboats and non-planing dinghies will € nd a triangle with an included angle between the windward and When a boat sails in any direction other than dead downwind, reaching legs of 45° to be quite satisfactory (the right isosce- the combination of speed through the water (and the air) and les triangle). High performance, planing dinghies will € nd wind speed result in a phenomenon known as “apparent wind a course with an included angle of 60° to be preferable (the angle”. A wind direction indicator on a boat moving upwind equilateral triangle), although in high winds it is better to will show that the wind is blowing from a direction farther make the reaches a little freer by reducing the included angle forward than is actually the case.  e apparent wind indicator at the windward and leeward marks by 5° or so. Catamarans, on a boat sailing a close hauled course will show that the wind which can reach at very high speeds, use courses where the is blowing from about 30° o the bow.  e apparent wind € rst reaching leg is about 70° away from the windward leg. indicator on a vessel anchored nearby will show that the true  e second reach is not symmetrical with the € rst (the scalene wind direction is really about 45° o the sailor’s bow.  e dif- triangle). It should be noted that each class of catamaran has its ference between true and apparent wind directions depends on preference for course con€ guration and wants to use di erent true wind speed, boat speed and the angle between the wind angles and lengths of legs. direction and the boat’s heading.

CALCULATION OF COURSE LENGTH

 ere are two reasons for wanting to calculate the length of a race course: „ to determine the length of the course itself, which for time-on-distance handicap racing (which is becoming uncommon) forms the basis for computing corrected times; or „ to calculate the total distance sailed (which is a longer distance than the course length) to evaluate the time needed for competitors to complete a race.

Course F is usually sailed on a right isosceles triangle and consists of a beat, two reaches, a second beat, a run and a € nal beat, as indicated in Figure 7.04. For such a triangle, there are certain characteristic angles and dimensions. Because this course includes all points of sail, it will be used as the model for all following discussion on course layout and calculations but the discussion is equally valid for almost any other course con€ guration.

Page 7.11

‹6DLO&DQDGD Figure 7.05

45° D is the distance between the leeward and windward marks, .707D and .707 D is the distance between the gybe mark and each of the other two.

90° D Now, if the wind conditions and types of boats are such that the average speed will be 6 knots, it will take slightly more than .707D an hour to sail the course. If the average speed is nearer 3 knots, 45° over two hours will be required for the race.

Figure 7.06

D can be any distance, but for various distances, when D = .50 mile .707 D = .354 mile .75 mile .530 mile 1,00 mile .707 mile 1.50 miles 1.06 miles

 us, when D = 1.00 mile, the length of Course F would be 1.00 + .707 + .707 + 1.00 + 1.00 + 1.00 = 5.414 miles; say, 5.4 miles. From this it follows that for Course F, the total length of the course is about 5.4 times the length of the windward leg. Now, this distance of 5.4 miles is the € gure that would be used for calculating time allowances for time-on-distance handicap racing, but it is not the distance boats would sail in getting around the course, simply because they could not sail directly up the windward legs. To calculate the distance sailed on a beat, consider the simplest case of a boat leaving the start line and sailing on one tack until it reaches the lay line to the windward mark. It then tacks and carries on to the mark.

 e distance sailed on a 1.00 mile windward leg would be .707 + .707 = 1.414 miles. From this, the total distance sailed around Course F would be: 1.414 + .707 + .707 + 1.414 + 1.00 + 1.414 = 6.656 miles; say, 6.66 miles.

Page 7.12

‹6DLO&DQDGD LAYING MARKS

 e distance sailed on the beat would be the same as the distance sailed on the two reaches, assuming the boat tacks through 90°.  is would be true whatever the number of tacks made.

Figure 7.07

To continue the example, if only one and a half hours are available for the race, the RO needs to decide whether it is likely that the competitors will average about 6 knots. If they will, the proposed course is suitable. If not, something needs to be done to meet the time constraints; Course F with shorter legs, or a course with fewer legs will need to be set.

If the wind speed remains constant, the length of time required to complete Course F can expected to be about 3.5 times the duration of the fi rst leg. This applies for both the fi rst boat and the last boat to arrive at the fi rst windward mark. WIND WIND WIND

.539D 70° 45° 60° D 80° .707D

1.053D 90° D 60° D D

.707D 30° 45° D 60°

Figure 7.08

Page 7.13

‹6DLO&DQDGD TARGET TIMES

For most dinghy racing today, the calculation of course length is not focused on completing races within a time limit. Rather, it is focused on completing races in “target times”. For example, Lasers want a target time of 1 to 1 1/2 hours for an event such as a North American championship, which in 12 to 14 knots of breeze means the windward leg will be 1 to 1 1/4 miles in length. 29ers want a target time of 20 minutes. Other classes have other preferences. So, target times are a component of the decision making when setting a course.

CALCULATIONS FOR OTHER THAN RIGHT ISOSCELES TRIANGLES

 e discussion above was predicated on a course around a right isosceles triangle. While this is the typical triangle, others are common for speci€ c boats.  e three are shown in Figure 7.08.

 e discussion about the right isosceles triangle remains valid for the equilateral triangle, but the arithmetic changes.  e distance sailed on the beats will still be about 1.414 D, but the course sailed will be longer. If D = 1.00 mile, for the equilateral triangle the total distance sailed over Course F would be: 1.414 + 1.00 + 1.00 + 1.414 + 1.00 + 1.414 = 7.242 miles; say, 7.25 miles.

Calculating the length of the scalene triangle is a little more diƒ cult.  e scalene triangle is used mostly for catamaran courses, the angle between the windward leg and € rst reach typically being about 70°. However, each class of catamarans has its own requirements for the length of the € rst reach and therefore the other two internal angles cannot be illustrated here. For the scalene triangle in Figure 7.08, where D is a 1.00 mile leg from the start to mark 1 and the included angles are as shown, the distance between Marks 1 and 2 would be about 0.54 miles and between Marks 2 and 3, about 1.05 miles.  e total distance sailed over Course F would then be: 1.414 + 0.54 + 1.05 + 1.414 + 1.00 + 1.414 = 6.83 miles.

CONFIGURATIONS OF TRAPEZOIDS line, six marks of the course and as many as four mark set boats.

Fi‚ een years ago the trapezoid course was almost unknown.  e “trap” takes up virtually as much space on the water as two Triangles were the order of the day. Now, triangles are almost windward-leeward courses so no room is saved by this con€ gu- never used in serious competition—racing is all in a windward- ration. Rather, the area required is in one piece so there is less leeward format.  e underlying idea of the “trap” course is † exibility than a orded by two windward-leewards. that it a ords two windward-leeward courses run by one race committee. All Olympic racing is currently done on either a All that being said, we € nd ourselves more frequently being windward-leeward course or a trapezoid. required to set trapezoid courses, if only because this con€ gu- ration is being used elsewhere. For example, in events such as Care must be taken when considering using “traps”. Despite National ualifying Regattas (NQRs), with only one class and the fact there will only be one race committee to service two only one start, we may be required to run “traps” because that race courses, the only real saving over two separate windward- is what competitors will be sailing in the Olympics. leeward courses is that there will only be one set of personnel and equipment for the starting area. A windward-leeward, even Trapezoid courses are, like others, laid with the € rst leg on with an o set weather mark and a leeward gate, will have two the axis of the wind direction. Courses can be laid with or boats plus the normal sta on the starting/€ nishing line, four without leeward gates. In the Olympic format the included marks of the course in the water and hopefully two mark set angle between legs 4—1 and 1—2 is either 60° or 70°.  e boats. A “trap” course will have the same requirement for the distance from Mark 1 to Mark 2 is set as 2/3 the distance from starting line, plus a separate boat and crew for the € nishing Mark 4 to Mark 1. With this o set between the two windward-

Page 7.14

‹6DLO&DQDGD LAYING MARKS

leeward legs, and assuming that boats sail within 45° of the true wind, the lay lines overlap only slightly. Refer to Figure 7.09. 120° 1 .667 D For most dinghy racing the distance from Mark 4 to Mark 1 60° wants to equal the distance from Mark 3 to Mark 2, meaning 60° the “trapezoid” is actually a parallelogram. If one is dealing 2 with classes of various speed potentials there may be reason to 120° make the legs of di erent lengths, turning the trapezoid into some other rhomboid shape. D

 e starting line is always set below Mark 4 so that a class can be starting while another class is racing and rounding the leeward mark of the inner course.  e € nishing line is always set beyond D  Mark 3. e usual location is at the end of a short reaching leg 4s 4p (300 yards or so) to port of Mark 3, with the included angle .05nm being 120° or 110°, depending on whether the included angle at mark 1 is 60° or 70°. 120° 3s 3p One variant of this con€ guration is that the Optimist class sails “traps” with the € nish line upwind of Mark 3, about ⅔ of 60° the way to Mark 2.

.15 nm For trapezoid courses with the starting line 0.05 miles below Mark 4 and the distance between Mark 4 and Mark 1 equal to that between Mark 3 and Mark 2, for various lengths of D: „ D = 0.50 mile, course length = 2.54 mile .667 D 110° „ D = 0.75 mile, course length = 3.70 mile 1 „ D = 1.00 mile, course length = 4.87 mile 70° 70° „ D = 1.50 mile, course length = 7.21 mile 2 110°

COURSE LENGTHS WITH FIXED MARKS D If the RO is setting courses around several € xed marks, some of which will be used for any given event, it would be useful to D plot all the marks on a chart and then scale o the distances from each mark to the others. From this data, a table can be generated that can be used to easily compute the course lengths 4s 4p (but not the distances sailed) for any combination of marks of .05nm the course. An example is illustrated in Figure 7.10. Between 110° the sailing instructions and lettered plaques displayed on the 3s 3p  committee boat, many di erent courses can be designated. For 70° the example, descriptions of the marks and their geographical positions are included in the body of the sailing instructions.

.15 nm

Figure 7.09

Page 7.15

‹6DLO&DQDGD HOT฀฀฀ RUM SERIES ฀

DISTANCES BETWEEN MARKS IN NAUTICAL MILES

TRUE MAGNETIC ABC DEFGHI NORTH NORTH S/F 3.32 1.10 2.03 2.21 2.64 2.10 1.17 0.61 1.10 A 4.03 4.04 2.35 1.55 1.24 2.60 2.69 3.40 B 1.35 2.38 2.51 2.82 1.22 1.46 0.77 C 1.83 2.78 2.85 1.58 2.08 0.98 D 0.88 1.27 0.99 1.69 1.57 E 0.83 1.55 1.49 2.27 F 1.33 1.52 2.18 G 0.72 0.83 H 1.10 D E C

F G I A

B

START/ FINISH H S/F

This is a diagram only and is not to be used for navigation.

Figure 7.10

ANGLES AND BEARINGS For example: 270° + 180 = 450° – 360 = 090° Once the location of the leeward mark/starting line has been determined, the rest of the course can be laid.  e one common In subtracting angles, one might arrive at a result of less than element of all standard closed course racing is that the € rst leg is 000°.  ere are two ways to deal with this. First, working with directly into the wind. Given the wind direction, the bearings negative numbers, you can add 360° back to get a usable € gure. of the other legs can easily be calculated. For example: 180° – 270 = -090° + 360 = 270°  e following examples show the calculations for three types of triangle. For these diagrams an arbitrary direction to the Or, to avoid working with negative numbers, 360° can be added windward mark of 270° has been used. Note the wind is € rst, with the subtraction done second. For example: blowing from the west (270°) and blowing to the east (090°, 180° + 360 = 540° – 270 = 270° the reciprocal bearing).  e bearings around the course are found by adding or sub- Angles increase clockwise and decrease counterclockwise. tracting various angles relative to the bearing of the windward When adding angles, the result might be greater than 360°. leg. When this happens, simply subtract 360° to get a usable € gure.

Page 7.16

‹6DLO&DQDGD LAYING MARKS

1. Right Isosceles Triangle  e following is for a course sailed with marks to port.

135° 1 45° Windward mark = Mark 1 Gybe mark = Mark 2 Leeward mark = Mark 3 2 90° 90° Mark 3 to Mark 1 = 270° Mark 1 to Mark 2 = 270° - 135 = 135° Mark 2 to Mark 3 = 135 - 090 = 045° 45°

3 135°

Figure 7.11

 e bearing from Mark 3 to Mark 1 is the same as the direction from which the wind is blowing, arbitrarily 270°.  e bearing from Mark 1 to Mark 3 is the reciprocal of 270°, which is 270° – 180 = 090°.

 e bearing from Mark 1 to Mark 2 is the wind direction minus the angle between the extension of the windward leg and the € rst reaching leg, or 270° – 135 = 135°.  e bearing from Mark 2 to Mark 1 is the reciprocal of 135°, which is 135° + 180 = 225°.

 e bearing from Mark 2 to Mark 3 is the bearing of the € rst reaching leg minus the angle from the extensions of the € rst and second reach, or 135° – 090 = 045°.  e bearing from Mark 3 to Mark 2 is the reciprocal of 045°, which is 045° + 180 = 225°. For a marks to starboard course, the angles are the same, but instead of subtracting, add.

1 135° 45° Mark 3 to Mark 1 = 270° Mark 1 to Mark 2 = 270° + 135 = 045° 90° 2 Mark 2 to Mark 3 = 045° + 090 = 135° 90°

45°

3 135°

Figure 7.12

Page 7.17

‹6DLO&DQDGD 2. Equilateral Triangle  e following is for a course to be sailed with marks to port.

120° 1 60°

Windward mark = Mark 1 2 60° Gybe mark = Mark 2 120° Leeward mark = Mark 3

60° 120° 3

Figure 7.13

 e bearing from Mark 3 to Mark 1 is the wind direction, 270°.  e reciprocal bearing = 090°.  e bearing from Mark 1 to Mark 2 is the wind direction minus the angle between the extension of the windward leg and the € rst reaching leg, or 270° – 120 = 150°.  e reciprocal bearing = 330°.  e bearing from Mark 2 to Mark 3 is the bearing of the € rst reaching leg minus the angle between the extension of the € rst reach and the second reach, or 150° – 120 = 030°.  e reciprocal bearing = 210°.

3. Scalene Triangle (for high performance boats)  e following example is for a course to be sailed with marks to port. Note too, that each class of boat has its own course require- ments.  is diagram represents a typical catamaran course.

!!"# ! ( $"# '"# Windward mark = Mark 1 !""# Gybe mark = Mark 2 Leeward mark = Mark 3

%"#

!&"# %

Figure 7.14

 e bearing from Mark 3 to Mark 1 is the wind direction, 270°.  e reciprocal bearing = 090°.  e bearing from Mark 1 to Mark 2 is the wind direction minus the angle between the extension of the windward leg and the € rst reaching leg, or 270° – 105 = 165°.  e reciprocal bearing = 345°.  e bearing from Mark 2 to Mark 3 is the bearing of the € rst reaching leg minus the angle between the extension of the € rst reach and the second reach, or 165° – 125 = 040°.  e reciprocal bearing = 220°.

Page 7.18

‹6DLO&DQDGD LAYING MARKS

PART III – LAYING MARKS

SETTING A FAIR COURSE boat can hold station near the mark and make sightings upwind from there to set the windward mark. It is common however Setting the course to provide fair sailing means to € nd the wind to anchor the committee boat € rst, especially if it is large, with direction and the bearing of the windward leg, with the intent heavy ground tackle and/or no anchor windlass. to have the leg directly into the wind.  e location of the course should be chosen so that no part of the course is disadvantaged Once one end or the other of the starting line has been set, a by obstructions in the water, such as shallows, including ones precise determination of the wind direction needs to be made. appearing on a falling tide, beaches, piers, patches of weed etc., or by obstructions on land, such as tall buildings, which will  e main reason for the mark boat to be on the race course a ect the wind on part of the course. Strong currents on the well ahead of time is to study the wind patterns. One of three course should be avoided if possible, particularly if they are di erent patterns will be noted (if there is any wind at all): signi€ cantly di erent in one place than in another. Anchored „ the wind will be steady in direction with little or no ships or marine traƒ c should also be avoided. oscillation; „ the wind will be oscillating periodically through a fairly constant angle about its base direction; or „ the wind will be shifting unpredictably or constantly LOCATION OF THE COURSE in one direction (the wind is veering if it is moving in a clockwise direction and backing if moving coun-  e € rst step in laying out a course is to decide roughly the terclockwise). prevailing wind direction and then to locate a position for the starting line that will allow more than adequate room for In the € rst case, laying the course is simple, with one provi- laying a windward leg. Sometimes, this will be quite simple. sion.  e vicinity of the course might be subject to wind shear.  e wind will be constant and no odd variables will interfere Some geographical feature is causing the wind to blow in a with the course. In such a case, there is probably a “traditional” somewhat di erent direction on one part of the course than on location for setting the line. In other cases, things are not so another. For example, the mark boat might be sitting where the easy. Winds might be unpredictably variable; large tidal † uc- windward mark will be set and getting constant wind readings tuations might result in drying on part of the course during of 260° while the committee boat at the starting line is getting the day; parts of the course might be too deep to set marks, etc. readings of 270°.  is is a problem but one the RO must live with. Except for relocating the course to an area without the Only local knowledge and experience will teach one what shear there is no suitable compensation. Also, the starting line the peculiarities of a particular race site might be and speci€ c will be laid relative to the wind direction in its vicinity. Refer methods to deal with them. If the RO does not have local to Figure 7.16 and the accompanying discussion for more on knowledge, it would be advisable to have someone on the com- geographical wind shear. mittee boat who can provide it. When the wind is oscillating about a base direction, that direc- tion is the one used for laying the weather mark. In such a case, the RO needs to rely more on a compass than a wind indicator LAYING THE STARTING LINE to determine the position of Mark 1. Refer to Figure 7.16 and the accompanying discussion for more on oscillating winds.  e most eƒ cient way to lay a course is to set the starting line and then set the rest of the marks in relation to it. If the wind is shi‚ ing greatly or unpredictably, or is veering or backing, the RO has two options. He/she can postpone the One might set the leeward mark/pin end of the line € rst and start (refer to Chapter 8 e Start) in anticipation that the then anchor the committee boat in relation to it, or vice versa. wind will settle down to a steady heading, or simply try to set  e former would yield more accurate results as the committee the best course possible under the circumstances.

Page 7.19

‹6DLO&DQDGD MORE ON THE STARTING LINE If it is apparent that there is a favored end of the starting line, most competitors will want to be at that end at the starting Once one end of the starting line is established, either by setting signal.  is will lead to crowding, which will likely result in the mark or the committee boat, the other end needs to be set numbers of boats being OCS. All other things being equal, an relative to the € rst and to the wind direction, so that the line un-square line almost preordains a bad start. is square to the wind. Biasing the starting line to favor the pin end is a common way In the simplest case, the starting line will be between the to keep boats in aggressive † eets from hitting the committee leeward mark and the committee boat.  e committee boat boat.  ere is a better way to avoid such contact and produce should always be on the starboard end of the line. Regardless a more equitable line for all competitors.  is is to make the of whether the course is set marks to port or starboard, the line square but put a spacer mark (more properly, Inner Limit committee boat is at the same end. Mark). Refer to the discussion below on how to locate this mark.  e length of the line is normally about one and one-quarter times the average length of the boats multiplied by the number Having made these comments about setting square lines, it of boats in that class.  us, in a † eet of 30 foot boats with ten must be noted, as suggested in the introduction to Chapter 8 starters in that class, the starting line should be about 1.25 x e Start that situations occur where the start line needs to be 30 x 10 = 375 feet long. If the starting line is being laid for a biased to provide good starts. multi-class event, the entry list for each class should be reviewed and the starting line set to accommodate the longest require- For example, in Vancouver’s English Bay, east † owing † ood ment. For sailboards, the length of the starting line should be tides are usually accompanied by a strong back eddy † owing two times the length of the board times the number of boards. west along the south shore of the bay. West winds tend to be For 50 RS:X boards, each 9 feet long, the starting line should more southerly towards the mouth of the bay.  e combina- be 900 feet in length. tion of these phenomena means that in a westerly with a † ood tide, there is only one place to start.  e boat that gets the best  is calculation is based on the premise that every competitor start at the inshore end of a square line will be the € rst boat is going to be right on the starting line at the starting signal. to the beach and will probably be the € rst to the windward Experience with a particular † eet will tell the RO whether mark. Only by biasing the line in favour of the o shore end this premise is valid. If not, and that would be typical of many can racing be made equitable. † eets, the line can be made shorter for large † eets, making the pin end of the line, and boats at that end, easier to see from It is usual, in closed course racing, that the starting line is set the Committee boat. However, and this is a big caveat, err on square to the wind, but for long distance racing, it should be the side of making the line too long, rather than too short. If perpendicular to the direction to the € rst mark to be rounded. the starting line is too short to accommodate all the boats that In such a case, the start might be on a reach or a run rather want to be there at the starting signal, there will be crowding, than on a beat. If the RO feels uncomfortable with setting a boats pushed over the line early, curses brought down upon the downwind start and if the sailing instructions provide some head of the RO and generally things will be most unsatisfactory. † exibility in the course con€ guration, a short windward leg o the start line, before the downwind leg, may be inserted. In perfect conditions, the line, as mentioned, is to be laid at right angles to the wind direction. It is important that the line Problems associated with starting lines for very large † eets be as square as possible, to an accuracy of 2° or less, or one end have resulted in several solutions that are beyond the scope of of the line will be “favored”, that is, closer to the windward this manual. Anyone becoming involved in such a regatta for mark, and knowledgeable and aggressive sailors will crowd the € rst time would do well to consult with people who have that end. If the requirement for accuracy to 2° for the starting experience with the class or classes involved to learn about the line seems unnecessarily precise, consider this. For a starting problems and the solutions that did or did not work. Among line 250 feet long, (which is a very short line) with a 5° bias, the the solutions that have evolved are starting lines with an inter- favored end would be 22 feet closer to the windward mark. For mediate mark and gate starts (both of which are discussed in a Star Class † eet, this would give a boat starting at the favored this manual), splitting the entry list into gold and silver † eets, end a one boat-length lead over a starter at the other end, the or even to have two simultaneous starting lines, with half the moment it crossed the line. † eet on each line (Sydney – Hobart Race).

Page 7.20

‹6DLO&DQDGD LAYING MARKS

One last point about laying the starting line. Sometimes the shorter than those on the right—about 25% shorter—so the owner of the RC signals boat will be uncomfortable with the le‚ side is hugely favored. prospect of a competitor hitting his boat. One way to alleviate the prospect is to use a clearance mark, or more properly, an If the RO is unaware of the wind shear, or chooses to ignore it, Inner Limit Mark (ILM), to keep boats away. and sets Mark 1 on the wind direction at the committee boat the di erence in the layline lengths on le‚ and right diminishes, The mark is set in the vicinity of the port quarter of the com- but so does the course area—signi€ cantly. mittee boat at a distance of one-half to one boat length of a competing boat. The ILM should not be any further aft than If the RO is aware of the shear and thinks he can compensate the location shown for the mark adjacent to the grey boat in for boats wanting to go le‚ by setting Mark 1 somewhat to Figure 7.15. If the ILM is much forward of the location indi- the right of upwind, the course almost disappears. Setting the cated by the mark next to the white boat, the transom of the mark right far enough to match the wind shear will reduce the committee boat is not being properly protected. leg to one tack.

Try to avoid areas with geographic wind shear but if a course must be laid in that condition, have the mark layer set Mark ) 1 so that is upwind of the committee boat, as seen from the mark set boat.

Figure 7.15 2. Oscillating Wind Figure 7.17 shows a Wind and Current Graph (refer to Appendix The ILM is often secured by a line from the transom of the 1 Forms) € lled in, somewhat hypothetically but typically for signals boat. The definition of Mark has been revised such that English Bay. Current information is not included because in the ILM would become a part of the signals boat and com- the bay it is either obviously † ooding or it is doing something petitors would not be able to touch it. If the ILM is anchored else. Also, to make current records to the ISAF standard is a separately, it can be treated as an obstruction, meaning that very fussy task requiring a dedicated boat and crew. competitors could touch it without penalty.  e wind direction information was added using 270° as the base direction because that was what it was expected to be.  e wind started in the southwest and over the € rst hour it veered LAYING THE WINDWARD MARK 60° into the northwest.  is might give the RO a concern but then the wind started backing and in another half-hour settled Before setting the windward mark the RO might need to into the expected 270°, plus or minus 5°. When this became consider any one of three environmental problems that could evident the RO could feel comfortable that things would be a ect its location.  ese potential problems are: okay and he could plan the setting of the marks. „ geographical wind shear; „ oscillating wind; and A very knowledgeable race team working in shi‚ y, pu y winds „ current across the course. can get to determine how long a‚ er a gust is recorded at the windward mark location that gust will reach the RC signals boat. With that information the bearing of the starting line 1. Geographical Wind Shear and/or the time at which a start is to signalled can be coordi- A geographical wind shear is a persistent bend in the wind nated to coincide with, or avoid, a predicted gust. caused by a headland or tall buildings, etc. Figure 7.16 indicates a somewhat exaggerated condition wherein the wind is backed about 20° at the windward mark, compared to the starting line. 3. Current on the Course  e € rst diagram shows what the laylines look like. A boat Current can have a major impact on the quality of course con- does not sail in straight lines but will always be headed on the € guration. Figures 11.01 and 11.02 show the e ect of wind starboard tack and always li‚ ed on the port tack. Moreover, it shi‚ s on course con€ guration. Current can have a similar can be seen that the laylines on the le‚ side of the course are e ect. It can be a problem on tidal waters or on major inland

Page 7.21

‹6DLO&DQDGD *+,- *+,- *+,- *+,- *+,- *+,- *+,- *+,-

Figure 7.16 waters. When current parallels wind direction the problem is However, a current is not exactly like a wind shi‚ . A wind shi‚ minimized and when current is perpendicular to the wind the a ects all boats equally and consistently, regardless of whether problem is maximized. they are sailing upwind or downwind and regardless of their speed.  e e ect of a current is directly related to how fast a If a current is † owing in the direction of the wind it will not boat is moving through the water. a ect the squareness of the course. It will make the beats rela- tively slower and the runs relatively faster. On a triangular To compensate for current the RO needs to consider the length course the € rst reach will be a little higher and the second a of time a boat will be on a given leg of the course, the velocity little lower than would be the case in still water. If a current of the current perpendicular to the course axis, and thereby the is † owing against the wind direction it will have similar but distance the boat will be set by the current. With this, com- opposite e ect. pensation could be calculated. If a boat takes half an hour to sail a windward leg and has a one knot current perpendicular When a current is † owing across the course it will push boats to the course axis, it will be set one-half mile down current in sideways, having the same e ect as a wind shi‚ and diminish- the time it takes to sail a distance equal to the length of the leg. ing course area and the equality of port and starboard tack A‚ er the boat reaches the windward mark and gybes onto the sailing. At € rst thought it might be considered that one can run, it might go downwind at twice the speed it had upwind. compensate for current the same way one compensates for a If this is so, it will only take one-quarter hour to sail the run wind shi‚ —by moving a mark. and the boat will only be set one-quarter mile down current.

Page 7.22

‹6DLO&DQDGD LAYING MARKS

Figure 7.17

 is is to say there is no one compensation that will be com- 5°. Mark 1 would be relocated so it was 10° down current of pletely satisfactory in solving the problem. A theoretical, but Mark 2 and the € nishing line would be set 5° down current probably quite impractical, solution would be to walk the from the relocated Mark 1.  is idea is unwieldy and a tidal course down current.  is would mean setting Mark 1 at current probably would not be uniform across the racing area some o set from the starting line—say 10°. Mark 2 would be or for the duration of a race, so all the marks would be, at best, set down current from Mark 1 with some lesser o set—say approximately where they ought to be.

Page 7.23

‹6DLO&DQDGD It is more important that downwind legs be square than upwind and the run takes 50% longer than the table assumes.  ereby, legs and so any compensation applied for current should favor the compensating angle needs to be increased by about 50%. the downwind leg over the windward.  e way to insert this compensation is to move Mark 1 up current of the starting  e reality of this discussion is that one cannot simply and line so that Mark 2 will be down current of Mark 1. Note that accurately calculate the appropriate o set for Mark 1 to obtain doing this will worsen the beat. If Mark 1 should be 10° down a perfect leeward leg. What is needed is to: current of the starting line but is set 5° up current, one tack will „ understand the idea behind the compensation; be highly favored over the other. If the current is † owing from „ set up the course with the windward mark on the best the starboard side of the course it will signi€ cantly favor port bearing the RO can estimate; and tack and the amount of starboard tack sailing will be signi€ - „ watch what happens on the € rst run. cantly reduced. Note too that there will be a con† uence of wind If all, or most, of the boats are on starboard, Mark 1 should speed, current speed and boat speed that would reduce the be more to port. If the boats are on port, Mark 1 wants to be track from the starting line to Mark 1 to a single port tack leg. more to starboard. If half the boats are on starboard and half on port, the RO is doing a great job.

V= V= V= V= V= 4 kt 6 kt 8 kt 10 kt 12 kt 4. Laying the Windward Mark Once the base direction for the wind has been determined, the 1 kt current, D= D= D= D= D= RO can direct the mark set boat in laying the windward mark. reaching 20° 14° 10° 08° 07° As stated above, this theoretically ought to be done while the committee boat is at the leeward mark, but in practice it is usual 1 kt current, D= D= D= D= D= for the boat to be anchored in its € nal location. DDW 14° 10° 07° 06° 05° If the mark laying boat is equipped with GPS, it is very simple 2 kt current, D= D= D= D= D= to set the windward mark. (Refer to Appendix 6 Using GPS). reaching 44° 29° 20° 16° 14°  e Mark Layer needs only to set the location of the leeward mark as a way point and ‘back away’ from that location for 2 kt current, D= D= D= D= D= some predetermined distance that represents the length of DDW 30° 19° 14° 12° 10° the windward leg; at a bearing that is the reciprocal of the wind direction.

Parenthetically, GPS is very useful for € nding the exact length Table 7.01 of a course when time-on-distance handicapping is used and the course length needs to be determined although (again par- Table 7.01 is arbitrary. It includes the following assumptions: enthetically) time-on-distance handicapping has become passé. „ the boat tacks thru 90° on the beat; „ either gybes thru 90° on the run or sails DDW; and Using more basic methods, for the mark boat to € nd the „ the boat speed downwind is double that on the beat. bearing to the weather mark is not diƒ cult. With a hand bearing compass, the mark boat crew can sight back to the For most boats, gybing angles will be greater than 90°, meaning leeward mark, seeking a bearing that is the reciprocal of the the distance sailed, and the time required to do so, will be wind direction at the committee boat. From the committee less than assumed, in turn meaning a lesser compensation is boat, the RO, using a hand bearing compass, can direct the required for the table rows labelled “reaching”. If the gybing mark laying boat along a bearing that is the same as the wind angle is 135° the compensation need only be about 0.7 times direction, using the correction as shown in Appendix 5 Mark the angles in the table. Bearings and Adjustments.

Again, for most boats the di erential in time between beats Finding the length of the windward leg is more of a problem. and runs is more likely to be on the order of 4:3 or 3:2, rather  e best, although most cumbersome way without the use of than the 2:1 calculated here. If a boat takes 12 minutes to sail electronic aids, if the length of the course is important, is to the beat and 9 minutes to complete the run, the ratio is 4:3 plot the locations of the starting line and the windward mark

Page 7.24

‹6DLO&DQDGD LAYING MARKS

on a chart. For this, a transparent overlay of course con€ gura- LAYING THE FINISHING LINE tions, drawn at the scale of the chart, can be laid on the chart and from there ranges and bearings to landmarks can be deter- Laying the € nishing line, if it is not the starting line, is quite mined.  e landmarks and their bearings from the windward simple. For low key racing, it is set normally at the windward mark can be given to the mark laying boat crew who, again mark, outside the course and square to the direction from the using a hand bearing compass, can € x the location of the mark. last mark. For serious racing it is set a short distance upwind of Mark 1, in which case both ends of the line would have to be In the absence of electronics, a common way to get the laid. For one-design † eets, the € nishing line should be about windward mark in the proper location requires preparation. Do one-quarter of the length of the starting line, but for cruising some timed runs over measured distances with the mark boat, boats the line can be shorter as the boats tend to be more spread towing marks.  e throttle settings should be noted. Preferably, out along the course at the € nish. these timed runs would be done in varying sea conditions over several days. A table can then be drawn up, charting the time For courses where the € nishing line is coincident with the required to travel a given distance at given throttle settings and starting line, and when one is dealing with large † eets, it is in di erent wind and sea conditions. Using this table, the RO recommended to shorten the line.  at is to say, if the pin end can instruct the Mark Layer to depart the committee boat and boat for the start is le‚ in its position, the line will be consider- steer on a particular heading for a given distance.  e Mark ably longer than required or suitable. Even if the wind is rock Layer, using the table described above, can decide the appropri- steady and the RO knows he wants the pin end of the next start ate time and throttle setting to get to the desired position.  e to be in exactly the same position as the last one, the pin end Mark Layer should arrive quite close to the desired distance boat should move to shorten the € nishing line. One thing that upwind of the committee boat. It is this procedure that is might be done is to slip the pin boat’s anchor, tying it o on a implied in the quotation in the introduction to this chapter. small buoy so that it can be picked up and the boat will be back in its previous position.  e mark boat would then move into More casually, with experience, one learns that it is a particular position on the shorter € nishing line and set another anchor. distance from this point to that along the beach, or that the marks appear a certain size from a mile away. A SPECIAL WINDWARD MARK

LAYING THE GYBE MARK When large † eets are sailing windward-leeward courses, it is common to set two marks, 150 feet or so apart, at the windward With the leeward and windward marks set, it is easy to locate end of the course.  e purpose of this pair of marks is to keep the position of the gybe mark. For Course F, from the mark upward bound boats apart from downward bound.  e second laying boat, the bearing from the gybe mark to the windward windward mark, which is usually referred to as an “o set mark” mark will be 045° more than the wind direction and to the makes the competitors sail a short reach from the windward leeward mark 135° greater. Note that these calculations are for a mark before bearing o or gybing to the leeward mark.  e marks to port course. For marks to starboard, one subtracts 045° standard nomenclature for these two are Mark 1 and Mark 1a. and 135°.  e distance from the windward mark to the gybe mark is about three-quarters the length of the windward leg. By not being able to bear away right a‚ er rounding the windward mark, boats are prevented from immediately gaining  e committee boat can assist by € nding the bearing from it to rights over boats approaching Mark 1 to round, close-hauled the gybe mark and guiding the mark laying boat accordingly. on port tack. Also, plotted bearings to landmarks ashore could be used to more accurately € x the location of the gybe mark. For other Classes that specify o set marks tend to be particular about than the right isosceles triangle, similar angles can be found the relationship between the two marks. Generally the require- to determine the bearings from the gybe mark. ment will be that Mark 1a is 80°±10° o the wind from Mark 1. Figure 7.18 illustrates these marks.

 e use of such marks needs to be described in the sailing instructions. Note that, although this mark looks similar to

Page 7.25

‹6DLO&DQDGD the “gate mark” described below, a correct rounding of it is the mark from all other boats.  e farther out from the mark a quite di erent.  e possible confusion (because SIs have been particular boat is, the farther it has to sail to complete the mark dra‚ ed with a gate at the windward mark) between the two rounding.  is pattern is the “wheel”. Whether or not there demonstrates that sailing instructions must be quite speci€ c are changes in position at the mark rounding, the gap between in describing intent. any two competitors is likely to increase simply because of the di erent distances sailed to get around the mark. Lastly, it is more commonly the case today that Mark 1a is somewhat to windward of Mark 1. At the 2008 Olympics Mark 1a was 10° upwind of Mark 1 (i.e. at 80° o the wind direction) and the International Tornado Association wants the mark upwind by 20°. (0 (1

$"# '"# /"# $23455256789302:;7;:4: '2=2/234552567893029>1;?.5 !. ! !. ! !. ! !"23455256789302:.<;:4: Figure 7.19

By having two marks, a “gate” is created. Note that both marks have required sides. One must go through the gate and cannot, for example, pass marks 2s and 2p to port. However, one can leave the gate by turning either to port or to starboard. At the very least, what this con€ guration should yield is two ‘wheels’, each with only half the boats, meaning that the outside boats can round a mark through a smaller radius, which in turn ) ) ) means they will lose less distance on boats ahead. For the com- petitor too, the gate marks are rich in tactical opportunities.

Figure 7.18  ere are geometrical considerations to be made when placing gate marks.  e € rst is that the distance between marks must exceed six times the length of the longest boat on the course. GATE MARKS  is is so that the three length zone for each mark does not overlap the other one, avoiding the potential of protests arising Gate marks consist of two closely spaced marks, between which over questions of right of way or overlaps between boats boats must pass. Gate marks were introduced about 1990 rounding di erent marks. Experience indicates that gates are now commonly seen at high level events. As is discussed should be about eight to ten boats lengths apart. Gate marks below, one bene€ t of the gate mark on a closed course is that can be adjusted so as to compensate for the situation where one it reduces the ‘wheel’ e ect in mark roundings and introduces side of the course is distinctly favoured. Notionally, the line new tactical considerations. A second bene€ t is that it allows between the two marks wants to be at 90° to the wind direction. boats that want to take the starboard tack upwind the oppor- But, if one side (say the port side) of the course is favoured and tunity to do so without having to sail through a wall of boats the RO wants to o set that bias, he/she can do so by setting heading down to the leeward mark. A third bene€ t is that by the port side of the gate further downwind. tweaking the relationship between the two marks and the wind direction, the RO can overcome some inherent bias to One more thing for the RO to consider about gate marks is the course, such as a favorable current on one side. the diƒ culty of recon€ guring them in case of wind shi‚ that necessitates moving marks. Unless one has lots of spare marks Gate marks usually are used at the leeward end, o‚ en paired and at least two mark set boats, serious consideration should with an o -set at the windward mark. When a closely grouped be given to adding to Sailing Instruction 11 a sentence that † eet reaches a mark, the boats inevitably stack up so that as reads something to the e ect that “when a ‘gate’ mark is to be each rounds the mark, it is on a slightly di erent radius from replaced, it shall be replaced by a single new mark that shall

Page 7.26

‹6DLO&DQDGD LAYING MARKS

be le‚ to port when rounding”.  e last sentence could be If the port starting mark is dead downwind of the windward modi€ ed to read something like “when in a subsequent change mark, there is an angle ‘A’, relative to the wind direction, by of course, a new mark is replaced, it will be replaced with a which the windward end of the starting line is favored over single original mark and shall be le‚ to port when rounding.” the leeward end. A boat starting at the windward end, while having to sail a little further than one starting at the leeward end, can sail a little freer and will have had an advantage when it arrives at the € rst windward mark. Refer to Appendix 5 Mark S/F LINES BEYOND THE COURSE Bearings and Adjustments for the angles to the windward mark from the committee boat. Setting the start line even a few yards For events with several classes and multiple starts, it helps to below the leeward mark and centring the line on that mark, separate the starting line from the leeward mark.  is will halves the advantage o ered by a start at the committee boat avoid the nasty circumstance of having the € rst class around end. Moreover, the leeward end is a orded the same small the course and rounding the leeward mark while the last class advantage, albeit on port tack. is just crossing the starting line. In one-design racing the start line is occasionally put a long way below the leeward mark to provide quite a long € rst beat. With this, the † eet will have spread out a bit before arriving at the € rst windward mark,

reducing the protest producing situations that can result from WIND WIND having the † eet bunched up at a mark rounding. Finishing lines are also o‚ en separated from the windward mark to enable the race committee to decide which boats are € nishing and which are still on the course.

 e separate starting line is typically laid with a pin end mark 100 yards (0.05 nm, as per ISAF standards) or more downwind from the leeward mark, but otherwise is a typical starting line.  e separate € nishing line simply requires that another mark be set 100 yards or so upwind from the windward mark with the committee boat abeam. A A/2 When starting or € nishing lines are laid beyond the boundar- ies of the course, they can be laid so that the lines are centred on the extensions of the line from the leeward mark to the windward mark. Particularly for the starting line, this pro- Figure 7.20 cedure results in a more equitable situation, halving the bias favouring the windward end of the line, as shown in Figure 7.20.

From RRS 28.2, when starting or fi nishing lines are set beyond the course, the leeward mark is not a mark of the course on the fi rst leg. The same is true of the windward mark on the fi nal leg. The sequence of marks to be rounded must be specifi ed on the course diagrams or elsewhere in the sailing instructions.

Page 7.27

‹6DLO&DQDGD DELAYING MARK SETTING MARK BEARING CORRECTIONS

 e introduction to this chapter recommends delaying setting  e course and all the bearing between marks are set out relative the windward and gybe marks as long as possible.  e reason for to the marks. From the RC signals boat, the bearings will be this is that in shi‚ ing wind conditions the delay will enhance di erent.  e RO might want to con€ rm or verify locations the probability of having the windward leg most nearly true to of marks but will be doing so from the committee boat. Refer the wind at the time of the start.  e starting line can also be to Appendix 5 Mark Bearings and Adjustments for diagrams adjusted as required until the preparatory signal for the class and tables showing corrections to be made to determine mark about to start. If the wind is steady or is oscillating regularly bearings from the Race Committee signals boat about a base direction, there is no real reason to defer setting marks, but if the wind is unsteady, mark setting should be Although the content of the appendix may have other appli- delayed as long as possible. Consideration might be given to a cations, its prime value is in a ording the RO some ability to postponement until the wind settles so as to set the best course. verify roughly that the marks are in the locations he wants them to be. Note that if RRS 30.2 or 30.3 is in force, the windward mark needs to be in place prior to the preparatory signal for the a ected class because that mark de€ nes the third corner of the “forbidden” triangle at the start.

Page 7.28

‹6DLO&DQDGD THE START

PREPARING THE RACE COMMITTEE

 e RO needs to get to the regatta site early and to ensure that all the members of the race committee are present on time. He might lead a short meeting with his race committee team to review the day’s schedule, verify that team members are suitably assigned to each task and ensure that all the required equip- ment is on hand. Each team member must then gather his/her needed equipment, load it on the appropriate boat and other- wise generally prepare to leave the dock. (Refer to Appendix 5 Assistant Race O cer Check Lists for more on what each team INTRODUCTION member needs to have on board). Each team member with a radio needs to con€ rm the correct working channel for that From the Guide for Race Oƒ cers: team and verify that radios are tuned to the proper channel. Starting lines should be either between two race commit- tee boats, or between a race commi ee boat and a mark  is overall procedure will be repeated each day of the event. with a race commi ee boat stationed beyond it. In either case, when a race commi ee boat marks an end of the line, the line itself should be identifi ed by a fl ag or shape, pref- erably coloured high-visibility orange. Anchor lines should ON THE WATER be weighted a few metres below the surface to prevent yachts from fouling them, and should be capable of rapid  e punctuality and ease with which the race committee works adjustment, to facilitate changing the line. The line should be will greatly in† uence the competitors.  e mark set boat or perpendicular to the wind direction, unless current, wind or boats should be in the racing area well more than an hour before other factors make a bias necessary to spread the yachts the € rst start to take wind readings.  e signals boat should evenly along the line. Length should be adequate, but not leave the dock at least one hour before the € rst start, with rescue excessive. Starts should not be delayed unless conditions and jury boats not far behind.  e Sound Signals Oƒ cer might are unsuitable. sound one long horn as the committee boat leaves the dock and the † eet should follow shortly.  e above discussion refers to the last few minutes before a start and how to adjust the line, but the RO has many things  e Time Keeper should be keeping the RO informed of the to consider before this moment arrives. time remaining to the € rst warning signal, the Flag Oƒ cer organizing all the required visual signals and the Recorder checking in competitors. Once most of the competitors have checked in, the race committee should contact the shore to GETTING STARTED determine the status of missing boats; those registered but not in the starting area. When the day of the event arrives it begins early for the Race Oƒ cer. Much planning and work have been done in  e RO must stay in close contact with the support boats, preparation for this day and the quality of that preparation informing them on the status of preparations and being becomes evident.  e RO now assumes prime responsibility informed of wind conditions on the course. Besides all of this, for ensuring that things go smoothly and is charged with: the RO should keep the regatta base informed of any changes. „ conducting a Competitors Meeting; „ getting the race committee onto the water and setting If there is a check-in procedure for competitors in the racing the course; area, a Recorder can be comparing the registration list against „ ensuring that the starting sequence begins and con- the sail numbers of boats arriving to race to determine if all tinues on time; and boats have come out or if some are missing. If not all are present, „ deciding how to deal with any problems that might radio contact with shore should provide information about the arise before racing is finished. missing boats.

Page 8.1

‹6DLO&DQDGD SETTING THE COURSE 1. Postponement Due to Wind Conditions  e RO can elect to postpone racing before anyone leaves the  e € rst major decision of the day is to select the course location dock if a day begins with winds that are: and if options are available, which course to set. Considerations „ nonexistent; of location, con€ guration and length of course include: „ too light and fickle to set a course; or „ finding a large enough area to lay the course, free of „ too strong to feel comfortable about the competitors’ impediments such as; safety. ƒ shallows, including those created by falling tides, ƒ obstructions, including wharves or anchored ships,  is decision can be made any time prior to the scheduled ƒ marine traƒ c, especially such as to create large € rst warning signal, although it is best made one hour or more washes, or before that time, and AP or † ag D can be displayed ashore, ƒ geographical features or tall buildings that will accompanied by two sound signals. Following the lowering of disturb wind patterns in the vicinity of the course; this signal, there will be a minimum time, stated in the sailing „ predicted wind conditions, including; instructions, before the next signal is made. ƒ stability, as windward-leeward courses are easier to realign in shi‚ ing winds than triangles, and Similar circumstances can arise when the race committee is on ƒ velocity, as this will a ect boat speed and needs to the water, setting the course.  e postponement signal would be considered with regard to the races scheduled. be the same, but AP would be displayed from the RC signals boat. Once this decision has been made, laying the course can commence as described in Chapter 7 Laying Marks. Another condition can arise to require a postponement; namely a wind shi‚ that unfairly biases the starting line. If this happens before any classes have started, that is any time before the € rst starting signal, the RO has a simple decision to make.  e DECISIONS AT THE START starting sequence can be interrupted by displaying AP and sounding two signals. If such a windshi‚ occurs a‚ er one or To augment the following discussion, all of RRS Part 3 Conduct more classes have started, the decision remains the same, but of a Race, and Race Signals, regarding the exact meaning of the postponement will only a ect the classes that have not visual signals, needs careful review. As discussed previously, the yet started. RO should have been an active participant in writing the sailing instructions and so have good familiarity with them. Before RRS 26 allows for gaps in the starting sequence so the RO can altering the racing, the sailing instructions need checking. simply delay the sequence for the next class while adjustments are being made to the line. Classes that are racing will continue,  e RO can be faced with one or more of several possible deci- unless the RO decides the wind shi‚ seriously a ected them sions before, during, or following the start of a race. and makes the decision to abandon the races underway. (Refer to Chapter 10 Abandonment A er the Start.)

POSTPONEMENTS 2. Postponement Due to Timing Error Editons of IYRR prior to 1993 included provision for dealing Postponements can be called either before any classes have with a timing error. When one was made, all following times started or a‚ er some, but not all classes have started. A post- were to be taken from the erroneous one. It was recommended ponement a ects only those classes whose starting signal has however, that if a signi€ cant timing error was made, something not been made.  e reasons for declaring a postponement will be done to interrupt the starting sequence, back track and cor- most likely stem from wind conditions, but could arise because rectly restart the class a ected by the error. IYRR 1993–96 was the race committee is not prepared to start on time or wants to silent on the subject, as have been the subsequent editions of correct a timing error in the starting sequence. Unless shore- RRS. As timing errors are a reality in race management, it is side circumstances have prevented competitors from leaving worthwhile knowing how to deal with them.  e old “rule” (it for the sailing area, waiting for stragglers to arrive at the race was actually a recommendation) was a good one and is worth course is not a reason for signaling a postponement. remembering.

Page 8.2

‹6DLO&DQDGD THE START

When a signifi cant error is made in the timing of the interval 2. AP Over Numeral Pennants between any of the signals for starting a race, the recom- IYRR used to provide for setting postponements in " # een mended procedure is to signal a general recall, postpone- minute increments up to one hour and in one hour increments ment or abandonment of the race whose start is directly from one to nine hours. € e " # een minute intervals are no aff ected by the error and a corresponding postponement of longer set out in the rules, but a " xed duration postponement of succeeding races. When the race is not recalled, postponed one to six hours can be signaled by hoisting AP over the appro- or abandoned after an error in the timing of the interval, priate numeral pennant. Using such a signal could be welcomed each succeeding signal shall be made at the correct interval by competitors, knowing that they have some speci" ed delay, in from the preceding signal. which they may do something other than simply hang around the committee boat waiting for something to happen. A few comments are in order regarding this “rule”. First, because it provides options set out in RRS, there is no need to Experience is showing that this signal may be outdated. If a put anything in sailing instructions about procedures following postponement is going to be a lengthy one it usually will prove a timing error. Second, it is recommended that abandonment that signalling AP over H and sending the boats ashore will ( ag N) rather than general recall (First Substitute) be used to be a better decision than setting a long, " xed duration post- stop a race that has started. € ird, the postponement option ponement. (AP) is only available if the error is discovered before the race has started, but a postponement might be part of the remedy. Last, if a timing error occurs, there is no provision in the rules 3. AP Over H that permits adjusting the timing of subsequent signals. Stop € is was a new signal in IYRR 1993–96. AP over H provides the race and start over. a  exibility that did not previously exist. € e signal means that “all races not started are postponed. Further signals will be made ashore”. € is enables the RO to do such things as: 3. Postponement for Other Reasons „ postpone a race from a scheduled 1000 hours start to € ere ought not to be any other reason for postponing a race. a 1400 hours start; or € e race committee should be fully prepared and on the water „ reschedule races to succeeding days to try to get in with plenty of time to set the course. However, somewhere, one missed due to unfavourable winds. sometime, an engine is going to break down or a radio die. When this happens, the RO might have no option but to signal RRS is silent on the matter of ending the “AP over H” signal a postponement and deal with rectifying the problem as quickly but it is implicit in the de" nition that  ag L will be displayed as possible. ashore and a notice of some sort will be posted on the o cial notice board. € e display of  ag L ends AP over H and the associated notice tells competitors about when the next starting sequence is scheduled to commence. POSTPONEMENT SIGNALS 4. AP Over A 1. AP € is postponement signal means that all races not started are When the Answering Pennant (AP) is displayed, there is no postponed to another day, typically the next scheduled racing prescribed time for it to stay up. It might be there for three day of the regatta. Note that this signal is " nal insofar as it minutes or three hours. Normally, this is the way the signal is means “there will be no further racing today”. used. However, there are occasions when the RO knows how long a postponement will be, in which case the competitors In the event that there is little likelihood of starting a race for can be informed, removing the uncertainty about how long the remainder of the day, because of too little or too much wind, the delay will be. With appropriate signals in conjunction with the RO can postpone all races not yet started to another day. AP, the postponement can be of predetermined duration in € is signal is made by displaying AP over A, accompanied by one hour increments or to another day. (Refer to RRS Race two sound signals and may be made on the committee boat or Signals AP.) ashore, but in the latter case only if the boats are on shore. AP over A can be removed any time a# er the RO deems that all competitors are aware of the signal. No sound signal needs to

Page 8.3

‹6DLO&DQDGD accompany the removal of this signal. A notice setting the time Either way, the original postponement signal would be removed and date of the rescheduled start should be posted as soon as (at a predetermined time if AP over a numeral pennant had possible on the oƒ cial notice board in conjunction with † ag been displayed), with a sound signal, and one minute later the L (with a sound signal) displayed ashore. new signal would be made.

2. Starting the Race ENDING A POSTPONEMENT  is is simple. One minute a‚ er removing AP, a warning signal would be made for the € rst class a ected by the postponement. A postponement will be terminated when one of four things happens. Either: „ the RO decides the wind conditions have improved to allow racing to start; ADJUSTING THE STARTING LINE „ the cause of some short term delay has been dealt with;  e starting line can be adjusted to compensate for wind shi‚ s „ a fixed length postponement expires; or any time up to the preparatory signal for any class (refer to RRS „ the decision is made to go from AP to AP over H or 27.2).  is can be done by adjusting either or both ends of the AP over A. line.  e RO can opt to have the mark set boat reset the pin and/or to adjust the rode on the committee boat. In each of these cases, the postponement signal is removed, accompanied by one sound signal. One minute later, another If the committee boat is to be moved (and usually this is the signal is made.  e subsequent signal might be another post- best option), it should have been set with enough scope that ponement if the previous one had been of € xed length. Oth- it can be shortened but with enough rode that it can be paid erwise, the subsequent signal will be a warning signal or AP out further to back the boat down. Provision for the ability to over a numeral pennant, H or A. move the committee boat requires quite a long rode and also requires that more rode than normal be set when the boat is initially anchored. To move the committee boat up or down 5° on a 400 foot long starting line, entails moving it 35 feet. FOLLOWING A POSTPONEMENT If the winds are shi‚ y, but it is desired to get a race started, it One minute a‚ er removing AP, or AP over a numeral pennant, is common to set only one end of the line, to de€ ne a starting one of two things must happen: area.  e start sequence begins and the other end of the line „ there will be a further postponement; or is set as late as possible. For this process to be used, the RO „ the starting sequence will commence. needs to have a high degree of con€ dence that the Mark Layer will be able to set the starting mark quickly, accurately and securely on € rst try. 1. Further Postponement A further postponement would be signalled in one of two cir- A‚ er the direction to the windward mark is determined, the cumstances. If the previous one had been of predetermined windward and gybe marks can be set. If the windward mark duration (i.e. AP over a numeral pennant) and conditions had is not set before the starting signal, the committee boat must not changed as anticipated, a further postponement could be display a compass course to the not yet set mark. If a signi€ cant signalled.  is further postponement could be of determinate wind shi‚ occurs a‚ er one or more classes start, but before all or indeterminate length or alternately, AP over H or AP over have started, the RO might decide to reset the starting line. A could be signaled. Prior to the 2005-08 rules, a postponement would be necessary  e second circumstance would be that the original postpone- to deal with the delay caused by re-aligning the starting line. ment signal had been of indeterminate duration (i.e., AP by Now, there is no need to signal a postponement because there itself) and the RO decided to move to one of the other three is no rule that links the completion of one starting sequence to postponement signals. the commencement of the next. Now, following the comple- tion of one starting sequence, no signal is made to initiate the

Page 8.4

‹6DLO&DQDGD THE START

next sequence. Instead, attention can be given to adjusting the estimate the squareness of the line and to see if there is a favored starting line. When the adjustments are complete and the RO is side of the course to the € rst mark.  e second bit of informa- satis€ ed, the warning signal for the next sequence can be made. tion gathering is to take transits along the line, looking for (Refer to the discussion above and RRS Race Signals AP.) landmarks that will allow the crew to know when it reaches the starting line. If competitors see the starting line being adjusted Despite the fact that adjusting the starting line is permissible any information they have about the wind on the starting line until a preparatory signal, it is recommended that this action will become invalid. Importantly, information about transit- be avoided. ing landmarks will be lost and competitors will be unsure as to where exactly the line has moved.  e consequence of this If the RO is considering shi‚ ing the starting line he/she must is that there is an increased probability that boats will be over be feeling some discomfort about the geometry of the present the line early. setup, but from the competitors’ viewpoint, the discomfort can escalate to serious anxiety. It is typical for competitors  us from the race committee’s perspective, trying to improve to attempt to gain information about the conditions on the things (by squaring the line to the wind) may only worsen starting line by doing two things.  e € rst is to come head things (by creating uncertainty and confusion about the to wind somewhere near the midpoint of the line and try to location of the line).

A NORMAL STARTING SEQUENCE

With RRS 2001–04 a new world-wide standard starting system was set in place. Where there had been two oƒ cial systems, there now is one—de€ ned in rule 26.  e sequence is as before—warning signal; preparatory signal; starting signal. A new sound signal has become a constant part of the sequence, whereas it used to be conditional.

Two things have changed—the timing of the sequence and the signaling. A starting sequence used to take ten minutes. From the warning signal to the preparatory signal was € ve minutes and from the preparatory signal to the starting signal another € ve minutes. With the new system a default starting sequence is € ve minutes long. From the warning signal to the preparatory signal is one minute (except as may be modi€ ed in sailing instructions) and from the preparatory signal to the starting signal is four minutes.

 ere is another change that is important. With the previous systems the warning, preparatory and starting signals for multiple starts were locked into € ve minute modules of time.  is was not a bad thing unless the RO wanted to break the regularity of the sequence; the only way to do so was with a postponement signal. Now RRS 26 states “the warning signal for each succeeding class shall be made with or a‚ er the starting signal for the preceding class”.  is wording allows for maintaining the € ve minute pattern, but if the RO wants some time a‚ er a given start, he/she can simply elect that the warning signal for the next class will not be made coincident with the starting signal for the previous class.  is does not need to be spelled out in the sailing instruc- tions—it is already provided for in the rules.

Typically, sailing instructions include the order of starts for a multi-class event. Also, the scheduled time of the € rst warning signal will be speci€ ed. (Stick to using the warning signal as the reference. Don’t use the starting signal). With this model, the following is a description of a starting sequence.

Before commencing the starting sequence, the RO must be certain that all members of the committee are attentive to their duties.  e Time Keeper will be providing the RO with the time remaining to the € rst warning signal.  e RO must now assess the wind and the starting line and decide whether to postpone or go into the starting sequence.  e Time Keeper, Flag Oƒ cer and Sound Signals Oƒ cer must then be advised of the decision.

Page 8.5

‹6DLO&DQDGD Once the RO decides to proceed with the start, all the committee support boats should be advised. During the starting sequence, except in an emergency, communications should be initiated only by the RC signals boat. A Line Judge at the pin end of the starting line could, of course, inform the RO of boats OCS.

Everything is organized and ready to go for the scheduled 10:00 Warning signal, with a start at 10:05.  e following table shows the sequence of signals that will occur in a normal starting sequence with two classes on the line.

TIME of DAY SIGNAL VISUAL SIGNAL SOUND SIGNAL EVENT

10:00 (-5 min) WARNING (First) Class † ag 1 displayed 1 sound (A)

10:01 (-4 min) PREPARATORY (First) Flag P, I, Z, Z over I, U 1 sound (B) or black † ag displayed

10:04 (-1 min) One minute period begins Preparatory signal 1 long sound (C) removed

10:05 (0 min) START (First) Class 1 † ag removed 1 sound (D)

2 similtaneous events WARNING (Second) Class 2 † ag displayed 2 similtaneous events (E)

10:06 (+1 min) PREPARATORY (Second) Flag P, I, Z, Z over I, U 1 sound (F) or black † ag displayed

10:09 (+4 min) One minute period begins Preparatory signal 1 long sound (G) removed

10:10 (+5 min) START (Second) Class 2 † ag removed 1 sound (H)

With this sequence of signals, two starts have been made; the € rst at 10:05 as scheduled and the second € ve minutes later, at 10:10. In this example, the € rst class to start would have seen its class † ag displayed from (A) to (D) and the second from (E) to (H). Two complete starting sequences have been signaled, with the beginning of the second one coincident with the completion of the € rst.

Note that in the table above, events D and E occur simultaneously. RRS 26 provides that the warning signal for succeeding classes “shall be made with or a‚ er the starting signal for the preceding class”. In this example the second warning signal is made with the € rst starting signal. To make the second warning signal a‚ er the € rst starting signal, leave a time gap between events D and E; one minute, € ve minutes or whatever is required.  is time gap does not constitute a postponement and does not impose a need for additional signals.

If a time interval is regularly to be used between successive starts, give consideration to what that interval will be. A € ve minute gap might be easiest for the race committee and the competitors. It is easier for us to keep track of the components of € ve minutes starting sequences if the sequences begin at 10:00, 10:05, 10:10 and 10:15 than if they begin at 10:00, 10:06, 10:12 and 10:18. However, in the interest of minimizing the time between starting sequences, if a gap is required or desirable, a one or two minute gap, rather than € ve, will cut down on wasted time. Doing this puts demands on the attentiveness of the race committee and requires competitors to be a little more awake but it does reduce the amount of time boats spend milling around the starting area.

If the sequence above was undertaken with a one minute gap between the starting signal for Class 1 and the warning signal for Class 2 timekeeping starts to become problematic if the time keeper is using a “countdown and repeat” time piece because such

Page 8.6

‹6DLO&DQDGD THE START

devices typically cannot deal with the one minute interval between the end of one sequence and the beginning of the next. Using “time of day” makes it much simpler to deal with the interval between sequences.

If an atypical gap is created in a starting sequence, to allow the race committee to adjust the starting line or to wait for a large vessel to pass through the racecourse, the race committee can extend a courtesy to the waiting competitors by making a series of short sound signals one minute before the upcoming warning signal is to be made.  is “courtesy call” is e ective when there is no scheduled interval before the next sequence and the RO wants to call attention to an upcoming signal. ISAF introduced a new protocol, described in Appendix L 5.4.  is entails the display of an orange † ag, with a sound, for at least (as of RRS 2013–16) € ve minutes before a succeeding starting sequence commences.  is is not a required instruction so it is not necessary to include it in a set of sailing instructions. In fact, introducing another use for the traditional orange starting signal might lead to confusion rather than clari€ cation.

It is imperative that all the oƒ cials have a good understanding of the sailing instructions, especially those relating to starting procedures, as these may change from event to event.  e wise RO will ensure that the committee is quite familiar with the sailing instructions for any given event.

MATCH RACING STARTS

MATCH RACING STARTING SEQUENCE

Minutes Visual Signal Sound Signal Meaning of Signal to Start

10 Flag F displayed 1 sound Attention signal

6 Flag F removed No sound

5 Numeral pennant displayed* 1 sound Warning signal

4 Flag P displayed 1 sound Preparatory signal

2 Blue or yellow † ag or both displayed** 1 sound End of pre-start entry time

0 Warning and preparatory signals removed 1 sound Starting signal

* Within a † ight, numeral pennant 1 means Match 1, pennant 2 means Match 2, etc., unless the sailing instruc- tions state otherwise.

**  ese signals shall only be made if one or both boats fail to comply with rule C4.2.  e † ag(s) shall be displayed until the umpires have signaled a penalty or for one minute, whichever is earlier.

 ese sailing instructions also provide, in rule C4.1, that “at her preparatory signal, each boat shall be outside ... her assigned end [of the starting line]” and in rule C4.2, that “within the two-minute period following her preparatory signal, a boat shall cross and clear the starting line ... from the course side to the pre-start side”.

Page 8.7

‹6DLO&DQDGD US SAILING SOUND SIGNAL STARTING SYSTEM

 e USSailing edition of RRS includes, as a prescription, another starting system. Appendix S of that edition begins with a preamble saying, in part, “ is system is recommended primarily for small-boat racing and makes it unnecessary for competitors to use stopwatches. Supplemental visual course and recall signals are also recommended when practicable”.

S1. Course and postponement signals may be made orally.

S2. Audible signals will govern, even when supplemental visual signals are also used

S3.  e starting sequence will consist of the following sound signals made at the indicated times:

Signal Sound Time Before Start

Warning 3 long 3 minutes Preparatory 2 long 2 minutes 1 long, 3 short 1 minute, 30 seconds 1 long 1 minute 3 short 30 seconds 2 short 20 seconds 1 short 10 seconds 1 short 5 seconds 1 short 4 seconds 1 short 3 seconds 1 short 2 seconds 1 short 1 second Start 1 long 0

S4. Signals shall be timed from their commencement

S5. A series of short signals may be made before the sequence begins in order to attract attention.

S6. Individual recalls shall be signaled by the hail of the sail number (or some other clearly distinguishing feature) of each recalled boat. Flag X need not be displayed.

S7. Failure of a competitor to hear an adequate course, postponement, starting sequence or recall signal shall not be grounds for redress.

OTHER SIGNALS „ when it is decided to locate the start line in a position other than where the competitors expect it to be, as Besides all the signals discussed above, there are others that the committee boat proceeds to the new area, display- might be made before or with a start. Refer to pages 204–204 ing flag L means “follow me”; and of the Sail Canada edition of RRS and Appendix 2 Signals in „ when on station in the start area flag L means “come Racing Rules for diagrams of visual signals. within hail” and would be used to issue verbal instructions or other information as permitted by 1. Flag L the sailing instructions.  ere are two circumstances under which the RO might display this signal from the committee boat: Flag L should be removed before the starting sequence.

Page 8.8

‹6DLO&DQDGD THE START

2. Flag O and fl ag R Flag E A new signal in RRS 2009–12 entails the use of † ags O and Sailing instructions sometimes provide that if † ag E is † own, R. Some classes have decided that the application of rule 42 the course is to be an extended one. An “extended” course is will depend on the wind speed and have determined a thresh- usually described as Course F in Figure 7.02, followed by two old speeds at which the rule will, or will not, be in e ect.  e more reaches and a € nal beat. default condition is that rule 42 will apply but if the wind speed at the start exceeds the threshold then 42 is not in e ect and the competitors want to know that.  e signal to be displayed Flag T is † ag O (rule 42 is OFF). Refer to RRS P5 and Chapter 11  e sailing instructions can provide for sailing courses “twice Preservation of Course Con" guration for more on † ags O and R. around”.  is provision would be invoked by displaying † ag T and would typically be used in conjunction with windward- leeward and standard triangle courses (Courses A, B or D). 3. Flag U Using this option inserts a full length windward leg into the A signal new to the 2013–16 edition of the rules is † ag U. Its € rst two courses shown in Figure 7.01. application is set out in Appendix L 11.5.  e † ag is a substitute for the black † ag speci€ ed in rule 30.3.  e di erence between the two signals is that while rule 30.3 states that a boat BFD Other Signals may not sail in a race that is restarted or resailed, the † ag U  e sailing instructions may prescribe many other signals to signal does permit a boat with the equivalent of BFD to sail in be used in a given event, each of which will have a particular a race that is restarted or resailed. application to the regatta in question and each of which must be described in the sailing instructions. One example of such an additional signal would be the use of † ag G in a gate start 4. Flag Y sequence. One more decision that might be required of the RO before the start is whether wind and sea conditions are such as to warrant For trapezoid courses, if the RO has discretion about sending a requiring that all competitors wear personal † otation devices given † eet on the outer or inner course, some means is required (PFDs) (referred to as “personal buoyancy” in RRS 1.2). If so, to signal the starters about which course to sail.  is might the signal is made by displaying † ag Y with one sound signal. can be accomplished with two white † ags, one with a letter ‘O’ Usage of † ag Y has undergone changes in the past few editions on it and the other with an ‘I’, indicating ‘Outer’ and ‘Inner’. of the rule book. Prior to 1993, the signal itself required the Similarly he may have the option of sending † eets once around, wearing of PFDs. In IYRR 1993–96 the signal invoked a new twice around or three times around the inner or outer loop, rule, IYRR 60, which mandated the wearing of PFDs.  ere using signals O1, O2, O3, I1, I2 or I3. was a codicil; when the signal was displayed a‚ er the warning signal, failure to comply would not be cause for disquali€ cation. Once around on the outer course would be Start - 1 - 2 - 3 - 2 - 3 - Finish. Twice around would be Start - 1- 2 - 3 - 2 - 3 - 2 In RRS 1997–00 the usage reverted to the pre-1993 form and - 3 - Finish.  rice around would be Start - 1 - 2 - 3 - 2 - 3 - 2 so it is today. Flag Y, as de€ ned in RRS Race Signals, means - 3 - 2 – 3 – Finish. “Wear a personal † otation device”. Making this signal over- rides the personal decision set out in the last sentence of RRS A simple device can signal these options. It basically uses 1.2, “Each competitor is individually responsible for wearing Velcro to simulate the digital numbers in an LED display. Use a personal † otation device adequate for the conditions”. If it a white-painted board, large enough to accommodate a two- is written in the class rules or sailing instructions that PFDs digit number with the digits being 9” x 18” or larger. Using shall be worn, there is no need to display † ag Y. the ‘hook’ part of the Velcro, in white, staple to the board two double rectangles representing the € gure “8” seen in a digital display.  en cut out, from black Velcro, using the ‘fuzz’ side, 5. Other Signals the pieces required to make two “8”s. With this, up to twenty  ere may be other, “nonstandard” signals, not speci€ ed in optional race courses can be indicated. Fabric, rather than RRS, but set out in the sailing instructions, which the RO may plywood, can be used to build the panel. use with a start. Following are examples.

Page 8.9

‹6DLO&DQDGD ‹6DLO&DQDGD STARTING PROBLEMS AND SOLUTIONS

THE CAUSE OF RECALLS

The fundamental underlying cause of general recalls is poor starting lines. A starting line is a poor one if it is too short to comfortably accommodate all the starters, result- ing in crowding and inevitably forcing some boats above the line before the starting signal. The line should be of adequate length if it is set out as specified in Chapter 7 Laying Marks.

A starting line is also, and more commonly, a poor one if it INTRODUCTION is not perpendicular to the wind direction. Beyond about 15° to 20° away from square to the wind, other consider- From the Guide for Race O cers: ations keep starters behind the line, but when the starting The problem of premature starters and general recalls has line is only slightly off-square, one end will be significantly become common at principal events that have a racted favored and most will try to start at that end. Much of the a large number of entries. The solution to this problem is line will be unused, except by the more timid and most of actually several solutions used together. The race commit- the fleet will be jammed up at the favored end. Leeward tee must be organized so that it can adjust the angle of boats will be luffing windward boats that will have no place the starting line quickly, moving both ends of the line when to go but above the line. uite likely, there will be several necessary, right up to the time of the preparatory signal. closely spaced boats crossing the line in the last few seconds Good radio contact between all boats is essential. Individ- before the start. The further the line is away from being ual recall signals should be made as soon as possible. Taken square to the wind, the more boats will crowd the favored together, all these details will show the commi ee’s inten- end and the sooner and the more boats will be OCS. tion to provide a good start and to detect any premature starters. If the situation has been confused in the few seconds before the start and a tight group of boats crosses the line pre- For fl eets of more than 30 yachts, the use of racing rule maturely, it is likely that only the boats to windward and [30.1] for all starts is desirable. Sailing instructions provid- leeward of the group are identifiable. The race commit- ing for the disqualifi cation of yachts that are above the line tee, while knowing there are other boats, cannot identify before the start are rarely necessary and are not recom- them. In this circumstance, a general recall, or better, an mended unless all other methods fail. abandonment, is in order.

Other starting problems include strong up-wind currents in Aggressive fleets exacerbate the problem of a non-square light airs; deep water, making anchoring diffi cult; limited vis- starting line. If a line is slightly favoured at one end, aggres- ibility; light and extremely variable winds; etc. Each of them sive sailors will try to exploit the advantage, setting up the can be trying of offi cials and sailors alike; the experienced conditions leading to a general recall. race offi cer will select his equipment with care (the anchoring problem), will know when postponement should be considered No matter how well starting lines are laid, there are occa- (problems of unstable wind, or visibility), and in certain cir- sionally going to be boats crossing prematurely for reasons that cumstances should not be averse to hailing yachts (using are not the race committee’s doing, such as bad timing or poor [fl ag L]) before the start about hazards threatening the tactical decisions by competitors. When one or two boats cross start (the current problem). Generally the well prepared the starting line early, there usually is no diƒ culty in identifying race commi ee, directed by a thoughtful level-headed race them and the individual recall signal can be made. offi cer, will fi nd solutions when required. As noted in the introduction, environmental conditions can As this quotation intimates, the two prime causes of premature work against good starting lines. Upwind currents in light starters are poor conditions on the starting line and overly airs tend to push the † eet across the line. Marks set in deep aggressive † eets. water are harder to locate accurately, or to adjust, than those set in shallow.

Page 9.1

‹6DLO&DQDGD PREVENTING RECALLS RECALLS

Because the issue of premature starters is not going to go away Herein lies what can be by far the most diƒ cult part of race of its own accord, ISAF is experimenting with novel ways to management; making decisions about premature starters, or try to reduce the problem in large † eets. Among many sugges- to use the oƒ cial term, OCS (On the Course Side).  e Race tions are such as: Oƒ cer must be very familiar with the working and the intent „ having Line Judges talk down the last minute to a of RRS 29 Starting; Recalls. If a decision is to be made about a start over an open microphone so that radio equipped recall, especially an individual recall, it must be made quickly competitors will be more aware of who is near, or and the RO must be prepared to live with the consequences. over, the line in the moments before the start (this is similar to the provision in L 11.6); „ anchoring a signal boat upwind of the mid-point of 1. When to call OCS the starting line, with a big signal flag to display if  e € rst thing to be known before deciding whether or not a there are OCS boats; and boat is over the line is “Where and what is the line”? „ calling sail numbers of OCS boats and/or sending chase boats on to the course to inform OCS boats.  e starting line is de€ ned as being between two objects; one normally on the RC signal boat and the other in the water at Note that the latter two tactics do not prevent OCSs but they some distance from the signal boat. Usually, the demarcation do a ord early noti€ cation and will help to get OCS boats o on the signal boat is straight forward. It is a sta (or maybe a the course sooner. shroud) bearing an orange † ag or shape.  e sta is slender, nominally vertical and has room behind it so that one can sight RRS 2005–08 introduced two more suggestions for announc- the line through the sta . ing boats that are likely to be declared OCS.  ey appear as alternate versions of RRS L11.5. Brie† y, they provide for:  e other end of the line, the “pin end”, is more problematic. „ using flag V to signal that there are boats OCS in the  e best solution is that the pin end mark be a boat, bearing a two minutes prior to a start; or sta with an orange † ag. In this case, the Line Judges at either „ using radio to alert boats OCS in the two minutes end are dealing with similar designators; slender, vertical sta s. prior to a start. At both ends the judges can get behind the sta and sight a clearly de€ ned line to the other end.  e † ag option is the only reasonable way to communicate with large dinghy † eets and it works well. Obvioiusly the Unfortunately, having a boat for the pin end is frequently an radio option is only appropriate for † eets suitably equipped. una ordable luxury and the pin end is either a sta † oating However, the † ag V protocol was dropped in the 2009—12 in the water or an in† atable mark. If a sta is used it might edition of the rules so there is no ISAF sanctioned way to well be far from vertical so the Line Judge needs to make some inform dinghy sailors that one or more are OCS before the determination as to exactly where the end of the line might be. starting signal. Probably the best answer would be the point where the sta meets the water. If the pin end is de€ ned by an in† atable mark, A point for the race committee to remember is that, whatever one needs to pick some part of the geometry to de€ ne as the method of noti€ cation might be used, if noti€ cation is being end of the line.  is might be the windward edge, the centre given in the last two minutes before the start, in the € rst of line, or the apex of a cone. Of course, whatever the pin might those minutes there is no rule specifying where a boat must be. be, it can be moving about as a result of wind and wave action.  erefore a boat can get below the line by dipping. If a start is being made under RRS 30.1, any boat OCS in the last minute  is fuzziness about precisely where the pin end of the line still must comply with the rule to start. Under RRS 30.2, a boat might be mitigates against conceiving of the line as a laser could dip to get below the line but would carry the percentage beam. Couple this with the realization that a boat moving at penalty. Under RRS 30.3, a boat would be BFD. 4 knots will advance one foot in about 1/5 of a second, and one can see why the current thinking, as promoted by ISAF, is that the starting line is a band, maybe one foot wide, centered on the “laser line” and anyone not forward of that band at the start is not OCS.

Page 9.2

‹6DLO&DQDGD STARTING PROBLEMS AND SOLUTIONS

2. Individual v. General Recall 3. Individual Recalls Before going further into this subject, a review of the relevant  e decision to signal an individual recall († ag X, accompanied rules is in order. RSS 29.1 reads “When at a boat’s starting by one sound signal, the sound signal being separate from, and signal any part ... is on the course side of the starting line ... the preferably di erent from, the sound signal for the start) will race committee shall promptly display † ag X with one sound”. be made under one of two circumstances: RRS 29.2 reads “When at the starting signal the race commit- „ when, at the start, one or more boats is seen to be on tee is unable to identify boats that are on the course side of the the course side of the starting line; or starting line ... the race committee may signal a general recall „ when RRS 30.1 is in e ect (which usually will only occur ...” (emphasis added). if there has already been a general recall for the class in question, except that the recommendation in the intro- Reading the two rules together, one sees that if one or more duction should be noted) and any boats are on the course boats are OCS the race committee must make a recall signal. side of the line or its extensions († ag I) or in the forbid- However, if some OCS boats are not identi€ ed, a general recall den triangle († ag Z) any time in the last minute prior to may be signalled. What this means is the RO can be faced with the start. a decision, and an exceedingly short time in which to make it, about signalling an individual recall or a general recall. Again, to signal an individual recall, at least one boat must be seen to be OCS. Refer to Chapter 8 e Start for more on † ag  e current thinking is to avoid general recalls as far I. When more than one boat is OCS, it is an o‚ seen practice to as possible.  is means a start which saw many OCS dip † ag X as each boat returns to the pre-start side of the starting boats should be subjected to an abandonment rather line. Please, do not take up this misuse of the signal.  e dipping than a General Recall. ( is is a matter of stigma – action is not prescribed in RRS and is the source of disputes. Flag a General Recall is seen to mean the race committee is not X should be displayed as soon as possible (i.e. no more than four happy with the way competitors are behaving on the starting seconds) a‚ er a start in which one or more boats are OCS and line, while an abandonment shows the race committee recog- should be removed only a‚ er all have returned or when four nizes there is something wrong with the starting line and the minutes have elapsed from the a ected start. problem lies with the committee).  e individual recall is intended to be used whenever all the  e present thinking is that if a small number of boats are premature starters can be identi€ ed. It can happen that twenty seen as OCS – say, for argument’s sake, € ve out of thirty – and boats started and the race committee knows that only two were three of those boats are identi€ ed. Signalling an OCS might not over early. By elimination, all the other boats would then let two boats get away with being OCS, but they might come be OCS and could be identi€ ed from the entry list.  e RO back anyway and they are unlikely to be in clean air if they would be fully justi€ ed in signalling an individual recall, but weren’t identi€ able. Signalling a General Recall a ects every- the committee would have to be quite vigilant about recording body, including the boat at the leeward end with the perfect those boats that returned to start correctly. start and clear air. If the event is for cruising class yachts and the RO has decided uoting from the ISAF Race Management Manual on the not to call sail numbers of OCS boats, some vessels will hail by subject of Unidenti€ ed Boats: radio to ask whether they were over early. Whether the boats In many starts there can be one or more boats that cannot calling were OCS or not, these calls should not be answered. By be clearly identifi ed from either end of the line. This is because answering the question, the race committee will be providing they got lost in a bunch of boats. information (i.e., “outside help”), in contraven tion of RRS 41.

Provided the race offi cer is happy that there are only a few  is being said, things continue to evolve. Refer to the end of ‘escapees’, he should still display fl ag X. It is highly probable this chapter for a discussion on new thinking about dealing with that some of these boats will react to the signal and return premature starters. to start the race correctly.

Page 9.3

‹6DLO&DQDGD 4. General Recalls two or three) before the starting signal is due to be made. The decision to signal a general recall (First Substitute This will tell the competitors that the race committee is accompanied by two sound signals, separate from the sound aware of the poor line and will correct it. signal for the start) will be made whenever one or more boats start prematurely and the RO is not exactly sure of the offenders. 5. Following a General Recall What happens following the signalling of a general recall is Conceivably, one premature starter could cause a general dependent on the sailing instructions. RRS 29.3 and Race recall to be signalled. For example, with a tight and aggres- Signals First Substitute states that a new warning signal (for sive start with several boats very near the line three or four the recalled class) will be made one minute a‚ er lowering of seconds before the starting signal, if the windward boat First Substi tute. If, however, the sailing instructions provide then luffs up and crosses the line, she will obscure the rest that a general recall will not interrupt the starting sequence, of the fleet in the last crucial seconds. The RO would have the timing will not be altered either.  e class following the no idea of what happened along the rest of the line unless recalled one will start at its scheduled time and the recalled there was a Line Judge at the pin end. There might be no class will start a‚ er the last scheduled start. real option but to signal a general recall. If the recalled class is to start again, there are two options If the Race Committee realizes that a timing error has that reflect two divergent attitudes about interrupting the occurred but the starting signal has been made, it is recom- timing. mended that First Substitute not be used to abort the race. In this circumstance, abandon the race, signalled with flag It is to be emphasized that RRS Race Signals does not pre- N. (Refer to Chapter 10 Abandonment After the Start.) The scribe the length of time First Substitute will be displayed, but reasons for not using First Substitute to correct an error by does state that one minute a‚ er First Substitute is lowered, a the race committee are two. First, there is some negative warning signal will be made.  us, some inde€ nite time a‚ er the reflection on the fleet in having been subjected to a general general recall has been signalled, First Substitute will be lowered recall. Second, and more important, sailing instructions and another six minutes will pass until the next start.  e time sometimes provide that following a general recall, RRS during which First Substitute is displayed may be used to allow 30.1 will be in effect. This is not a good idea but SIs are the † eet to return in light airs or for the race committee to adjust written this way. If a race with such a provision in the the starting line and/or marks of the course. sailing instructions is to be restarted because of an error by the race committee, the competitors should not have to To maintain a € ve-minute sequence, the general recall would suffer the automatic invocation of RRS 30.1. Using flag N be signalled a few seconds a‚ er the start. First Substitute would will avoid these difficulties. However, refer to Chapter 10 then be displayed and would be removed, with one sound signal, Abandonment After the Start for a discussion of potential four minutes a‚ er the previous starting signal. One minute problems associated with the use of N. later (i.e. € ve minutes a‚ er the previous starting signal), a new warning signal would be made for the recalled class. In another RRS do not prohibit signaling an individual recall (flag X) € ve minutes, the class would restart. By this means, the € ve- and then a general recall (First Substitute). It may happen minute sequence is retained, but everybody’s start is delayed by that following a start in which a number of boats were OCS, ten minutes. In the event of another general recall, the procedure the RO might think that all had been identified and then would be gone through again, incurring another ten-minute realize that was not the case. If an individual recall had delay. been signaled, it would be permissible (but not acceptable) to follow that signal with the general recall. The reverse  ere are reasons for considering breaking the € ve-minute would not be true. sequence following a general recall. By displaying First Sub- stitute for about 1:30 or 6:30, followed one minute later by Another alternate solution to the general recall (especially a new warning signal, the sequence would be interrupted by if the RO is aware, well before the starting signal, that a 2:30 or 7:30 and let competitors in subsequent starts know, in start is shaping up to be a bad one due to a poorly laid line the best possible way, that there has been a change from the or an unexpected wind shift) is to signal a postponement schedule. However, if a general recall is signalled that interrupts (AP with two sound signals) some seconds (maybe as few as the starting sequence by ten minutes or more, the competi-

Page 9.4

‹6DLO&DQDGD STARTING PROBLEMS AND SOLUTIONS

tors will de€ nitely become aware that starts are not happening RRS 30.2 – Z FLAG RULE according to schedule and start to pay attention to signals on the committee boat. This rule first appeared as such in RRS 1997–2000. Prior to that there was, from 1973 through 1996, a percentage based alternative penalty for infringements of rules of Part 2. This penalty system now appears as RRS 44.3. RULE 30 STARTING PENALTIES RRS 30.2 is essentially the same as 44.3, applied to an infraction of RRS De" nitions Start, which is not in Part  e evolution of what is now RRS 30 and the three stages of 2, and therefore, not covered by RRS 44.3. penalties therein re† ects what has been an increasingly diƒ cult problem in race management.  e International Yacht Racing RRS 30.2 provides that any boat identified as being in the Rules (now the Racing Rules of Sailing) came into being in 1961 triangle formed by the ends of the starting line and the and have been issued at four year intervals since that time.  ree first mark in the minute before her start shall be penal- relevant rules, namely the de€ nitions of what are now † ag X, ized with a scoring penalty (20% of the number or regis- † ag I and rule 30 have changed substantially through the many tered boats or as provided in the sailing instructions). The editions of the rule book. It is clear that these changes re† ect an scoring notation for this penalty is ZFP. For those who increasing diƒ culty in ensuring good starts. For a discussion on use this provision of RRS, it is noted that the wording this evolution in the rules and the application of the variants changed between 1997–00 and 2001–04, to remove a of RRS 30, please refer to Appendix 7 Starting Penalty Rules. conditional clause but the ‘out of bounds’ area is still the triangle formed by the ends of the starting line and the first mark, unless the signal is Z over I, in which case the ‘out of bounds’ area is the hemisphere of the globe upwind RRS 30.1 – I FLAG RULE of the starting line.

Flag I is used to signal that RRS 30.1 is in e ect.  is is what A boat that is penalized under RRS 30.2 is entitled to sail used to be called the “Round-the-Ends Starting Rule” or the so- in any restart of a race in which she took a penalty, but called “One-Minute Rule”. It is now the “I Flag Rule”, consistent carries the penalty from the earlier start, thereby exposing with the names for the other parts of rule 30. With the starting herself to the possibility of a second penalty. Rule 36 system de€ ned in RRS 26 the † ag is displayed as the prepara- provides that boats will be subject to cumulative penalties tory signal (it used to be a supplementary signal) for the a ected if declared ZFP in re-starts of one race. class and is removed, accompanied by a long sound signal, one minute prior to the start.  e function of RRS 30.1 is to reduce A comment is in order about the difference between flag crowding at the starts of aggressive † eets and the general recalls Z and Z over I. With Z, the “no go” zone is the triangle that tend to result. formed by the ends of the starting line and the first mark. With Z over I the “no go” zone is all the world on the Unless the sailing instructions specify when † ag I will be used or course side of the starting line. For a long distance race, when RRS 30.1 will be in e ect, (and there should be no reason where the first mark cannot be seen from the starting line, for this to be the case) the RO has discretion about when to flag Z is inappropriate but Z over I is acceptable because invoke the rule. While typically used following a general recall, the race committee can easily determine whether or not it can be used for any start. For example, if a given † eet has a a boat incurs a ZFP. Give this matter a bit of thought. If a reputation for aggressive starts and general recalls, † ag I could boat is anywhere in the hemisphere on the course side of be used for the € rst start of a regatta to let competitors know the starting line, under flag I, within the minute before the race committee will not abide bad behavior. As is noted in the start, she can exonerate herself by going round one Appendix 7 Starting Penalty Rules, previous editions of the rule end of the line and starting properly. A boat, under a flag book recommended that † ag I be used for every start if more Z start, who finds herself directly upwind of the commit- than thirty boats were on the line together. tee boat in the last minute, without ever having been in the “forbidden triangle”, can attempt to bear off under Another use for flag I could be when there is light wind the committee boat and start, or can wait until after the and current pushing boats up to the starting line. Using starting signal and bear off above the committee boat flag I will tend to keep boats away from the line. and do a “dip start” without being declared ZFP. For the

Page 9.5

‹6DLO&DQDGD race committee there is a need to spend a lot of energy would be six digits for a Laser. If bow numbers are being watching the boats that might be ZFP. It would be better, used, a sailing instruction must provide that bow numbers from the RO’s perspective, if he is going to use Z at all, will be used for the purpose of RRS 30.3. to always use Z over I. By doing so, every boat that was not complying with RRS 30.2 would also not be comply- The intent of this is that if a starting sequence is going ing with RRS 30.1 and for that reason would have to go through a number of recalls and re-starts, those boats around an end to start. declared BFD will be notified and not permitted to enter the subsequent starting sequence. If any boat declared BFD does restart, the BFD will be changed to DNE, meaning that the original disqualification will stand but RRS 30.3 – BLACK FLAG RULE that it cannot be excluded from the final results.

 e invocation of RRS 30.3 is signalled with a black † ag dis- This sailing instruction provides a very drastic remedy for played, like † ag I or † ag Z, as the preparatory signal for the class curing the problem of general recalls and should be used about to start.  e rule de€ nes a “no go” zone between the two only as a last resort. Having said that, there are however ends of the starting line and the € rst mark. Any boat in that circumstances in which the behavior of a fleet is such that zone one minute prior to the starting signal is disquali€ ed from the use of a disqualification rule is an appropriate control that race or any subsequent restarts of that race. technique on part of the race committee.

When the “death † ag” is being used, there will be no indi- vidual recalls. Any boat identi€ ed as breaking RRS 30.3 will be disquali€ ed. In the event that there are boats breaking this WHICH RULE TO USE? rule, each identi€ ed, those boats will be BFD (Black Flag Dis- quali€ cation) and the race will continue. In the event there  ere are two important features of RRS 30.3. First, it will are a number of boats breaking RRS 30.3 and only some can reduce the size of the † eet in restarts of a race, eliminating be identi€ ed, a general recall will be signalled and those boats the premature starters from the previous sequence. Second, it identi€ ed as breaking RRS 30.3 will be disquali€ ed. means that BFD competitors will carry the worst possible score from the race in question. If a competitor su ers a second BFD A signi€ cant caveat about using this rule or 30.2—the in a regatta, it is highly unlikely that both will be discardable, windward mark must be in place before the preparatory signal. meaning that the € nal results will be out of the top three. If not, the RO will spend much time in protest meetings with disquali€ ed competitors seeking redress from actions (or in Using RRS 30.2 leads to quite di erent results. First, this rule this instance, inactions) of the race committee. doesn’t remove competitors from the starting line. So, even if there are € ve general recalls, the † eet will remain the same size It would be well worth considering, provided courses are being and the boats causing the problems will still be there. set with the leeward mark above the starting line, to modify the de€ nition of the forbidden triangle by setting the leeward mark  ere is a new option in the 2013—16 edition of the rules. as the apex.  e leeward mark would be much more readily RRS L 11.5 provides for † ag U instead of the black † ag.  e visible to committee and competitors alike than would be the application of the two signals is the same except that † ag U windward mark. A further consideration is that if the apex of permits a DSQ boat to be on the line again if a race is post- the triangle is de€ ned by a gate mark or an o set mark, the poned, abandoned, restarted or resailed.  is is more akin to presence of two marks in close proximity is a potential source the provisions of RRS 30.2. of discussion about exactly what might be the boundaries of the triangle.  is eventuality needs to be thought through while For an expanded discussion of this topic, refer to Appendix 7 dra‚ ing the sailing instructions. Starting Penalty Rules.

The rule provides that for a boat not in compliance with RRS 30.3, “... if a general recall is signalled or the race is abandoned, the race committee shall display her sail number”. This means the complete sail number, which

Page 9.6

‹6DLO&DQDGD STARTING PROBLEMS AND SOLUTIONS

NEW ATTITUDES A bit of a caveat about the previous paragraph—the paragraph cited in the introduction was a recommendation without limits.  e sailing world continues to wrestle with the issue of improv- It was intended to apply to any class of boat and any class of ing starting procedures. As Appendix 7 Starting Penalty Rules event.  e current ISAF policy is speci€ cally directed to the shows, the racing rules have, for at least thirty years, been Olympics and ISAF sanctioned events, although it is recom- dealing with an escalating problem; a problem that continues mended that the policies be applied to non-ISAF major events. to grow. Generally, the solutions to starting line problems to date have As a starting point for a discussion on this matter, the second included, to a lesser extent, attempts to keep the number of paragraph of the introduction to this chapter recommends starters within workable limits, and to a greater extent, imposi- the use of † ag I for all starts with more than 30 boats.  at tion of more and more severe penalties on premature starters. statement last appeared in the 1993-96 edition of the rules.  ese solutions obviously have not achieved their objectives. Current ISAF thinking is quite di erent. In the ISAF Race Management Policies for the Olympic Sailing Competition and  e new line of thinking is to € nd ways to notify competitors, ISAF Events the following statements (somewhat paraphrased) in the minute before the start, if they are OCS. In † eets where appear, under the heading “Starting Penalties”: the boats are radio equipped, it would be a simple matter to „ Flag Z (rule 30.2) shall not be used; transmit information about OCS boats on an open channel. „ First attempt of a start always with flag P; „ After first attempt, so long as the RO is sure the line For dinghies, one idea being explored is to display a signal is set up properly, the RO will use the black flag for from a additional committee boat if, during the € nal minute, the second and subsequent attempts; any boats are OCS.  is committee boat would be stationed „ An important principle is that the black flag is used somewhat above the mid-point of the starting line to a ord the when problems are being caused by the boats them- most visibility to the competitors.  e signals displayed from selves and not otherwise. Especially when using this boat would be reliant on information supplied by the RC the black flag in case of any problems with the line signals boat. One must wonder, if there were 100 boats on the (length, or angle to the wind etc.) use AP even up to starting line, what sort of signal might be made that would the last second before the start. suitably and speci€ cally identify OCS boats.

Page 9.7

‹6DLO&DQDGD ‹6DLO&DQDGD ABANDONMENT AFTER THE START

# e reasons for the requests? For the " rst one she considered that she had made an error in allowing the start to proceed with a bad line and that her error a% ected all competitors. Standings would be signi" cantly changed if there were eight boats OCS in a race. # is reasoning was consistent with the last sentence of rule 32.1 and suitable justi" cation for requesting the abandonment.

# e reason for the second request was that by moving to the next race rather than resailing the abandoned race, the ZFP penalties would disappear. Rule 30.2 provides that the penalty INTRODUCTION would remain if the race was resailed. Moving on to the next race in the regatta would mean that the race in question was From the Guide for Race O cers: not being re-sailed. Increasingly, competitors at principal championships prefer to have a race in progress stopped and re-started when, for # e jury granted both requests. example, a major and unpredictable wind shift helps some yachts and hurts others to the extent that the race is RRS De nitions states that an abandoned race is one that is not considered a satisfactory test of skill. Any provision declared void but that may be resailed. # ere are three variants permi ing abandonment and re-sail of a race in such circum- of the abandonment signal: stances should be discussed in advance with class repre- „ flag N, meaning that all races that have started are sentatives, and should be included in the sailing instructions abandoned but further signals will be made in the as a clarifi cation of racing rule [32.1(e)]. starting area; „ flag N over H, meaning that all races are abandoned but further signals will be made ashore; and „ flag N over A, meaning that all races are abandoned ABANDONMENT and there will be no further racing this day.

A race may be abandoned before it starts (RRS 27.3), while it is Flag N is the correct choice when the decision is made to in progress (RRS 32), or conceptually, a! er one or more boats abandon races in progress, either with assurance that they can had " nished the race (RRS 32). As a matter of principal do not be resailed shortly or with uncertainty about whether condi- abandon a race a! er one or more boats have properly " nished. tions will change to allow running acceptable races. N over H is to be used when the RO decides there will be at least a # at being said, the following is an anecdote about a race that prolonged delay before racing can recommence, permitting was abandoned a! er all boats had " nished. competitors to return to shore. Lastly, N over A is the signal to be made when it is decided that there is very little or no At an event in Marblehead, it was late in the day. # e RO was probability that conditions will change so as to permit further trying to get in a third race under $ ag Z and the line was bad. racing that day. At the start 12 boats of the 51 on the line were OCS—four came back, meaning that they would carry the ZFP penalty # ree sound signals accompany any abandonment signal. and the other eight would be scored OCS. Shortly a! er the start a fog rolled in. # e signal was made to shorten course at the " rst leeward mark but the fog was dense enough that mark boats were needed to guide competitors to the " nishing line. WHEN TO SIGNAL ABANDONMENT

Later, before the expiry of protest time, the RO approached RRS describes permissible circumstances for abandoning races. the jury with two requests. # e " rst was to abandon the race RRS 32 lists the following conditions under which a race may in question. # e second was to make the next race the next race be abandoned: in the regatta, rather than a resail of the race for which she was „ a race may be abandoned and resailed when there has requesting the abandonment. been an error in the starting procedure (which, as

Page 10.1

‹6DLO&DQDGD discussed in Chapter 9 Starting Problems and Solu- it would not matter which of the three was being considered) tions is preferable to signalling a general recall in such be made before the lead boat gets to the " rst mark. However, circumstances); the statement in RRS 32.1 contemplates the possibility of „ because of foul weather; abandoning a race a! er one or more boats have completed „ because the wind is too light to make it probable that the course. Implicitly then, it is permissible to abandon a race the race could be completed within the time limit; anywhere on the race course. „ because a mark is missing or has shifted; or „ for any other reasons affecting the fairness (e.g., a # e inherent di culty with N, with or without H or A, is that major, unpredictable wind shift) or safety of the com- it applies to everyone on the race course, even if the race com- petition. mittee wishes things to be otherwise. Because of this universal- ity, the RO may need to give serious thought to any decision to abandon a race when there is more than one class a% ected. WHICH SIGNAL TO USE 2. N over H Whereas $ ag N is only used to abandon a race in progress, N 1. Flag N over H and N over A can be used to abandon races in progress Flag N is the appropriate signal to use when a circumstance or races that have not started. Flag N over H is the appropriate has arisen that a% ects the fairness or safety of a race, but that signal to use when a condition has arisen on the course making will shortly pass, or at least can be expected to do so. Re-sails it improbable that a race can be fairly or safely sailed, if at all, to correct errors in starting procedure are also dealt with using later in the day. Note that RRS Race Signals prescribes that this signal. Examples of this signal (in addition to those cited following an N over H abandonment, the race committee shall in RRS 32) used to stop a race in progress include when: notify competitors (via the o cial notice board) if and when „ a major shift in wind direction has occurred, ruining the abandoned race will be resailed. # e implication in this rule a race in progress, but allowing a course to be laid in is that when a race has been abandoned, it will be rescheduled the new wind; and resailed, but it might not be. # e conditions under which „ a mark that is shortly to be rounded has drifted and to use this signal would typically be weather related, the wind cannot be reset or replaced before affecting the com- becoming light and variable or becoming strong enough to raise petition; or concerns about the safety of the competitors. „ a freighter arrives and drops anchor right at the finishing line just as competitors are approaching. 3. N over A # e application of $ ag N is worth some discussion. RRS 32.1(a) # e di% erence between N over H and N over A is that with the states that N can be used “because of an error in the starting former, there is some possibility that there may be another race procedure”. A general recall (First Substitute) can also be used today, whereas with N over A, the decision has been made that to terminate a race because of an error in the starting pro- there will be no further racing today. N over H then requires cedure. However, sailing instructions may specify that a! er that a signal be made ashore, to inform competitors of what is a general recall, RRS 30.1 will automatically be invoked. (It scheduled to happen. N over A has no similar requirement. N would be wise to avoid using sailing instructions such as this.) over A is the appropriate signal when weather conditions have If such is the case, the race committee might well opt to use N become unsuitable without any likelihood of ameliorating in to deal with re-starting a race because of an error on the part time to get another start sequence underway. of the committee. # e word “might” is emphasized because N could occasion unwanted results. If there is already one or If the RO considers abandoning a race because of heavy weather, more classes on the racecourse and N is signalled for a class he/she needs to think carefully before making such a decision. that has just started, there quite possibly will be competitors Ultimately, it is the skipper’s decision whether to continue on the course who will hear the abandonment signal and cease sailing in foul weather, not the race committee’s. If the wind racing, to return to the starting area. builds during a race to the point where some competitors are imperiled but others are quite capable of continuing, the RO, If the RO is considering abandonment of a race because of in abandoning a race, could be penalizing competent sailors dying breezes, it is traditional that the abandonment signal (and because of the refusal of other, less able, competitors to retire.

Page 10.2

‹6DLO&DQDGD ABANDONMENT AFTER THE START

# e apparentness of this dilemma can be most obvious in a 2. Following N over H junior event in which the range of skills between the best and A race abandoned under this signal can be rescheduled at the poorest competitors can be quite marked. # e more experi- race committee’s discretion, which means that the race might enced can be sailing very well while the novices are becoming be resailed within the hour. # is would not be an appropri- tired and hypothermic because of repeated capsizes and immer- ate use of the signal, although permissible. N over H can be sion. To make a decision on abandonment in such a circum- lowered, without a sound signal, when the RO is sure that all stance requires " ne judgment by the RO. competitors are aware of the signal. Following N over H the race committee has an obligation to inform competitors of the time the race will be resailed. # is is done by means of a notice on the o cial notice board with $ ag L ashore (with one FOLLOWING AN ABANDONMENT sound signal). # e rescheduling needs to be such as to allow competitors to get onto the race course su ciently before the Depending on which of the signals under discussion has been next warning signal. made, the appropriate subsequent procedures are as follows. 3. Following N over A 1. Following N Following N over A there is no need for additional signals. If this signal is displayed, it only a% ects classes that have started Today’s racing is done. In the absence of any subsequent deci- a race. When the race committee is prepared to restart the sions unrelated to N over A, tomorrow’s racing schedule will abandoned race, N will be lowered, accompanied by one sound be as posted in the sailing instructions. signal, and one minute later, a new warning signal will be made for the " rst class a% ected by the abandonment. Other classes will start in the sequence set out in the sailing instructions.

Page 10.3

‹6DLO&DQDGD ‹6DLO&DQDGD PRESERVATION OF COURSE CONFIGURATION

It is more important to change some legs of the course than others, because a change of wind direction has a greater eff ect on the quality of the leg. For example: the dead run, which yachts sail best by gybing from one tack to the other in response to changes in the wind direction or strength, can be reduced to a one-tack reaching leg, off ering no strategic or tactical challenges, when the wind direction changes only 15 or 20 degrees. Corrective action will require relocation of the leeward mark, signalling the change at the windward mark as the fl eet rounds it. Windward legs are also damaged by major wind shifts, and most race commi ees are sensi- INTRODUCTION tive to this. Reaching legs are least subject to damage, and usually need not be changed except as a consequence of From the Guide for Race O cers: changing one of the other legs. After the start the race commi ee should continually watch for any changes of wind direction that will threaten Maintaining the original, intended course confi guration is the course confi guration, and be prepared to take corrective perhaps the commi ee’s most important task after the action by relocating one or more marks. This is best done start. by laying a new mark with diff erent visual characteristics, then removing the old mark. Appendix [N] provides wording that describes the race commi ee’s signalling procedure and other details of the sequence of events for use when marks will be changed.

To maintain a high quality of racing a‚ er the start, the comments in the quotation above need to be heeded. Parenthetically, the statement “reaching legs are least subject to damage...” is a con€ rmation that there are fewer changes of position on these legs than on others. If the Race Committee is not aware of changing wind directions while a race is underway and does nothing to modify the con€ guration of the course to compensate for such changes, the competitors can € nd themselves in a parade, reaching around the marks with little opportunity to improve positions. To amplify those points, the following is quoted in its entirety, from an unknown source.

Page 11.1

‹6DLO&DQDGD WHEN THE COURSE GOES WRONG

7 7 7 7

Figure 11.01

Why is so much a ention given to keep a course from going wrong? The basic answer is that each leg of a course is designed to test racing of a diff erent type: beating, reaching and running all have their boat-handling and tactical requirements. If a windward leg is askew, sailing time gets shorter, total “playing fi eld” area is cut and, as a result, the boats ahead are given an unfair advantage because boats a empting to move up by spli ing tacks fi nd that on one tack they will arrive very quickly at the layline. In the four drawings in Figure [11.01], starting with the full use of the course area on the left, eff ects of a veering (clockwise shifting) wind are analyzed. With each shift, the shape of the course becomes longer and narrower, slowly increasing the amount of starboard-tack sailing but rapidly reducing the amount of port-tack sailing. When the windward mark is not to windward, the result is poor sailing, as the Figure [11.01] drawings illustrate. With the wind veered 10°, port- tack sailing is cut almost 20% and course area is cut 6%; with the wind veered 20°, port-tack sailing is cut 40%; the course area is cut 23%; with the wind veered 30°, port-tack sailing is cut 62%, course area cut 50%.

The fi ve similar diagrams in Figure [11.02] show what happens on a run when the course is not exactly parallel to the wind and leeward marks are not to leeward. The run is perhaps the most neglected leg of the course by sailors and race commi ees alike, yet it off ers numerous opportunities for gains based on tactics and boat handling if one spots the shifts and gybes at the right time, and if one chooses the right compromises between sailing high of the rhumb line for speed and heading directly for the mark for least distance sailed. How many courses have “runs” which are only broad-reaching parades? If the commi ee has reset the preceding windward leg, and no further shifts occur, the run will be fi ne. Chances are that another shift has come along, however, and the commi ee should adjust the run accordingly, by laying a new leeward mark.

The fi ve drawings in Figure [11.02] assume the optimum speed course of 20° off the true wind. If the optimum course is farther from the true wind, percentage losses are less; if it is closer, they are greater. The fi rst drawing shows the run per- fectly parallel to the wind direction. In the next, the wind has veered 5° and starboard-tack sailing is thus cut 26%, course area is cut by 22%; in the third drawing, the wind has veered 10° and starboard-tack sailing is cut 50%, course area is cut 47%. The fourth drawing shows the course when the wind has veered 15° and starboard-tack sailing is cut 79% while the course area is cut 73%. In the drawing to the right the wind has veered 20° and the run is virtually destroyed as a test of strategy. It is a reach and there is no starboard-tack sailing.

Page 11.2

‹6DLO&DQDGD PRESERVATION OF COURSE CONFIGURATION

7 7 7 7 7

Figure 11.02

CHANGING THE COURSE WHILE RACING slightly (less than 45°) to starboard (for a marks to port course) of that, so that almost every boat will be on starboard tack and the signal boat will be visible to most. If there is an o set mark 1. Signalling a Change of Course beside the windward mark the signal boat should place itself A description of a new mark must be written into the sailing in relation to the o set mark. If the mark is a leeward mark, instructions.  e signal indicating that a mark has been the signal boat should be slightly to windward of abeam the relocated is, as per RRS Race Signals C accompanied by mark on the side of the next leg, in the best spot to be seen by repetitive sound signals.  e signal is to be made at or near the competitors. the rounding mark from which boats will sail to the relocated mark, and the signal must be made from just before the lead  e signal boat should be as close as reasonably possible to the boat rounds the mark onto the shi‚ ed leg until the last boat has action but far enough from the mark to ensure that it does not rounded. It is required that the compass course to the new mark become an obstruction to the competitors.  e signal boat (or alternately, the red/green signals described in RSS 33(a)(2)) should try to stay as close as possible to one spot and the person or the +/- sign (to indicate an increase or decrease in the length holding the course board should ensure that the board is always of the next leg) be displayed in conjunction with † ag C and that visible to the competitors. repetitive sound signals, which are used to attract attention to the visual signal, be made. It is recommended that the sound When the mark is a leeward gate mark there really is no good signals be made in groups of four or more.  e speci€ c reason place to be, but the least unsatisfactory place is downwind of for using four or more sounds together is to avoid confusion, (or the midpoint between the two marks. wishful thinking) by competitors, with signals made with two or three sound signals, e.g., shortening course or abandonment. RRS L9.4 provides that the signal boat is a mark and RRS L12.2 gives it a required hand.  ese instructions can only Where exactly should the boat be, the one signaling the change? create opportunities for increased confusion.  e signal boat RRS L12.2. says something about where it should be, but should be stationed far enough away from the nearby mark to one wonders why.  e signal boat obviously wants to be near avoid hindering any boats rounding. If the signal boat should enough to the competitors and in a position to inform them as situate itself too close to the rounding mark but is in itself a early as possible but dra‚ ing a sailing instruction that creates a mark, there could be lots of yelling of “Room at the mark” for gate the RO has little or no control over is counterproductive. no good reason. If the signal boat is not a mark, competitors can do what they want, relative to the signal boat—go inside  e signal boat wants to be near the mark being rounded before or outside it—as they round and head on to the next leg of heading onto the changed leg. If the mark is a windward mark, the course. the location of the signal boat should be directly upwind or

Page 11.3

‹6DLO&DQDGD  e 2005–08 edition of RRS consolidated provisions that If such a wind shi‚ occurs a‚ er some, but not all starts have previously were partly in the rules and partly in the sailing been signaled, the RO should postpone the remaining starts. instructions. Rule 33 has been expanded to include what had  e starting line can be reset while waiting for the classes that been a dra‚ sailing instruction.  e rule used to allow for a have started to round the original windward mark.  e weather compass bearing to indicate the bearing to a relocated mark or mark can then be reset, with a change of course signalled at the the use of “+” and “-” symbols to indicate extended or shortened leeward mark for those classes already sailing the course. If there legs. Appendix K (as it was) described colored panels to indicate might be confusion about where Mark 1 might be for classes yet a mark relocated to starboard or to port.  is suggestion is to start, the bearing to the new windward mark could be posted now incorporated in RRS 33. If one opts to use the graphic on the committee boat before the new warning signal is made. indicators rather than bearing numbers, it would be desirable to use rectangular boards, painted with a green triangle on one side and a red rectangle on the other, to signal the direc- tion of course changes. Similarly white boards with black + RULE 42—ON/OFF and - symbols on either side can signal changes in leg lengths. A peripheral consideration to that of watching wind speed Note too, that the change of course signal may be used with with respect to considering adjusting the lengths of course legs class signals so that only some classes are a ected. However, in is that of watching for the threshold velocities that cause rule the hullabaloo that can happen, especially at a leeward mark, 42 to switch on or switch o for any given class. one could not expect competitors to observe that there was a change of course for only certain classes. Do not try this. Class rules and/or sailing instructions will specify threshold wind speeds below or above which rule 42 will be, or not be, in e ect. Whatever the threshold might be, when the wind gets to 2. When to Adjust the Course be consistently above that speed by one knot, rule 42 is not in When the wind becomes variable in direction, the RO is faced e ect and this change of condition is signalled by the display of with making decisions about what constitutes a signi€ cant † ag O (think “o ”). If the wind speed drops to be consistently wind shi‚ . Has the wind truly shi‚ ed or is it simply oscillat- one knot below the threshold, rule 42 comes back into e ect ing? Has the wind shi‚ ed so that the weather leg has become and this condition is signalled by † ag R (think “restored”).  is a one-tack beat or even a close reach? If the change is persistent special provision for rule 42 is included RRS P5. and large enough to remove the competitiveness from the beat, the weather mark should be moved and signaled appropriately.

A similar consideration may be required by a change in wind REPLACEMENT MARK velocity. Is the change in velocity, up or down, suƒ cient to warrant adjusting the lengths of legs (particularly if one is Another situation that can arise is to have a mark of the course working toward a target time)? move out of position. If a mark of the course dri‚ s, de† ates or inadvertently is dragged out of position and cannot be repo- ISAF has something resembling a mantra for making the sitioned in time, a race committee boat, or anything else that relevant decisions for wind shi‚ s: will † oat, can take station where the mark is supposed to be „ for a shift of 10° or less, do nothing; and display † ag M, indicating that the boat is replacing the „ for a shift of 15°, think about making a change, original mark. moving the mark layers into position ready to make the change; and Note that the original mark, if it is still near the replacement „ for a shift of 20°; make the change. mark, should be removed as soon as feasible, having made sure that all boats that had to round the original mark have done Similarly, for changes in wind velocity: so. If the RO has the slightest doubt on this matter, a short „ for an increase or decrease of 10% or less do nothing: consultation with the Mark Layer is needed before con€ rming „ or an increase or decrease of 15%; think about making that the mark can be pulled. a change, moving the mark layers into position ready to make the change; and If things are really screwed up as a result of a dri‚ ing mark, the „ for an increase or decrease of 20%; make the change. best recourse might be to abandon the racing in progress.  e

Page 11.4

‹6DLO&DQDGD PRESERVATION OF COURSE CONFIGURATION

RO should not take such a decision without a bit of introspec- PREPARING FOR THE FINISH tion about the consequences of doing so. He would be perfectly entitled to abandon under RRS 32.1(d) but he should give some  ere are not many decisions to be made at the € nishing line, consideration to the impact of any boats that rounded the mark but the RO needs to ensure that certain tasks are carried out. before it was seen to be out of place or to any other boat that  e considerations regarding setting the € nishing line are set might be unfairly impacted by an abandonment signal. out above in Chapter 7 Laying Marks. Once the committee boat is anchored, it is expected to display y a blue signal, in accordance with RRS Race Signals, to indicate that it is on station. SHORTENING COURSE  e sailing instructions will specify what de€ nes the precise When the wind lightens so that the time required to complete end of the € nishing line on the committee boat and this marker a race will likely exceed the time limit, the RO may shorten must be in place. Beyond this and the blue shape, there should course, unless prohibited by the sailing instructions. Too, one be no other signals displayed, except the RC ag designating could shorten rather than abandon if the winds become too the o# cial € nish boat(s). strong to safely continue racing. Before the € rst boat € nishes, the RO ensures that all committee Over the past few editions of RRS provisions for shortening members are prepared to record the € nish; that the Record- course have been made much simpler. Rule 32 now provides ers have paper and pencil, the Line Judges are in position, the for shortening or abandoning a er the start and allows either Time Keeper is ready and the Sound Signals O# cer as well. to be done in almost any circumstance. RRS includes no requirement for making sound signals at the € nish but doing so has been common practice at club level  e process of abandoning a race is discussed above.  e process events. It can be helpful to make a sound signal for at least the for shortening a race is similar.  e appropriate signal to make € rst € nisher in each class so that other competitors will know to shorten a race is ag S with two sound signals. When an when the count-down to a conditional time limit commences. option exists about where to shorten course, it is preferable If a signal is to be made for each € nishing boat, the sound to have the boats € nish on a beat, if for no other reason from for the € rst € nisher should be louder than for the others, to the race committee’s point of view than because this makes it distinguish between the € rst boat and the others. Any boat easier to read sail numbers. declared a premature or disquali€ ed starter should be treated as all others at the € nishing line. If sound signals are to be made It is also permissible to y ag S together with class ags, so for every boat crossing the € nishing line, it might be worth that some, but not all classes sail a shortened course. considering including in the sailing instructions a statement to the e" ect that the awarding of a sound signal at the € nishing One last thing about a shortened course; RRS Race Signals S line is not an indication that a boat has started properly and is refers to rule 32.2, which in turn refers to a course shortened not grounds for redress. at a rounding mark. It says the € nish line is between the mark and and a sta" displaying ag S (i.e. a ag on a committee boat). Regarding time, two things: What is implied in this is that the direction to the € nish is from „ if the event is a handicap race, the Time Keeper the previous mark (as spelled out in RRS De! nitions Finishing) must announce the exact time of each finish for the and the rounding mark that now designates the € nishing line Recorder; and is not necessarily passed on the same hand when € nishing as „ if a time limit is about to expire, the RO must be kept when it was a rounding mark. informed to decide whether certain boats will or will not rank as finishers.  ere are situations where being at the “wrong” end is prefer- able. For example, if a series of races is sailed back to back, the  e de€ nition of Finish has been changed in the 2013–16 race committee can set Course F to be sailed and then shorten edition of RRS to include recognition that there are instances the race to € nish at the end of the second run—e" ectively where a boat crosses the € nishing line without meeting all the Course E.  e committee boat can stay where it was and not requirements for completing a race. have to move for the € nish of the € rst race and again for the start of the second.

Page 11.5

‹6DLO&DQDGD ‹6DLO&DQDGD RESCUE, JURY AND SPECTATOR BOATS

COACH BOAT CONTROL

Coach boats can be both a big nuisance and an important resource. From the moment a boat is racing, i.e. from her pre- paratory signal, until a‚ er she has € nished, there can be no contact or communication between her and her coach boat. One frequently € nds coach boats in the starting area, dealing with their team members—passing water bottles or the remains of lunch, doing minor repairs, etc.  e practical result of this behavior is that a coach boat being in the way or throwing a wake while hurriedly leaving the starting area is at least a INTRODUCTION nuisance to other competitors. Another manner by which coach boats can make themselves unwelcome is by coming From the Guide for Race O cers: too near to marks, to watch their charges’ performance while Boats for [rescue, jury, spectator] purposes should be dif- rounding. ferent from the race commi ee boats, but the race offi cer should be in communication with them, with authority to For an dinghy or youth event of any importance the RO is going direct spectator control boats. All three types of boat will to see coach boats in the racing area. Most o‚ en, coaches have be able to provide assistance on occasion, and should be come to recognize that there is a protocol they need to abide asked to defer to the race offi cer’s wishes, except in unusual by but this is not always the case. circumstances. For any signi€ cant event, the Notice of Race should require that coach boats need to register with the Regatta Oƒ ce and receive an identifying pennant that they will display at all times BOATS while a† oat. If the ISAF Coach Boat Regulations or some variant (see below) are going to be in place, this information  e only real reason for preferring to have the race commit- should de€ nitely be in the Notice of Race. Coach boats will tee boats di erent from others is so the race committee and be required to carry VHF radios tuned to the event channel competitors can visually distinguish one group from the other. so they can be contacted by the race committee. Beyond that, the purpose to which each boat is put is dependent on its characteristics.  e types of boats to be used by the race Sailing instructions can, and should, if coach boats are a per- committee and jury are discussed in Chapter 6 Equipment. ceived issue, de€ ne an area to which coach boats are restricted from the preparatory signal for a race until the last boat has  e most important thing about rescue, jury, and to a lesser € nished. Examples of such controlled areas are shown in Figure extent, spectator boats, as far as the RO is concerned, is that 12.01. they are on the water, aware of the racing, and collectively are an important resource if the need arises.

To make use of this resource, as for example, when a line squall SPECTATOR CONTROL passes over the course and capsizes twenty or thirty dinghies, dismasting several, there needs to have been a prearranged In a major event there can o‚ en be many spectator boats moving radio channel for the race committee to contact these poten- around the course, following the race. Frequently, these will tial rescue boats.  e RO is not likely to be able to manage a begin to interfere with the competition by raising wakes that rescue operation from his committee boat but he can at least disturb the competitors, crowding around the windward mark, hail boats in the area to inform them that there is an emergency disturbing the air and reducing the sea room at the mark and situation and get those boats moving to do what they can to indulging in other inconsiderate acts. In such circumstances, ameliorate the situation. the RO needs to be able to call upon any or all of the vessels directly associated with managing the event to attempt, tact- fully, to keep other vessels o the race course.

Page 12.1

‹6DLO&DQDGD ! !) !

#

$% $& #% #&

" " *+,- *+,- (% (&

' COACH BOAT COACH BOAT RESTRICTION ZONE RESTRICTION ZONE

./01234,5637894/2,:4;6"8 ./01234,88<362

COACH BOAT COACH BOAT RESTRICTION ZONE RESTRICTION ZONE

>3"86,:?3@7/40"?/7,:4;6"8 #++A,475/@/"5,:3032/30"

Figure 12.01

Page 12.2

‹6DLO&DQDGD RESCUE, JURY AND SPECTATOR BOATS

 e locations of photo boats might also be an issue.  e ISAF One important aspect of these regulations is that they provide Race Management Manual devotes several slides to the matter for expelling a coach boat, and its driver, from the event.  is of where one might expect TV and photo boats to locate them- a ords a very strong disincentive for a coach to be a nuisance on selves, particularly at the start. If the RO knows that he is the water. Almost every coach is a paid hand, either by a club, going to have to deal with such boats it would behoove him by an national sailing team or some similar body. Expulsion well to have a serious discussion with the boat operators well from a regatta could lead to expulsion from a job. before the € rst starting sequence—the day before. To tell a camera boat that it’s in the way is too late because it will have  e regulations include diagrams that are the inverse of those interfered with a start. in Figure 12.01, in that they indicate areas where the coach boats cannot go rather than where they can go. Most such Occasionally, the RO needs to quite heavy-handed in dealing requirements do allow coach boats to follow the † eet around with a coach who persists in being too close to the racing. the course but at the major ISAF events coaches must stay  reats of expulsion may be needed to curb unacceptable completely o the € eld. behavior. On the other hand, in the event of a serious mishap on the water, the coach boats will likely be the € rst ones on the scene to assist, albeit to assist their own teams.

ISAF COACH BOAT REGULATIONS

ISAF has a standard document entitled Coach Boat Regula- tions.  is document is available on the ISAF website.  ese regulations would not form part of the sailing instructions but would be applicable to all coach boats registered for a regatta. Again, if such regulations are to be imposed that should be stated in the Notice of Race.

Page 12.3

‹6DLO&DQDGD THE PRACTICE RACE AND BEFORE

„ how to check fluid levels (especially fuel) and how to start and stop the boat’s engine; „ how to operate the radio, other instru ments and anchor gear; „ how to identify the vessel’s berth when returning from the race course; „ local navigational hazards; and „ bottom conditions with respect to anchoring.

 ese points might seem minor but ignorance could result in INTRODUCTION major embarrassment. Besides these small matters, the RO will want to become quite familiar with local wind, tide and current From the Guide for Race O cers: patterns and to learn about vessel traƒ c that might interfere When the race offi cer will be working at a club or other location with racing. He/she will want to get to know the assisting not familiar to him, and with equipment and people with whom personnel and to assign people to the most suitable jobs. he has not worked regularly, he should make a point of a" ending an earlier event, and either closely observe or participate in its As a footnote to the subject of the use of radios, it is a require- race management. He will then be in a position to recommend ment of Industry Canada that not only must every station be equipment changes, plan his own procedures, and generally licensed, but so must every operator. If members of the race familiarise himself with local conditions. committee who are to operate radios are unlicensed, it would be a good thing for the RO to arrange that these people get When a race offi cer and his commi" ee have worked together them.  e license is very easy to obtain. at the rega" a site before, the practice race will be the time to test new equipment or procedures, and then make For more information on the Radio Telephone Operators changes accordingly. A practice race is desirable, both for Restricted Certi€ cate, contact the regional oƒ ce of Industry the benefi t of competitors who may not have raced there Canada or the local branch of Canadian Power & Sail before, but also (and perhaps primarily) for the benefi t of Squadron. All that is required is about two hours of reading the race management team. and one hour for a written and practical examination. For those who are unfamiliar with radios, this process will make them more comfortable and the race committee will bene€ t from superior radio communications. FAMILIARIZATION

As the race committee and equipment are assembled, it would be a very good idea for the members of the committee to get to THE PRACTICE RACE know each other and the equipment, especially boats, radios and GPS units.  ose who are going to operate a whaler ought A practice race can be a very bene€ cial exercise, and much to know how to start it and how to change a fuel tank. Any one more so for the race committee than the competitors. Take who is going to operate a radio should know the protocol and advantage of the opportunity to get the team together on the how to change channels and anyone assigned a GPS needs to water, especially if everyone is new to the others.  ere will know its basic functions. be glitches but its better to see them in practice than during racing. Run through a few starting sequences—three or four  e introduction refers to the circumstance where the RO is if the competitors will stand for it—starting races and then working at an unfamiliar site. In such an instance there are abandoning them a couple of minutes a‚ er the start and trying likely many details with which to become familiar. Particularly again. A‚ er a few starts, let the race go and don’t be surprised if he/she will be operating a boat without knowledgeable assis- when no one actually crosses the € nishing line.  at’s bad luck! tance, there will be many things to learn, including:

Page 13.1

‹6DLO&DQDGD ‹6DLO&DQDGD MEETING OF COMPETITORS

where and when they will be heard; „ a review of first aid and rescue facilities and pro- cedures ashore and on the water; a presentation of weather, tide and current information; and „ a question and answer period.

INTERPRETING SAILING INSTRUCTIONS

INTRODUCTION Above, it was stressed that no attempt should be made by the RO to interpret the sailing instructions.  e instructions From the Guide for Race O cers: should be clearly written, but if there is any ambiguity, oral A meeting of all competitors (not only helmsmen) before interpretation during the competitors meeting is likely only to the practice race serves to convey the race commi ee’s make matters worse. If a question is raised about the meaning intention to off er the best possible racing and to learn of or interpretation of an element of the sailing instructions, the any unforeseen problems or questions that might require proper way to address the matter is to have questions put to solutions. However, the meeting should not be used to read, the RO, in writing.  e RO will then answer the questions, discuss or answer questions about the sailing instructions. in writing and post both questions and answers on the oƒ cial Such questions should be accepted in wri en form only, the notice board.  is will be done in a timely manner, such that questions and answers to be posted on the offi cial notice competitors can read the interpretations or clari€ cations before board. Competitors should be informed of this procedure at heading out for the € rst race. Typically, this means that Q&A the time they complete entry formalities. will be posted in the same manner as amendments to the sailing instructions.

No oral changes can be made to the sailing instructions unless THE “SKIPPERS” MEETING provided for under RRS 90.2(c). One good reason for submit- ting the sailing instructions to the jury chair beforehand for  e traditional name for this meeting is a misnomer because review and suggestions is to get another pair of eyes on the all sailors are invited.  e RO chairs this meeting and it is document. Well written sailing instructions help to establish important that he/she does it well. It must be well prepared and the credibility of the race committee right from the beginning. brief. Most important, no attempt must be made to interpret the sailing instructions. IMPORTANCE OF THE MEETING

AGENDA Again, it is important that the competitors meeting be well run.  is is the € rst opportunity for the RO to show the competence  e agenda for this meeting will include: of the race committee. He/she must be coherent, ready with „ a welcome from the host organization and the race good answers and above all, on time. committee; „ acknowledgement of sponsors; A shorter version of this meeting might occur each morning „ a few details about the schedule of events, e.g., social with a weather brie€ ng, announcement of amendments to the events and prize giving; sailing instructions and possibly a daily prize presentation. „ an introduction of the members of the race commit- tee and jury; „ a review of where and how protests are to be filed and

Page 14.1

‹6DLO&DQDGD NOTICE BOARDS „ information on sailing conditions, such as; ƒ predicted weather conditions, ƒ predicted wind strengths and directions, 1. Offi cial Notice Board ƒ predicted air temperatures,  e sailing instructions will specify the location of the “oƒ cial ƒ times of tide changes and ranges, and notice board”, which serves as an extension of the meeting ƒ current strengths. between the race committee and the competitors. It is the race committee’s link with competitors. 2. Unoffi cial Notice Board It should be: Another notice board could be located in a heavily traƒ cked „ well identified; point at the regatta site for general use by the competitors and „ indoors or weather proof; and for posting information not directly concerned with the racing „ updated regularly. such as: „ lost and found;  e information posted on it should be restricted strictly to „ items for sale; the racing and should include, as applicable: „ requests for crew; „ the schedule of all races; „ personal requests; „ any amendments to the sailing instructions; „ commercial advertisements; and „ information on filing and hearing protests; race „ general information, such as results; „ social events, or „ outcomes of protests and requests for redress; and „ upcoming sailing events in the area.

Page 14.2

‹6DLO&DQDGD IMPORTANT LIAISONS

 e regatta chairperson, having overall responsibility for the event, can assist the RO with initial selection and procurement of the personnel and equipment required to run the races and with handling the unexpected, such as the breakdown of a com- mittee boat.  e regatta chair can also help solving logistical or personality problems that arise during the event.

it is important that the RO establish early contact with a rep- resentative of each class competing in order to determine any special class requirements that might need consideration in INTRODUCTION dra‚ ing the sailing instructions.  e class representative can also provide technical assistance before and during the event From the Guide for Race O" cers: on questions of measurement and conformance of boats to class Before and during the event, the race offi cer should establish rules. During the event, the class representative can advise the good relationships with the general chairman of the event, RO on matching sailing conditions, the boats characteristics to whom he or she is directly accountable; a representative and the competitors’ wishes with course con€ guration. of the class association(s), who will be an invaluable source of information about class requirements and general prefer- One more individual the RO should have a good discussion ences (e.g. concerning maximum or minimum wind velocities with is the ISAF Race Oƒ cer if there is going to be one aboard in which races should be started); the chairman of the jury, the signals vessel. An ISAF RO is appointed to oversee the with whom daily procedures for communication after the conduct of ISAF sanctioned events and is appointed pursuant race should be established; and the chief scorer, for the same to ISAF Race Management Policies for the Olympic Sailing reason. Brief, daily meetings with most of these offi cials will Competition and ISAF Events.  e ISAF RO has the author- be productive. ity to overrule the “Event” RO and this can be very important when what is at issue is boats that may or may not be subject to penalty under RRS 29 or 30, especially for an Individual Recall.  ere simply is no time to debate a call and if the Tech INFORMATION AND FEEDBACK Rep decides to make a call on the line, that will be the call. It behooves the RO to clearly understand the degree to which the All those listed above; the regatta chairperson, the class repre- ISAF RO intends to be involved on the starting line. sentative, the jury chairperson and the chief scorer, are people with whom the RO needs to be in contact. From commencing Refer back to page 2.6 for more discussion on the authority of the dra‚ ing of the sailing instructions to the submission of the the ISAF Race Oƒ cer. last set of results sheets, they are resources for information and organisational assistance and can assist the RO in carrying out his/her duties.

Page 15.1

‹6DLO&DQDGD ‹6DLO&DQDGD RECORDS

„ boat’s class, sail number and possibly name and hull and spinnaker colors; „ boat’s handicap, if applicable; and „ proof of eligibility, i.e. measurement or handicap cer- tificate, proof of insurance, proof of age (of competi- tor, not often of boat) and such other documentation as may be set out in the Notice of Race.

In the best of worlds, what the recorder will typically see of this information is a daily check-in sheet that will list, for each registered boat in a class or division, the skipper’s name, the INTRODUCTION boat’s class, sail number and possibly name, and her handicap, if applicable. For each day a‚ er the € rst day of the regatta the From the Guide for Race O" cers: check-in list might include the boat’s cumulative standing in The race commi ee should keep records in writing and on the event. Remember too, that the check-in list indicates reg- [voice] recorders for later reference by the commi ee, the istered boats, which means there may be several more than jury, or the scorers. Such records should include sail numbers actually appear to race or there may be one or two unregistered of yachts that arrive at the starting area, those that start boats on the course but not on the list. prematurely or in violation of rule [30], any yachts involved in apparent rule infringements, the order of fi nish, and any For races sailed under a handicap system, there typically protest fl ags observed or reports of protest intentions will be a number of classes or divisions, breaking the total received at the fi nish. When possible, the order of roundings range of handicaps down into roughly equitable groups.  e at all the marks should be taken, but only when boats and break points that determine these divisions will be set out in people are available for this secondary task. the Notice of Race or Sailing Instructions. Familiarity with these divisions and the identifying † ags on competing vessels, combined with information on the check-in list, will assist the Recorder in determining how many boats in a given division RECORD KEEPING (if any) are present in the starting area.

 e keeping of proper records is an important but o‚ en over- For more information on handicapping, refer to Appendix 10 looked task, the need for which will only become apparent Handicapping, Scoring and Results. when there is a problem with scoring or the protest committee asks the race committee questions during a hearing. RECORDING AT THE START

RECORDING BEFORE THE START From the moment the race committee leaves the dock, the Recorder should be keeping records of the day’s activities. Up Before going out onto the race course, there is information that to the time of the € rst starting sequence, the following should needs to be gathered and recorded. For a major event there will be done: be a registration procedure handled by a sub committee of the „ recording the time of departure; regatta committee. For a smaller event it is quite possible that „ checking the sail numbers of boats in the starting a member of the race committee will be charged with looking area against the prepared entry list, if one exists, and a‚ er entries. noting any sail numbers that do not correspond to those on the list; Whether for one design or handicap racing, the entry pro- „ in the event that there are two boats with the same cedure is more or less the same. Information required with sail number, noting obvious details that will allow the registration includes such things as: race committee to distinguish between them (with „ owner/skipper, and possibly crew’s names and the intent that the registration people will sort out address(es) and affiliation(s); this problem at the end of the day);

Page 16.1

‹6DLO&DQDGD „ recording the times of displaying and removing post- that she was OCS, ZFP or BFD, in anticipation of a ponement signals; possible request for redress; „ noting wind, sea and current states; and „ the sail number of any boats observed to be flying „ recording any other items the RO considers worth protest flags or yellow flags (accepting a percentage noting. penalty for an infraction of RRS Part 2 on the course) and not reporting to the race committee; As the starting sequence commences, the Recorder will make „ the sail number of any boat informing the race com- note of the following: mittee of intention to protest, with the sail number „ the time of the first warning signal and the first of the protestee and a note about whether or not the starting signal, along with information on any protesting boat was flying a protest flag at the finish; postponements or general recalls that interrupt the „ the sail number of any boat flying a yellow flag and starting sequence; reporting to the race committee, with the sail number „ which preparatory signal is used for each start; and, of the boat infringed against [see RRS 44.3(c)]; most importantly, „ the time of expiration of a time limit; and „ any boats being noted as OCS, ZFP or BFD by the „ any other items the RO wishes set down. Line Judge, taking care to mark off those OCS boats that return and restart correctly.  e Recorder should note that the time and/or order of crossing the € nish line should be listed for all boats, including those the Recording can be done in several ways. Besides a written record, race committee has declared OCS, ZFP, BFD or DNE. it o‚ en would be useful for the Line Judge to use a small voice recorder, on which to make comments on premature starters. One last, but very important piece of information—if handicap Video recorders have been demonstrated to be ine ectual in racing is based on Time-on-Distance the length of the race recording the events on a starting line insofar as those events course becomes a vital piece of information. Without this data, are important to the RO. results cannot be computed.  e course length will be deter- mined by the RO, based on locations of the marks of the course. Today the course length will be derived from one of two sets of information. Either a mark boat will move between the marks RECORDING DURING THE RACE of the course, inserting one mark as a way point in a GPS and moving to the next, noting the distance, and repeating the During the race, the Recorder will set down observations made process until all relevant mark-to-mark distances are noted, by the RO regarding apparent rule infractions by competitors or locations of the marks of the course will be identi€ ed and and other things. If people are available, it would be worth- entered into a navigation so‚ ware package, with the course while for Recorders on other boats to put down the order of length being computed from this source. rounding at each rounding mark. If there is any change in the course con€ guration (moving marks or shortening course), such should be recorded. RESULTS

To the race committee, the results sheets are the raison d’etre RECORDING AT THE FINISH for having been on the water and as such they are very impor- tant documents.  ey must be looked a‚ er very carefully until At the € nish, the Recorder will set down the following infor- they are passed over to the Chief Scorer. Simply imagine the mation: consequences of losing the results overboard on the way back „ the sail number of each finisher in sequence; in from the race course! „ the time of finishing for the first and last boat in each class in level racing; Just what is to be done with the results can be one of many „ the time of finishing of each boat in handicap racing; things, but ultimately, in some form they will be posted. „ the order (and time) of crossing the finishing line for Whether corrected times need to be calculated, or the results any boat known by the race committee to have been radioed ashore, or the result sheet simply needs to be posted on a premature starter or disqualified, with a notation the notice board, the RO must see that what is needed is done.

Page 16.2

‹6DLO&DQDGD RECORDS

It is in the best interests of the race committee and the racers If the racing is for boats sailing under any handicapping system, that all recording sheets, scratch sheets, and tapes of starts and the corrected € nish times need to be calculated. For time-on- € nishes are kept until the € nal series results have been posted, distance handicapping, the course length is the basis for the awards presented and all protests and any subsequent appeals calculation and should be recorded on the results sheet. For have been resolved. time-on-time handicapping the elapsed time between the start of each class and the € nish of each competitor is used and the starting time for each class should be noted on the results sheet.

LEGIBILITY AND ACCURACY If scoring and posting of results is being done by someone other than the RO, it is necessary that the RO and the Recorder(s) be It must be stressed that any results sheet prepared by the race available to answer questions from the Scorer until the provi- committee, either for posting directly or for use by a third party sional results are sorted out and posted. It is however, becoming doing the scoring, has to be legible and accurate.  e Scorer more common to see computers on board committee boats, in a large multi-class regatta is working under great pressure with scoring so‚ ware. With computers, results can be printed to turn out results as expeditiously as possible and needs all on board, before the race committee has docked, leaving the possible help to do so. To this end the RO and the Recorder RO simply having to post the results. Alternately, results might should review the dra‚ results sheets before submission to the be entered into an on-board computer, from which € les can be Scorer and ensure that the document is readable and that there copied to † ash drives and delivered to the Scorer on shore, or are no errors such as transposed € gures in the sail numbers. using the most current technology, the posted results might Every sail number on the entry sheet should be accounted for, be delivered to the Scorer via email. Using this technique it is together with notations on duplicate sail numbers and all items common that results of one race will be posted on shore before that will a ect the position of a competitor; DNC, OCS, ZFP, the succeeding race starts. BFD, DNE, RET or acceptance of a scoring penalty under RRS 44.3. (For the full list of scoring abbreviations, refer to RRS Whether by hand or by computer, the Scorer, be that the RO A11 Scoring Abbreviations.) or someone else, needs to be familiar with the scoring system being used and the various racing rules that predicate how certain results are to be scored. POSTING RESULTS

Whether the Scorer or the RO is responsible for the scoring SCORING MATTERS and posting of results, the following tasks need to be completed before doing so: „ ensuring that the information on the results sheets 1. Low Point Scoring System is legible and accurate, as set out above;  e note following the title to RRS Appendix A4 makes ref- „ sorting out (with the registration committee) any erence to alternate scoring systems, inferring the old “Bonus problems with duplicate or unregistered sail numbers Point” system.  at system has not commonly been used for to get a unique number for each boat and to ensure many years and has been supplanted almost totally by the “Low that each competitor is accounted for; Point” system, the basis of which is clearly set out in RRS A4.1. „ assigning the proper number of points for DNC, DNS, OCS, ZFP, RET, or DSQ boats or adjusting 2. DNC, DNS, OCS, DNF, RET, etc. the finish position of boats accepting a percentage penalty; RRS Appendix A4.2 indicates that all boats that do not „ after the second and succeeding races, calculating properly € nish a race shall be given a score equal to one more and recording the cumulative scoring as well as the than the number of boats entered in the series.  is is typical results of the individual races; and but sometimes the sailing instructions will provide for more „ when the number of races sailed is such as to allow points in some circumstances than in others. one or more “throw-outs”, calculating and recording the net results.

Page 16.3

‹6DLO&DQDGD 3. RDG SAIL NUMBERS Herein lays a source of much argument and contention. “RDG” stands for “Redress Given” (it used to be “YMP”, standing for An issue that can be very irksome to race committees revolves “Yacht Materially Prejudiced”) and refers to decisions made around sail numbers as displayed on competing boats. Any under RRS 62. Decisions might be made that arbitrarily award one who has served on a race committee will remember seeing a boat a particular € nish position in a race or adjust her € nish boats with inadequate or no sail numbers, boats with di erent time by some amount.  ese decisions are quite easy to deal numbers on main and genoa or spinnaker, boats with numbers with, except that if a jury awards a boat redress and a € nish whose graphics were almost impossible to decipher and boats place of (for example) third, are other € nishes to be adjusted? with “invisible” numbers, especially on spinnakers. RRS 77  at is to say, can there be two third place € nishes, one fourth, refers to RRS Appendix G Identi cation on Sails, which in turn, one € ‚ h, etc., will there be two thirds, no fourth, one € ‚ h, under G1.2, requires competing boats to carry sail numbers etc. or will there be one third, with all others being bumped that are “...clearly visible, ...giving the same or better legibility down one place? RRS A6.2 speci€ es that awarding RDG to than Helvetica...”,  ere are other speci€ cations that outline the one boat will not adjust the scores of others, unless the protest size of lettering and its location on a sail and upon which sails committee decides otherwise.  e protest committee needs to numbers shall be displayed, but the question of legibility is of be speci€ c about how awarding a RDG will a ect other com- prime concern to a race committee. petitors. RRS A10 o ers some suggestions on how to award points to a boat awarded RDG. Just as the race committee has certain obligations toward com- petitors, competitors have obligations toward the race commit-  e confusion can become much worse when a competitor tee, including that of being readily identi€ able. Competitors is awarded “average points” for the race in which he/she is not complying with RRS 77 are subject to penalty, and if the given redress, especially if there is more than one boat in this non-compliance is such that the race committee has diƒ culty situation.  e confusion could reach insoluble proportions identifying a boat, that boat could be subjected to a hearing if a boat was awarded average points for redress in two races under RRS 60.2. in one regatta.  e protest committee needs to explain very clearly what races will be considered in calculating the “average points” to be applied to the race for which the competitor is to be awarded those points. For example, does the worst race count in deciding the average? If accorded a € nish in the race in question, is that to be counted in deciding the average? Rule A 10(a) suggests not but a protest committee does need to consider how to apply the “average points” award.

Page 16.4

‹6DLO&DQDGD PRESSURES ON THE RACE OFFICER

A regatta has su ered from poor winds and it is now mid- a ernoon on the last day.  e RO wants to get in one more race so that there can be a “throw-out”. However, the social chairperson is becoming anxious about the competitors getting back on the dock for the scheduled start of the prize giving ceremony. What is the RO to do?  e quotation above suggests that racing take precedence over the social event. By extension, the presentation of awards would also be deferred until a er the hearing of any protests that might a ect € nal standings.

In fact, it is not always practical to postpone other events to INTRODUCTION suit the sailing.  e RO has several factors to consider before deciding to start one more race, late on the last day of the From the Guide for Race Officers: regatta. For example: Other than the conduct of the racing itself, the race offi cer „ there may have been enough races completed, with or may be subject to pressures that may hinder the working without a “throw-out”, to constitute an event; of the race commi" ee. He should insist that only race „ the awards ceremony might include a meal that is commi" ee members will be aboard race commi" ee boats. being prepared for serving at a particular time; Jury members should be aboard separate jury boats. Class „ there may be special guests, slated to attend the offi cers, other VIPs, press people and others wishing to go awards ceremony at a particular time; or afl oat should be accommodated by the general rega" a „ there may be competitors with a long distance to go organisation, when possible, and this should not aff ect the home after the regatta and who will appreciate the race commi" ee in any way. Finally, social events should be extra travel time more than another race. adjusted to accommodate the racing, when it becomes nec- essary for the completion of the race schedule. It can be a very di# cult decision to make, but all other things being equal, if time and wind allow, the RO should try to complete the full schedule of races. THE COMMITTEE BOAT

 e committee boat is the committee boat.  e RO should ASHORE insist that no one other than working committee members are aboard. To be able to focus on managing the racing, committee After each day on the water, immediately after coming members do not need the distraction of spectators conversing ashore, the RO needs to ensure that race results, together or, worse, o ering unwanted opinions on the proceedings. Jury with any notations about protest flags seen or alternate members should be on other boats, clearly marked as jury boats, penalties accepted, are passed on to the Scorer. If there so they cannot attempt to in" uence the decision making of the have been instances of duplicate sail numbers, these RO and so the race committee will be seen to be independent should be reported to the Scorer for information, and of the jury. to the registration committee for it to resolve. The RO should meet daily with the rest of the race committee. At this meeting the following can be discussed: „ major and minor problems that arose during the day RACE SCHEDULING and solutions, suggestions or proposals; „ constructive evaluation of everyone’s performance;  e introduction to this chapter refers to adjusting social events „ constructive criticism from the competitors; to adapt to the race program, if required.  is suggestion needs „ errors or omissions by the race committee; and some consideration, as the following example will illustrate. „ how to do the job tomorrow.

Page 17.1

‹6DLO&DQDGD Everything used during the day (documents, radios, GPSs, sincere thanks of the RO, having any damaged articles etc.) should be locked away.  e RO should remain available repaired or replaced when possible; until sure that he/she will not be called to attend a request for „ reporting any inadequate equipment to the regatta redress or protest hearing. Recorders and Line Judges should chairperson so that it can be replaced or upgraded also remain available in case they are required to give evidence. before the next regatta; „ fully deflating marks before storing; and „ drying all equipment before storing. GETTING READY FOR TOMORROW 2. Personnel  e RO must check out all the equipment used during the day Very importantly, recognition needs to be given to the vol- on the race course and make sure that any faulty or broken unteers who have served under the RO during the regatta by: equipment is repaired or replaced right away. Tomorrow will „ thanking all members of the race committee in be too late. whatever capacity they have performed, either per- sonally on the spot or by letter; and  e following also needs to be checked: „ for any members of the race committee using the „ that all the boats are operational and fuelled; regatta to qualify for certification, offering to „ batteries for radios and other equipment are recharg- evaluate their performance in writing. ing; „ that no marks are leaking and needing repair: „ the supply of compressed air for sound signals is 3. Reports adequate; and A er a major event the RO will be expected to prepare a „ PFDs and other articles are drying. debrie€ ng report on the event.  is report should include information on the following topics: „ the general effectiveness of the race management pro- cedures in terms of the nature of the event; AFTER THE LAST RACE „ personnel, both quality and quantity; „ equipment, again both quality and quantity; A er the regatta is over, the RO still has loose ends to tidy up. „ any problems that arose and the solutions found to them; and „ suggestions for improvement in future regattas. 1. Equipment All the equipment used during the event needs to be looked  e RO should keep a record of all members of the race and a er, including: protest committees and the positions in which they functioned, „ checking all equipment and reporting any damage; with evaluations of their performance, for future reference „ returning all borrowed equipment immediately, when sta# ng regatta committees. with all boats having full fuel tanks and with the

Page 17.2

‹6DLO&DQDGD ! APPENDICES "

Appx 1 – Guide for Principal Events Appx 2 – Signals in Racing Rules Appx 3 – Starting Sequence in Detail Assistant Race Offi cer Check Lists Appx 5 – Mark Bearings and Adjustments Appx 6 – Using GPS Appx 7 – Starting Penalty Rules Appx 8 – Alternate Racing Formats Appx 9 – Gate Starts Appx 10 – Handicapping, Scoring and Results Appx 11 – Forms

‹6DLO&DQDGD GUIDE FOR PRINCIPAL EVENTS

The checklist does not discuss race management, the single most important element in a successful rega a. The second part of this appendix, ‘Guide for Race Offi cers’, off ers advice about race management for world, continental, national and other principal events. More general race management guides are available from several national authorities and class associations.

1. Establish basic details, such as dates, location, number of races, racing area and extent of measurement.

INTRODUCTION 2. Establish communication with the class association (international and national), the national authority,  e following material € rst appeared in the 1985–88 edition of local government authorities (including police and the International Yacht Racing Rules. In the 1993–96 edition, navy or coast guard), other organizations that use the reference was Appendix C3 Guide for Principal Events. the sailing waters (e.g. water ski or fi shing clubs), and  e appendix was divided into two parts.  e € rst provided a the city or regional visitors’ information offi ce. good overview of many of the issues attendant on organizing a regatta.  e second provided a more detailed list of items for 3. Appoint the race offi cer and the chairman of the jury. the Principal Race Oƒ cer to consider and that list forms the Establish the relationship between the race commi ee organizational backbone of this manual. and the jury (note racing rules [70, 88.2(b) and 90(b)]).

 is appendix did not appear in RRS 1997–00, nor has it since. 4. Appoint chairmen of sub-commi ees and other Nonetheless, its contents are very worthwhile and are quoted key personnel, for: measurement, registration and below directly, with the exception that reference to rules and rega a offi ce, publicity and press relations, housing appendices are updated to the current numbers. assistance, boat shipping assistance, interpreters, launching and mooring, social events, scoring, budget control, trophies, opening and closing ceremonies, buildings and grounds maintenance, jury secretary, REGATTA ORGANISATON: A PLANNING and special hospitality. The general chairman is the

CHECKLIST head of the rega a organisation. For each area of responsibility determine the number of people required and any special qualifi cation. (Example: the jury should Addressed to rega a chairmen, race offi cers, sub-com- include at least one member familiar with the class.) mi ee chairmen, and others involved in the planning and conduct of a principal national or international champion- 5. Establish the budget, including income from entry fees, ship, this checklist is a list of functions usually required or sponsorship support (if any), governmental or private desirable for an important rega a. A single class event is grants, programme advertising revenue, sales of food assumed, although the checklist can be adapted to meet and drink, and subsidy from the national authority, diff erent needs. class association or host club. Include expense esti- mates for such items as printing, fuel, equipment The checklist is simply a list of topics, grouped roughly in rental, jury travel and housing, catering service, chronological order, or into broad functional areas. The computer and copy machine rental, postage, fax and rega a’s general chairman with his sub-commi ee chairmen telephone, trophies, souvenirs or participants’ awards, should draw up a rega a plan by asking themselves, for each extra janitorial or other staff , security service, mea- topic, the following: what is to be accomplished, what proce- surement and jig materials, tent rental, and food and dures will be followed?, what are the requirements for space drink supplies. Include in the budget goods or services or facilities, personnel and money?, and by what date must provided without charge, on both the income and the it be done? expense lists.

Page A1.1

‹6DLO&DQDGD 6. Publish and distribute advance information includ- 9. Arrange for services and information for competitors ing the notice of race (see [RRS Appendices J1 and and visitors, such as: daily weather information; infor- K]). Include basic details (see 1, above); organizing mation about local chandlers, sailmakers, and boat authority’s address, telephone and fax number; eligi- builders; currency exchange or banks; medical and bility requirements; entry fee (and what it includes); dental emergency resources; and travel agencies and schedule for measurement and racing; sailing area, airlines. Post signs before the event. including distance from the rega a site; current, water depth, and any weed growth; housing availabil- 10. Prepare the sailing instructions, drafted by the race ity, including hotel prices and distance from the club, offi cer conferring with the general chairman, class camping, guest houses, and university dormitories; association president or secretary, and jury chairman. meal arrangements and facilities; general visitors’ Refer to racing rule [90], [Appendix J2] and class rules information and map of city or area; boat shipping and governing the conduct of class championships. travel advice; social events; climate and weather data; postal address for participants; customs informa- 11. Prepare the rega a programme; to include all infor- tion; launching and mooring arrangements; maximum mation of interest to competitors, other visitors, number of sails and spares to be measured; yacht rega a workers, and press representatives. Consider charter availability; regulations aff ection coach or each item listed above, and additionally: welcome team boats; haul-out restrictions; whether adver- messages from dignitaries; recommended restau- tising on yachts or clothing is permi ed (see racing rants and approximate prices; names of jury members, rule [80] and [ISAF Regulation 20]); and any special race commi ee and other important rega a workers; dress requirements. Distribute this information to brief history of the class or the event, and of the club; national authorities; national class associations; class notable local civic a ractions; schedule of all events; newsle er editors; yachting magazines; local news- and past winners of the championship. Do not include papers, TV and radio stations; and class sailmakers, the sailing instructions, which should be published boat builders and distributors. Enter the event on the separately. [ISAF] or the national authority’s fi xture list. 12. Final steps, before racing begins, include publication 7. Arrange for all equipment and supplies, including race of the entry list, including all competitors’ names; commi ee boats, marks, and radios, by borrowing, confi rming that all eligibility and entry requirements, rental or purchase. Negotiate wri en contracts when including measurement, have been completed; issuance appropriate. Fill remaining personnel assignments. of competitor packets, including badges, tickets, gifts, All sub-commi ees should now make recommenda- invitations, car or trailer stickers, and maps; jury orga- tions about their procedures with a complete list of nizational meeting; fi nal meeting of sub-commi ee responsibilities; regular meetings should be held by chairmen; competitors’ meeting (if any); press briefi ng. the general chairman with all key personnel. Examples of equipment needs are: marine radios, spectator and 13. During the rega a the general chairman should confer press boats, cranes and scales for weighing yachts daily with key sub-commi ee chairmen, early enough and wet clothing, copiers, notice boards, fl agpoles, to allow any changes to procedure or announcements. hand-bearing compasses, computer, measurement Conferring with a class spokesman is also advisable. jigs, competitors’ mailboxes, jury room equipment, safe He should also satisfy himself that all duties are being for prizes or money, public address system, and fi rst performed as planned. aid supplies. 14. At the close of the series and afterwards, provide for: 8. Arrange for special space or facilities not normally assistance to competitors in hauling and loading their available at the rega a site, such as: car and trailer yachts; perpetual trophies being boxed, and signed for parking, extra toilets, sail and yacht measurement by their winners; copies of fi nal results for all competi- space, extra public telephones, press offi ce, sail-drying tors, offi cials, class association and press; return of area, rega a offi ce, fresh water for boat washing, food all borrowed and rented equipment; payment of bills, and drink sales area, and repair area. collection of receipts, and fi nal budget report; le ers of thanks; reports with recommendations from the

Page A1.2

‹6DLO&DQDGD GUIDE FOR PRINCIPAL EVENTS

race offi cer, jury chairman and other key personnel; Planning – First Steps and general chairman’s recommendations to the class The race offi cer should help to draft the notice of race, association and next host club. expressing his views on the relevant items listed in racing rule 2. He should obtain a current copy of the class rules, for There is one other essential element, not contained anywhere reference to requirements for the conduct of class events, in the above list, that determines in large measure how the and may also wish to establish early contact with a class rega a will be judged by its participants. This is the degree offi cer who both before and during the rega a, can be helpful to which visitors are made to feel welcome by the rega a with information and suggestions. The race offi cer will also workers, club members, offi cials, local merchants, and others want to appoint the key members of his race commi ee. in the community. This job cannot be assigned to a commit- tee or included in the budget. Yet it can be discussed in the planning process and should be considered in making deci- Sailing Instructions sions. It is everyone’s job. The race offi cer should be the principal draftsman of the sailing instructions, using Appendix [L], Sailing Instructions Guide, and any class rules governing the conduct of the event. He should seek the views of the class liaison person, GUIDE FOR RACE OFFICERS the chairman of the jury or protest commi ee, and the general chairman, before the fi nal draft is agreed. This guide is intended for the race offi cer who has had previous race commi ee experience and is therefore familiar with basic race management procedures. It contains sug- Committee Personnel gestions and advice for the conduct of the racing at any Race commi ee members should be experienced sailors as principal event, when unusual problems may be caused by well as having had race management experience, and should the importance of the event or size of fl eet, and when the be physically capable of working long hours on the water in expectations of competitors and other rega a partici- occasionally trying conditions. Within reason, the smaller pants require race commi ee work of the highest standard. the commi ee the be er – small boats can be used (see “Equipment”), communication can be simplifi ed, and action will occur with a minimum of time loss. A feeling of accom- Basic Goals and Objectives plishing tasks with good team work and a minimum of fuss The goal of the race commi ee for a principal event is to is another by-product. provide the best possible racing, as measured by accepted standards of yacht racing in general, and by the require- ments of the class or other body that sets the conditions Equipment of the event. Accordingly, certain objectives become clear: Race commi ee boats should be small, fast and designed for 1. The racing rules that aff ect the conduct of the racing local waters. Marks should be large, infl atable, and towable, ([Parts 3 and 7] in particular) should be closely coloured high-visibility orange when possible, with depend- adhered to, and altered only when the need is clear. able ground tackle. Radios should be hand-held, but with 2. Class rules that govern the event (e.g., those that one larger unit capable of reaching rega a headquarters on specify the number of races, course confi guration and shore. Flags or shapes should be very large. Sound signals are course length), and any other conditions that may be best made with [...] highly audible horns or athletic referee applicable, should be recognized and applied. whistles. Ground tackle for race commi ee boats and marks 3. The quality of the race commi ee and its equipment should be thoroughly tested in advance. should be as high as possible.

These objectives can be met through careful planning, prepa- Laying Marks ration, and practise before the event. Laying the windward and gybe marks should be delayed until shortly before the start. One procedure is to have both marks laid by a single, fast boat that proceeds upwind fi rst, positioning the windward mark by means of a hand-held compass sighting back toward the starting line, then pro-

Page A1.3

‹6DLO&DQDGD ceeding to lay the gybe mark by taking compass bearings on cumstances should not be averse to hailing yachts (using both the windward mark and the mark at the starting area. [fl ag L]) before the start about hazards threatening the start (the current problem). Generally the well-prepared race commi ee, directed by a thoughtful level-headed race The Start offi cer, will fi nd solutions when required. Starting lines should be either between two race commit- tee boats, or between a race commi ee boat and a mark with a race commi ee boat stationed beyond it. In either Abandonment After the Start case, when a race commi ee boat marks an end of the line, Increasingly, competitors at principal championships prefer the line itself should be identifi ed by a fl ag or shape, pref- to have a race in progress stopped and re-started when, for erably coloured high-visibility orange. Anchor lines should example, a major and unpredictable wind shift helps some be weighted a few metres below the surface to prevent yachts and hurts others to the extent that the race is yachts from fouling them, and should be capable of rapid not considered a satisfactory test of skill. Any provision adjustment, to facilitate changing the line. The line should be permi ing abandonment and re-sail of a race in such circum- perpendicular to the wind direction, unless current, wind or stances should be discussed in advance with class repre- other factors make a bias necessary to spread the yachts sentatives, and should be included in the sailing instructions evenly along the line. Length should be adequate, but not as a clarifi cation of racing rule [32.1(e)]. excessive. Starts should not be delayed unless conditions are unsuitable. Preservation of Course Confi guration After the start the race commi ee should continually watch Starting Problems and Solutions for any changes of wind direction that will threaten the course The problem of premature starters and general recalls confi guration, and be prepared to take corrective action by has been common at principal events that have a racted relocating one or more marks. This is best done by laying a new a large number of entries. The solution to this problem is mark with diff erent visual characteristics, then removing the actually several solutions used together. The race commit- old mark. Appendix [L] provides wording that describes the tee must be organized so that it can adjust the angle of race commi ee’s signalling procedure and other details of the the starting line quickly, moving both ends of the line when sequence of events for use when marks will be changed. necessary, right up to the time of the preparatory signal. Good radio contact between all boats is essential. Individ- It is more important to change some legs of the course than ual recall signals should be made as soon as possible. Taken others, because a change of wind direction has a greater together, all these details will show the commi ee’s inten- eff ect on the quality of the leg. For example: the dead run, tion to provide a good start and to detect any premature which yachts sail best by gybing from one tack to the other starters. in response to changes in the wind direction or strength, can be reduced to a one-tack reaching leg, off ering no strategic or For fl eets of more than 30 yachts, the use of racing rule tactical challenges, when the wind direction changes only 15 [30.1] for all starts is desirable. Sailing instructions pro- or 20 degrees. Corrective action will require relocation of the viding for disqualifi cation of yachts that are above the line leeward mark, signalling the change at the windward mark as before the start are rarely necessary and are not recom- the fl eet rounds it. Windward legs are also damaged by major mended unless all other methods fail. wind shifts, and most race commi ees are sensitive to this. Reaching legs are least subject to damage, and usually need Other starting problems include strong up-wind currents in not be changed except as a consequence of changing one of light airs; deep water, making anchoring diffi cult; limited vis- the other legs. ibility; light and extremely variable winds; etc. Each of them can be trying to offi cials and sailors alike; the experienced Maintaining the original, intended course confi guration is race offi cer will select his equipment with care (the anchoring perhaps the commi ee’s most important task after the start. problem), will know when postponement should be considered (problems of unstable wind, or visibility), and in certain cir-

Page A1.4

‹6DLO&DQDGD GUIDE FOR PRINCIPAL EVENTS

Rescue, Spectator Control and Jury Boats Important Liaisons Boats for [rescue, jury, spectator] purposes should be dif- Before and during the event, the race offi cer should establish ferent from the race commi ee boats, but the race offi cer good relationships with the general chairman of the event, should be in communication with them, with authority to to whom he or she is directly accountable; a representative direct spectator control boats. All three types of boat will of the class association(s), who will be an invaluable source be able to provide assistance on occasion, and should be of information about class requirements and general prefer- asked to defer to the race offi cer’s wishes, except in unusual ences (e.g. concerning maximum or minimum wind velocities circumstances. in which races should be started); the chairman of the jury, with whom daily procedures for communication after the race should be established; and the chief scorer, for the same Preparation: The Practice Race and Before reason. Brief, daily meetings with most of these offi cials will When the race offi cer will be working at a club or other location be productive. not familiar to him, and with equipment and people with whom he has not worked regularly, he should make a point of a ending an earlier event, and either closely observe or participate in its Records race management. He will then be in a position to recommend The race commi ee should keep records in writing and on equipment changes, plan his own procedures, and generally tape recorders for later reference by the commi ee, the familiarise himself with local conditions. jury, or the scorers. Such records should include sail numbers of yachts that arrive at the starting area, those that start When a race offi cer and his commi ee have worked together prematurely or in violation of rule [30], any yachts involved at the rega a site before, the practice race will be the in apparent rule infringements, the order of fi nish, and any time to test new equipment or procedures, and then make protest fl ags observed or reports of protest intentions changes accordingly. A practice race is desirable, both for received at the fi nish. When possible, the order of roundings the benefi t of competitors who may not have raced there at all the marks should be taken, but only when boats and before, but also (and perhaps primarily) for the benefi t of people are available for this secondary task. the race management team. Pressures on the Race Offi cer Meeting of Competitors Other than the conduct of the racing itself, the race offi cer A meeting of all competitors (not only helmsmen) before may be subject to pressures that may hinder the working the practice race serves to convey the race commi ee’s of the race commi ee. He should insist that only race intention to off er the best possible racing and to learn of commi ee members will be aboard race commi ee boats. any unforeseen problems or questions that might require Jury members should be aboard separate jury boats. Class solutions. However, the meeting should not be used to read, offi cers, other VIPs, press people and others wishing to go discuss or answer questions about the sailing instructions. afl oat should be accommodated by the general rega a Such questions should be accepted in wri en form only, the organisation, when possible, and this should not aff ect the questions and answers to be posted on the offi cial notice race commi ee in any way. Finally, social events should be board. Competitors should be informed of this procedure at adjusted to accommodate the racing, when it becomes nec- the time they complete entry formalities. essary for the completion of the race schedule.

Page A1.5

‹6DLO&DQDGD ‹6DLO&DQDGD SIGNALS IN RACING RULES

Flag L – Race Signals;

Flag M – rule 34 and Race Signals;

Flag N – rules 27.3, 32.1 and Race Signals;

Flag O – Appendix LE17.5 and Appendix P5;

Flag P – rule 26, Appendix C3.1 and Race Signals;

Flag R – Appendix LE17.5 and Appendix P5; INTRODUCTION Flag S – rule 32.2 and Race Signals; Reference to the signals used in the racing rules occur in di er- ent places throughout the rule book. € e following indicates Flag U – Appendix L11.5 the locations of the information, the appearance of the signal  ags and lastly, an idealized distribution of these signals on Flag X – rule 29.1, Appendix LE14.6 and Race Signals; the race committee signals boat. Note that the new rule 25.3 implies that the word ‘ ag’ is not to be taken literally. Signals Flag Y – rules 27.1, 40.1 and Race Signals; may be on boards or other devices as may be suitable. € e list is not absolutely complete. € e signals described in Appendix Flag Z – rules 26, 30.2 and Race Signals; B Windsur ng Competition Rules, are not included; nor are the  ags used by judges and umpires. Numerals 1 thru 6 – Appendix C3.1 and Race Signals;

Black Flag – rule 30.3 and Race Signals;

LOCATIONS OF REFERENCES Blue Flag – Appendix C3.1 and Race Signals;

Flag A – rules 27.3, 32.1 and Race Signals; Class Flag - rule 26;

Flag C – rule 33 and Race Signals; Answering Pennant (AP) – rule 27.3 and Race Signals;

Flag D – Appendix L4.2; First Substitute – rule 29.2 and Race Signals;

Flag F – Appendix C3.1; Plus and minus, red and green – rule 33;

Flag H – rules 27.3, 32.1 and Race Signals; Orange Flag – Appendix L5.4, L11.2 and L13;

Flag I – rules 26, 30.1 and Race Signals; Yellow Flag – Appendix C3.1

Page A2.1

‹6DLO&DQDGD ‹6DLO&DQDGD SIGNALS IN RACING RULES ' #!' '

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Page A2.3

‹6DLO&DQDGD ‹6DLO&DQDGD SIGNALS IN RACING RULES

ARRANGEMENT OF HALYARDS AND SIGNALS

€ is idealized diagram is best visualized on a sail boat as RC signals boat. € e orange  ag denoting the committee boat end of the starting line is on a mast shroud. All other signals are on halyards from a yard suspended well above the main boom. From that yard, the other groupings of signals, from forward to a are displayed on appropriately located halyards, including: „ the recall signals, which want to be as visible as possible after a starting signal, (two halyards required here to prepare for either signal); „ adjacent to, but not obscured by, the orange flag, the class flag/warning signal (only one of which will be displayed in any starting sequence (at least two halyards, for the class in sequence and the next class); „ next aft, the preparatory signal being used in any starting sequence (one, two or more halyards here), (Papa, India, Zulu and black flag illustrated); „ further aft, one or more halyards to carry ancillary signals (Oscar, Lima, Yankee and blue flag illustrated); and „ furthest aft, two halyards to carry the signals AP and N (or N over H or A).

Page A2.5

‹6DLO&DQDGD ‹6DLO&DQDGD STARTING SEQUENCE IN DETAIL

EVENT TIMER FLAG OFFICER SOUND LINE JUDGE SIGNALLER

Before Warning Signal Count down to warning Post course No sound signal signal (normally 5 min- (Display  ag Y or other utes) signals if directed)

Warning Signal Count down 1 minute Display class  ag for next 1 sound signal from warning signal to class to start preparatory signal

Preparatory Signal Count down from 4 Display  ag P (or  ag I, 1 sound signal minutes before start Z, Z over I, U or black  ag aa directed)

Count down at 1 minute Remove  ag P (or  ag I, 1 long signal If RRS 30 in e! ect, note before start Z, Z over I, U or black boats subject to OCS,  ag) ZFP or BFD in last min- ute

Starting Signal Starting time Remove class  ag 1 sound signal Check boats subject to penalty. If all clear, no- tify RO

OCS boats all identi" ed Display  ag X if directed 1 sound signal if directed If boats OCS can be by RO (not used with by RO identi" ed, notify RO Individual Recall black  ag) to decide on Individual Recall. A# er, watch for boats returning

Number of unknown Display 1st Sub if direct- 2 sound signals if direct- If boats OCS not known, OCS ed by RO ed by RO notify RO to decide on General Recall General Recall

Boats subject to penalty With all boats subject to penalty identi" ed, continue with race. For start under RRS 30.3 post sail numbers of  ag U under  ag Z, Z over I, U or BFD boats, which are disquali" ed. or black  ag With some, but not all, boats subject to penalty identi" ed, signal General Recall. For start under RRS 30.3 post sail numbers of BFD boats, which are disquali" ed. Proceed to restart a# er General Recall

Restart  eet a# er Gen- Count down to remov- Remove 1st Sub 1 sound signal eral Recall ing 1st Sub

Return to Warning Sig- Count down 1 minute to Display class  ag 1 sound signal nal new Warning Signal and repeat steps above

Page A3.1

‹6DLO&DQDGD ‹6DLO&DQDGD ASSISTANT RACE OFFICER CHECK LISTS

SAFETY OFFICER

1. Duties „ to assist the RO readying equipment lists and/or sailing instructions as required to prepare a rescue program, „ to be on the water, in the vicinity of the competitors, from the time the first boat leaves the dock in the morning until the last boat returns in the afternoon; „ to remain constantly aware of potential changes in the weather that might lead to boats needing rescuing; „ to watch for breakdowns etc. not related to weather; „ to take such actions as are necessary to assist competitors; and „ to be prepared to overrule competitors that refuse offers of assistance.

2. Equipment „ properly equipped boat with enough fuel to last the day in heavy weather; „ one or two radios, capable of transmitting and receiving on all channels that might be needed; „ a chart of the area; „ rope for tow lines; „ first aid kit and blankets; „ binoculars; „ clip boards, required forms, pencils, etc.; and „ proper protection for each crew member in any eventuality, including, ƒ personal † otation devices (PFDs); ƒ foul weather gear, ƒ extra sweaters, etc., ƒ sunglasses, and ƒ hats and sunscreen. 3. References „ Racing Rules of Sailing; ƒ Fundamental Rule 1.1 Helping ! ose in Danger, ƒ Fundamental Rule 4 Decision to Race, ƒ Rule 41 Outside Help, and ƒ Rule 47 Limitations on Equipment and Crew; „ Sailing Instructions; ƒ schedules of races and classes to race, and ƒ sailing instructions relating to safety; „ Sail Canada Race Management Manual; ƒ “Safety Oƒ cer”, page 5.5.

Page A4.1

‹6DLO&DQDGD MARK LAYER

1. Duties „ ensure that marks are properly inflated and fitted with suitable ground tackle; ensure that marks are set, and properly anchored, to define the shape and size of course as described by the sailing instructions and as directed by the RO; „ monitor wind conditions on the course and to keep the RO informed, particularly of any changes; „ to record mark roundings or act as safety boat if required; „ to remain in contact with RO at all times; and „ to be prepared to make any adjustments to the course configuration that might be needed.

2. Equipment „ a properly equipped boat with enough fuel to last the day and any flags etc. that might be needed to perform secondary duties; „ one or two radios, capable of transmitting and receiving on all channels that might be needed; „ a chart of the area and navigation instruments; „ all the required marks and ground tackle, including a replacement mark; „ wind direction indicator and anemometer; „ a clipboard with paper and writing instruments; „ binoculars; and ƒ proper protection for each crew member in any eventuality, including, ƒ personal † otation devices (PFDs); ƒ foul weather gear, ƒ extra sweaters, etc., ƒ sunglasses, and ƒ hats and sunscreen.

3. References „ Racing Rules of Sailing; ƒ Rule 27 Other Race Committee Actions Before the Starting Signal, and ƒ Rule 34 Mark Missing, „ Sailing Instructions; ƒ schedules of races and classes to race, ƒ de€ nitions of starting and € nishing lines, and ƒ sailing instructions relating to courses and marks, „ Sail Canada Race Management Manual; ƒ “Mark Layer”, page 5.8.

Page A4.2

‹6DLO&DQDGD ASSISTANT RACE OFFICER CHECK LISTS

RECORDER

1. Duties „ obtain lists of registered boats, with current handicaps if applicable; „ record all pertinent events occurring during a day’s racing, including comments of RC Chairman or Line Judge; „ list all boats ranking as starters and acknowledge check-ins if applicable; „ list all boats starting correctly and any boats declared OCS, ZFP or BFD; „ list all boats finishing correctly or otherwise, with times if applicable; „ list all protest flags seen, notices of intent to protest received or declarations of penalties accepted; and „ produce lists of finishing boats in each class for each race, in ranked order.

2. Equipment „ copies of current edition of RRS, sailing instructions, registration lists, etc.; „ recording sheets (one per race plus spares); „ clip board, paper, pencils, pencil sharpener, erasers, paper clips, elastics, etc.; „ tape recorder; „ waterproof folders or large, transparent plastic bags; „ binoculars; and „ proper protection for any eventuality, including, ƒ personal † otation device (PFD), ƒ foul weather gear, ƒ extra sweater, etc., ƒ sunglasses, and ƒ hat and sunscreen.

3. References „ Racing Rules of Sailing; ƒ Rule 61 Protest Requirements, and ƒ Appendix A Scoring, „ Sailing Instructions; ƒ schedules of races and classes to race, ƒ de€ nitions of starting and € nishing lines, and ƒ sailing instructions relating to starting and € nishing, „ Sail Canada Race Management Manual; ƒ Chapter 16 Records; and ƒ “Recorder”, page 5.12.

Page A4.3

‹6DLO&DQDGD TIMER

1. Duties „ ensure that there is a backup timing system; „ maintain accurate timing of the events of the race; „ learn from the sailing instructions the timing system to be used for starting;advise RO of time remaining to next scheduled event and ensure other members of race committee are prepared for their duties; „ cue flag officer and sound signals officer, using a steady, consistent count; „ announce official finish time of each boat, if required; announce the expiration of any time limit, if required; and „ record time of last finisher or docking of committee boat for protest time purposes.

2. Equipment „ copies of current edition of RRS and sailing instructions; „ a familiar stop watch plus a backup timepiece; „ clip board, paper, pencils, pencil sharpener, erasers; and „ proper protection for any eventuality, including, ƒ personal † otation device (PFD), ƒ foul weather gear, ƒ extra sweater, etc., ƒ sunglasses, and ƒ hat and sunscreen.

3. References „ Racing Rules of Sailing; ƒ Race Signals, ƒ Rule 26 Starting Races, ƒ Appendix A3 Starting Times and Finishing Places; and ƒ Rule 35 Time Limit and Scores, „ Sailing Instructions; ƒ schedules of races and classes to race, and ƒ sailing instructions relating to starting and € nishing, „ Sail Canada Race Management Manual; ƒ “Timer”, page 5.14.

Page A4.4

‹6DLO&DQDGD ASSISTANT RACE OFFICER CHECK LISTS

FLAG OFFICER

1. Duties „ make visual signals to competitors, providing information about the conduct of races; „ ensure that the system for raising flags, etc. operates smoothly and that signals can be attached and removed readily; „ ensure that all necessary flags, pennants, number boards, etc. are aboard the committee boat and all other race committee vessels that may be required to make visual signals, „ ensure that all visual signals are stored neatly and readily accessible; „ identify from the sailing instructions the need for, and use of, any special visual signals; and „ raise and lower flags, etc., on the committee boat, taking time cues from the timer.

2. Equipment „ copies of current edition of RRS and sailing instructions; „ yardarm or other provision for hoisting signals on a minimum of four halyards; „ complete sets of visual signals as required for all committee boats; and „ proper protection for any eventuality, including, ƒ personal † otation device (PFD), ƒ foul weather gear, ƒ extra sweater, etc., ƒ sunglasses, and ƒ hat and sunscreen.

3. References „ Racing Rules of Sailing; ƒ Race Signals, ƒ Rule 26 Starting Races, ƒ Rule 27 Other Race Committee Actions Before the Starting Signal, ƒ Rule 29 Recalls, ƒ Rule 30 Starting Penalties, ƒ Rule 34 Mark Missing „ Sailing Instructions; ƒ schedules of races and classes to race, and ƒ sailing instructions relating to starting and changing or shortening course, „ Sail Canada Race Management Manual; ƒ Appendix 2 Signals in Racing Rules; ƒ “Flag Oƒ cer”, page 5.16.

Page A4.5

‹6DLO&DQDGD SOUND SIGNALS OFFICER

1. Duties „ provide audible signals to competitors, calling attention to visual signals being made; „ ensure that necessary horns, whistles, guns or other sound signal devices are properly maintained; „ ensure that necessary sound signal devices, along with sufficient shells, compressed air, etc. are aboard each committee boat that may be required to make sound signals; and „ to make sound signals in conjunction with visual signals, as prescribed by RRS or the sailing instructions.

2. Equipment „ copies of current edition of RRS and sailing instructions; „ air horns and compressed gas, whistles, etc.; and „ proper protection for any eventuality, including, ƒ personal † otation device (PFD), ƒ foul weather gear, ƒ extra sweater, etc., ƒ sunglasses, and ƒ hat and sunscreen.

3. References „ Racing Rules of Sailing; ƒ Race Signals, ƒ Rule 26 Starting Races, ƒ Rule 29.1 Individual Recall, ƒ Rule 29.2 General Recall, „ Sailing Instructions; ƒ schedules of races and classes to race, and ƒ sailing instructions relating to starting and changing or shortening course, „ Sail Canada Race Management Manual; ƒ “Sound Signals Oƒ cer”, page 5.18.

Page A4.6

‹6DLO&DQDGD ASSISTANT RACE OFFICER CHECK LISTS

LINE JUDGE

1. Duties „ identify all boats starting and finishing, properly or otherwise; „ identify boats starting but declared OCS, ZFP or BFD; „ inform the RO if all boats subject to rule 30 penalty cannot be identified; and „ identify each boat as it crosses the finish line.

2. Equipment „ copies of current edition of RRS and sailing instructions; „ hand-held radio; „ clipboard, paper and pencils; „ binoculars and tape recorder; and „ proper protection for any eventuality, including, ƒ personal † otation device (PFD), ƒ foul weather gear, ƒ extra sweater, etc., ƒ sunglasses, and ƒ hat and sunscreen.

3. References „ Racing Rules of Sailing; ƒ De€ nitions Start, ƒ De€ nitions Finish, ƒ Rule 29 Recalls, ƒ Rule 30 Starting Penalties, „ Sailing instructions; ƒ schedules of races and classes to race, and ƒ sailing instructions relating to starting and € nishing, „ Sail Canada Race Management Manual; ƒ “Line Judge”, page 5.20.

Page A4.7

‹6DLO&DQDGD ‹6DLO&DQDGD MARK BEARINGS AND ADJUSTMENTS

MARK BEARINGS

! e following table lists the bearings from the windward mark to the gybe mark (Mark 1 to Mark 2) and from the gybe mark to the leeward mark (Mark 2 to Mark 3) for wind directions in 5° increments. ! e list is for marks to port.

W Right Equilateral 70°/80°/30° W Right Equilateral 70°/80°/30° I Triangle Triangle Scalene I Triangle Triangle Scalene N Triangle N Triangle D D 1 – 2 2 – 3 1 – 2 2 – 3 1 – 2 2 – 3 1 – 2 2 – 3 1 – 2 2 – 3 1 – 2 2 – 3 000 225 135 240 120 250 150 180 045 315 060 300 070 330 005 230 140 245 125 255 155 185 050 320 065 305 075 335 010 235 145 250 130 260 160 190 055 325 070 310 080 340 015 240 150 255 135 265 165 195 060 330 075 315 085 345 020 245 155 260 140 270 170 200 065 335 080 320 090 350 025 250 160 265 145 275 175 205 070 340 085 325 095 355 030 255 165 270 150 280 180 210 075 345 090 330 100 000 035 260 170 275 155 285 185 215 080 350 095 335 105 005 040 265 175 280 160 290 190 220 085 355 100 340 110 010 045 270 180 285 165 295 195 225 090 000 105 345 115 015 050 275 185 290 170 300 200 230 095 005 110 350 120 020 055 280 190 295 175 305 205 235 100 010 115 355 125 025 060 285 195 300 180 310 210 240 105 015 120 000 130 030 065 290 200 305 185 315 215 245 110 020 125 005 135 035 070 295 205 310 190 320 220 250 115 025 130 010 140 040 075 300 210 315 195 325 225 255 120 030 135 015 145 045 080 305 215 320 200 330 230 260 125 035 140 020 150 050 085 310 220 325 205 335 235 265 130 040 145 025 155 055 090 315 225 330 210 340 240 270 135 045 150 030 160 060 095 320 230 335 215 345 245 275 140 050 155 035 165 065 100 325 235 340 220 350 250 280 145 055 160 040 170 070 105 330 240 345 225 355 255 285 150 060 165 045 175 075 110 335 245 350 230 000 260 290 155 065 170 050 180 080 115 340 250 355 235 005 265 295 160 070 175 055 185 085 120 345 255 000 240 010 270 300 165 075 180 060 190 090 125 350 260 005 245 015 275 305 170 080 185 065 195 095 130 355 165 010 250 020 280 310 175 085 190 070 200 100 135 000 270 015 255 025 285 315 180 090 195 075 205 105 140 005 275 020 260 030 290 320 185 095 200 080 210 110 145 010 280 025 265 035 295 325 190 100 205 085 215 115 150 015 285 030 270 040 300 330 195 105 210 090 220 120 155 020 290 035 275 045 305 335 200 110 215 095 225 125 160 025 295 040 280 050 310 340 205 115 220 100 230 130 165 030 300 045 285 055 315 345 210 120 225 105 235 135 170 035 305 050 290 060 320 350 215 125 230 110 245 140 175 040 310 055 295 065 325 355 220 130 235 115 245 145

Table A5.01

Page A5.1

‹6DLO&DQDGD MARK BEARING CORRECTIONS

As stated at the end of Chapter 7 Laying Marks, the bearings of the windward and gybe marks will be di erent from the RC signals boat than from the leeward mark. ! e following tables and diagrams indicate these di erences for three triangular and two trapezoid course con# gurations. ! e tables list angles for windward legs varying in length from ¼ to 1½ nautical miles in length and for half-lengths of starting lines from 200 to 1200 feet long. It can be seen that the bearing adjustments are a function of the lengths of both the windward leg and the starting line. As the ratio of the length of the windward leg to the starting line becomes very high (i.e. a long windward leg and a short starting line), the angles become too small to be measured from a boat and as the ratio becomes very low (i.e. a short windward leg and a long starting line), there is little point in worrying about the bearing of the windward leg as the committee boat end of the line will be so favored that everyone will start at that end and reach to the windward mark.

As most serious racing is done with the starting line set below the leeward mark, these diagrams are laid out that way, with the angles calculated accordingly. ! e starting line is always assumed to be 0.05 nm (approximately 100 metres or 300 feet) below the leeward mark.

! e typical application of the adjustments is to allow the RO to con# rm that the course was laid properly with respect to the wind direction and in such instance it is assumed that the lengths of the windward leg and the starting line are known fairly accurately. ! e tables might, however, be applied in a di erent manner. If the bearing from Mark 3 to Mark 1 is known (as it should be before the rest of the course is laid), together with the length of either the windward leg or the starting line, the tables will assist in determining the other length.

! ere are six steps in applying these tables: „ determine the configuration of the triangle being used, with the understanding that the bearings to the windward mark are also valid for a windward-leeward course; „ determine the bearing from mark 3 to mark 1; „ determine the length of the windward leg; „ determine the length of the starting line; „ find the box in the appropriate table that represents the combination of a windward leg of length “D” and a starting line of half-length “L/2” and note the angles listed there; „ for courses with marks to port, subtract angle “A” from the bearing between mark 3 and mark 1 to find what should be the bearing from the RC signals boat to Mark 1 and subtract angle “B” to find the bearing to Mark 2. (For courses with marks to starboard, add angles “A” and “B” to find the correction from the RC signals boat.)

Page A5.2

‹6DLO&DQDGD MARK BEARINGS AND ADJUSTMENTS

RIGHT ISOSCELES TRIANGLE

) %&$ “L/2” is the half-length of the starting line, for values between 200 and 1200 feet.

“D” is the distance between Mark 3 and Mark 1, for values ¼ ½ ( "#$ ! between mile and 1 miles. ϽA is the di erence in bearing of Mark 1 as seen from the RC signals boat as compared with being seen from Mark 3. 0 %&$ - ϽB is the relative bearing of Mark 2 as viewed from the RC ' *#&+, signals boat, as compared with the 45° angle at Mark 3.

./(

Figure A5.01

MARK BEARINGS FOR RIGHT ISOSCELES TRIANGLE

L/2= 200 & 400 & 600 & 800 & 1000 & 1200 &

D= ¼ nautical mile ϽA 6° 15° 18° 24° 29° 33° ϽB 42° 47° 52° 56° 59° 62°

D= ½ nm ϽA 3° 7° 10° 13° 17° 20° ϽB 43° 46° 49° 52° 54° 56°

D= ¾ nm ϽA 2° 5° 7° 9° 12° 14° ϽB 44° 46° 48° 50° 52° 53°

D= 1 nm ϽA 2° 4° 5° 7° 9° 10° ϽB 44° 46° 47° 49° 50° 52°

D= 1½ nm ϽA 1° 2° 4° 5° 6° 7° ϽB 44° 46° 47° 48° 49° 50°

Table A5.02

Page A5.3

‹6DLO&DQDGD EQUILATERAL TRIANGLE

1 60° “L/2” is the half-length of the starting line, for values between 200 and 1200 feet.

“D” is the distance between Mark 3 and Mark 1, for values 2 60° D between ¼ mile and 1½ miles.

ϽA is the di erence in bearing of Mark 1 as seen from the RC signals boat as compared with being seen from Mark 3. B A 60° Ͻ 3 B is the relative bearing of Mark 2 as viewed from the RC .05nm signals boat, as compared with the 60° angle at Mark 3.

L/2

Figure A5.02

MARK BEARINGS FOR EQUILATERAL TRIANGLE

L/2= 200 & 400 & 600 & 800 & 1000 & 1200 &

D= ¼ nautical mile ϽA 6° 12° 18° 24° 29° 33° ϽB 55° 58° 61° 63° 65° 67°

D= ½ nm ϽA 3° 7° 10° 13° 17° 20° ϽB 57° 59° 61° 62° 63° 64°

D= ¾ nm ϽA 2° 5° 7° 9° 12° 13° ϽB 58° 59° 60° 61° 62° 63°

D= 1 nm ϽA 2° 4° 5° 7° 9° 10° ϽB 59° 59° 60° 61° 62° 62°

D= 1½ nm ϽA 1° 2° 4° 5° 6° 7° ϽB 59° 60° 60° 61° 61° 62° Table A5.03

Page A5.4

‹6DLO&DQDGD MARK BEARINGS AND ADJUSTMENTS

SCALENE TRIANGLE – 70°/80°/30° ) 2#$ “L/2” is the half-length of the starting line, for values between ( 1#$ 200 and 1200 feet.

“D” is the distance between Mark 3 and Mark 1, for values ! between ¼ mile and 1½ miles.

ϽA is the di erence in bearing of the Mark 1 as seen from the '#$ 0 RC signals boat as compared with being seen from Mark 3. - Ͻ ' B is the relative bearing of Mark 2 as viewed from the RC *#&+, signals boat, as compared with the 30° angle at Mark 3.

./(

Figure A5.03

MARK BEARINGS FOR 70°/80°/30° SCALENE TRIANGLE

L/2= 200 & 400 & 600 & 800 & 1000 & 1200 &

D= ¼ nautical mile ϽA 6° 12° 18° 24° 29° 33° ϽB 31° 36° 40° 44° 48° 51°

D= ½ nm ϽA 3° 7° 10° 13° 17° 20° ϽB 30° 33° 36° 39° 41° 43°

D= ¾ nm ϽA 2° 5° 7° 9° 12° 13° ϽB 30° 32° 34° 36° 38° 40°

D= 1 nm ϽA 2° 4° 5° 7° 9° 10° ϽB 30° 32° 33° 35° 36° 38°

D= 1½ nm ϽA 1° 2° 4° 5° 6° 7° ϽB 30° 31° 32° 33° 34° 35°

Table A5.04

Page A5.5

‹6DLO&DQDGD 60° TRAPEZOID

) *4426! 4#$ “L/2” is the half-length of the starting line, for values between 200 and 1200 feet.

( )(#$ “D” is the length of the two windward legs, for values between ¼ mile and 1½ miles. ! ϽA is the di erence in bearing of Mark 1 as seen from the RC signals boat as compared with being seen from the middle of 7 the Gate 4s/4p. ! 0 - ϽB is the relative bearing of Mark 2 as viewed from the RC %3 %5 *#&+, signals boat. ϽC is the relative bearing of Gate 3s/3p as viewed from the )(#$ ./( '3 '5 RC signals boat.

*)&6+, Figure A5.04

MARK BEARINGS FOR 60° TRAPEZOID

L/2= 200 & 400 & 600 & 800 & 1000 & 1200 &

D= ¼ nautical mile ϽA 6° 12° 18° 24° 29° 33° ϽB 39° 44° 48° 52° 55° 58° ϽC 101° 99° 98° 97° 96° 96°

D= ½ nm ϽA 3° 7° 10° 13° 17° 20° ϽB 40° 43° 45° 48° 50° 52° ϽC 110° 108° 107° 106° 104° 103°

D= ¾ nm ϽA 2° 5° 7° 9° 12° 14° ϽB 40° 42° 44° 46° 47° 49° ϽC 113° 112° 111° 110° 109° 108°

D= 1 nm ϽA 2° 4° 5° 7° 9° 11° ϽB 41° 42° 43° 45° 46° 47° ϽC 115° 114° 113° 112° 111° 110°

D= 1½ nm ϽA 1° 2° 4° 5° 6° 7° ϽB 41° 42° 43° 44° 45° 45° ϽC 117° 116° 115° 114° 114° 113° Table A5.05

Page A5.6

‹6DLO&DQDGD MARK BEARINGS AND ADJUSTMENTS

70° TRAPEZOID

.667 D 1 70° “L/2” is the half-length of the starting line, for values between 200 and 1200 feet. 2 110° “D” is the length of the two windward legs, for values between ¼ mile and 1½ miles. D ϽA is the di erence in bearing of Mark 1 as seen from the RC signals boat as compared with being seen from the middle of D the Gate 4s/4p. C B Ͻ A B is the relative bearing of Mark 2 as viewed from the RC 4s 4p signals boat. .05nm 110° ϽC is the relative bearing of Gate 3s/3p as viewed from the 3s 3p L/2 RC signals boat.

.15 nm Figure A5.05

MARK BEARINGS FOR 70° TRAPEZOID

L/2= 200 & 400 & 600 & 800 & 1000 & 1200 &

D= ¼ nautical mile ϽA 3° 7° 10° 13° 17° 20° ϽB 38° 42° 46° 50° 53° 56° ϽC 92° 92° 92° 91° 91° 91°

D= ½ nm ϽA 2° 5° 7° 9° 12° 14° ϽB 38° 41° 43° 46° 48° 50° ϽC 100° 100° 98° 98° 98° 97°

D= ¾ nm ϽA 2° 4° 5° 7° 9° 11° ϽB 39° 40° 42° 44° 45° 47° ϽC 104° 103° 102° 101° 101° 100°

D= 1 nm ϽA 1° 3° 5° 6° 7° 9° ϽB 39° 40° 41° 43° 44° 45° ϽC 105° 104° 103° 103° 103° 102°

D= 1½ nm ϽA 1° 2° 4° 5° 6° 7° ϽB 39° 40° 41° 42° 42° 43° ϽC 107° 106° 106° 105° 105° 104° Table A5.06

Page A5.7

‹6DLO&DQDGD RELOCATING MARKS

! e following diagram and tables will assist in locating a new mark in response to a wind shi& . ! e RO will be able to tell the mark layer the course and distance to run from the original mark to the spot at which the replacement mark will be laid.

! e relocation exercise can be much more easily accomplished using a GPS. Maintaining a constant range between Mark 1 and the reference point, one needs simply to # nd the new bearing of the relocated mark. ORIGINAL WIND SHIFTED

WIND

SHIFTED X° WIND 1 1A 1A

1 — location of original mark 1A — location of replacement mark Y° — wind shi& X° — direction, relative to original wind direction to steer from original mark to replacement Y°Y° mark

Figure A5.06

WIND SHIFT COURSE TO WIND SHIFT COURSE TO WIND SHIFT COURSE TO = Y° STEER = X° = Y° STEER = X° = Y° STEER = X°

20° 100° 45° 112.5° 70° 125°

25° 102.5° 50° 115° 75° 127.5°

30° 105° 55° 117.5° 80° 130°

35° 107.5° 60° 120° 85° 132.5°

40° 110° 65° 122.5° 90° 135°

Table A5.07

Page A5.8

‹6DLO&DQDGD MARK BEARINGS AND ADJUSTMENTS

Length of Distance in nautical miles from original mark (1) to new mark (1A) as function of wind shi& Windward leg 20° 25° 30° 35° 40° 45° 50° 55° 60° 65° 70° 75° 80° 85° 90°

¼ nm 0.1 0.1 0.1 0.2 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.4 0.4

½ nm 0.2 0.2 0.3 0.3 0.3 0.4 0.4 0.5 0.5 0.5 0.6 0.6 0.6 0.7 0.7

¾ nm 0.3 0.3 0.4 0.5 0.5 0.6 0.6 0.7 0.8 0.8 0.9 0.9 1.0 1.0 1.1

1 nm 0.4 0.4 0.5 0.6 0.7 0.8 0.9 0.9 1.0 1.1 1.2 1.2 1.3 1.4 1.4

1½ nm 0.5 0.7 0.8 0.9 1.0 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 2.1 Table A5.08

For example, assume an original wind direction of 270° and a windward leg one nm in length. If the wind veers (shi& s right) 30°, from Table A5.07, the course to steer from the original mark to the new mark would be 105° away from the original wind direction. In this example, the course would be 270° + 105 = 375° -(-360) = 015°. If the wind backs (shi& s le& ) 30° the course to steer would be 270° - 105 = 165°. From Table A5.08, the distance to travel in either instance would be approximately ½ nm.

Page A5.9

‹6DLO&DQDGD USING GPS

INTRODUCTION

When the  rst edition of this manual was published in 1989, LORAN (Long Range Aid to Navigation) was relatively new, exotic and quite expensive. GPS (Global Positioning System) did not exist as a publicly available technology. Subsequently GPS came on the market and totally eclipsed LORAN as the navigation tool of choice for recreational boating. € e superiority of GPS over LORAN was so great that as of 2012 LORAN was no longer available; all the signal transmitters were turned o . GPS devices receive sets of signals from several of a “constellation” of satellites and the signals are interpreted as a location on the surface of the earth – latitude and longitude plus possibly altitude. (Altitude ought not to be a matter of interest for those involved in race management).

€ ere are 21 operational GPS satellites in orbit plus three spares in the “constellation” from which most of us receive infor- mation. € ey are located in six orbital planes at an altitude that a ords a twelve hour period. At any given moment, on any place on Earth,  ve to eight satellites are visible to a GPS receiver. € e accuracy of a typical GPS unit is on the order of 30 to 60 feet, more than su‚ cient for race committee work. Civilian agencies, striving to improve accuracy, developed means to garner more information and have evolved accuracy such that augmented GPS signals are now used to measure movements in Earth’s crust; movements typically be measured in millimeters per year. € is enhanced system is known as DGPS, (Dif- ferential GPS) and it relies on ground based stations, at known locations, transmitting one additional piece of information for the GPS to use in determining its position. Some additional equipment is required and there are user fees attached to DGPS.

Meanwhile GPS is re ning itself in another iteration. Most GPS units now take advantage of WAAS (Wide Area Augmen- tation System). WAAS is being deployed as a guidance system to land aircraƒ . Approximately 25 ground stations augment the satellite signals. € e information from the ground stations corrects minor transient errors in the signals from the satel- lites. WAAS was developed in the US and is available there and in southern Canada. In areas where the WAAS is available, the accuracy can be better than 10 feet if the GPS is held stationary for a couple of minutes. Contemporary GPS devices are commonly acheiving decimeter (4”) accuracy, an ability of no concern to us as race management people, but an ability of impressive import nonetheless.

Russian and Chinese systems recently installed will only serve to enhance the accuracy of the locational information available to us. Even Google Earth is using this information to provide decimeter accuracy to some of its global mapping program.

USE OF GPS

An initial side bene t of GPS is that the system relies on very accurate clocks and as the data being transmitted includes the time, anyone reading a GPS receiver is reading a very accurate rendition of the time. In fact, the ISAF Race Management Policies for the Olympic Sailing Competition and ISAF Events, and other guidelines that have spun o from that document specify that times shall be based on GPS time. Any race o‚ cer, coach, competitor or observer on a race course, using a GPS, will have exactly the same time.

€ e functions one needs to know relate to what are called “way points” (WP) – geographical positions designated by latitude and longitude, which for the race committee would include such things as docks, headlands, navigation marks and arbitrary locations in the water. € e four functions are: „ entering one’s present position; „ entering a predetermined position (i.e. a lat/long or location derived from a chart or map); „ getting the instrument to read “range and bearing” to a WP; and „ getting the instrument to calculate the distance between two WPs.

€ e RO or mark setter might  nd himself with one of two types of GPS. € e more sophisticated one would be a chart plotter, hand held or mounted in the boat’s instrument panel. € is would likely be loaded with the local charts and so would display

Page A6.1

‹6DLO&DQDGD the racing area, including navigation marks and shoreline details, including the location of the marina from which the event is operating. € is will make things easier to visualize and understand. € e simpler type of GPS does not display a chart; only the latitude, longitude and the present course bearing. Both types are probably capable of showing boat speed.

Before using the GPS check the settings on two of the many variables available. € e  rst is compass reading. Ensure it is set to magnetic rather than true. All other compasses on the course will be reading magnetic bearings and the GPS needs to be as well. Magnetic compasses point to the North Magnetic Pole, located in Canada’s Arctic; presently in the Arctic Ocean, west of Ellsmere Island. In Vancouver a compass will indicate north to be about 19° east of true north. In Kenora, magnetic and true are more or less in line and there will be little discrepancy. In Halifax the compass will point about 21° west of true. € e second variable to check is units of measurement. Ensure the GPS is set to read in nautical miles. Most instruments, if set to read nautical miles, will read in feet up to about 1/10 of a nautical mile (roughly 600 feet) and then switch to miles.

€ e GPS can store a great number of WPs in memory but to set out a triangular course only three are needed. For trapezoid courses, starting or  nishing lines beyond the course or wind shiƒ s, two or three more might be needed. For race committee work the absolute accuracy of the unit will not be an issue. It does not need to be calibrated as only relative bearings and distances are of concern.

€ e way to use the electronics to set a triangular course is as follows. Note that the description applies to setting a somewhat “casual” course. € e  gures in Appendix 5 Mark Bearings and Adjustments show the windward leg set from the midpoint of the starting line and the accompanying tables show the compass corrections required to view from the RC signals boat that marks are set in correct locations. If one is being more rigorous in setting the course, the leeward mark (or marks in the case of a gate) would be set  rst and the mark set boat would take this point, rather than the RC signals boat, as the reference for setting the other marks. With that di erence, the discussion below is applicable in either situation.

1. Pick a reference point for setting out the course. Typically, the best point is the anchored RC signals boat. Come close along side the signals boat, sit for a few moments to allow the GPS to accurately locate itself and then press the "# $ button to load the location into the set as a WP (WP1), which will appear as the next available number, say 035 (meaning that there were already 34 WPs on  le). A suggestion - make a note of the number assigned to each WP entered, including the approximate time of entry; e.g. 0945 – RC=035 or 1015 – Mark 1=036. € is will help to keep track of what all the WP entries during the day mean.

2. Aƒ er WP1 is entered, set the instrument to read the range and bearing to WP1. € is is done by pressing another button, which might be labelled %&"', "() (navigate) or something similar. If a menu appears, select *(+,-&"#.. Find and select WP 035 and then select /- #- from the new menu. Now proceed upwind toward the desired location of the weather mark. € is is where the electronics begin to “do their thing.” Rather than having to estimate the compass bearing back from the mark set boat the GPS will be constantly reading out the bearing. Note that this bearing will be the reciprocal of the wind direction. € e boat’s compass should be showing a heading equal to the wind direction. € e electronics will really be appreciated if, when steaming toward the location of the weather mark one needs to make a drastic alteration in course or speed. One could go back and pick up the lunches forgotten at the dock and the set would still be indicating the range and bearing to WPl. When it is time to actually lay the weather mark the set will still  nd the desired location relative to the RC signals boat.

3. € e location for the weather mark is found and the mark is set. Repeat Step 1 and, while lying near to the newly set mark, press "# $ again to set WP2. Once more the GPS will assign the next available number, so this WP, will be entered as WP 036.

4. € ere are two ways that the location of the gybe mark can be found with the help of GPS. € e  rst is to use the instrument like a hand bearing compass. To do this, the bearings from the gybe mark to the other two need to be calculated before starting out. Heading toward the location of the gybe mark, one can alternately call up the range and bearing to WP1 and WP2 until the point is found where the bearings to both are what is wanted. At this point too, for a right isosceles or equilateral triangle,

Page A6.2

‹6DLO&DQDGD USING GPS

the range to both WPs will be the same. € e other method of using the set requires knowing what the length of the reaching leg will be, given the length of the windward leg. With this information and the desired bearing, one can head toward the gybe mark location, with either WP1 or WP2 called up, and sail until the range and bearing indicate the right spot has been found. € is location can be entered into the set as WP3.

In the event of a change of course due to a wind shiƒ , the location of the new weather mark can be entered as WP4 so that a record of the original location of the mark is retained, should there be a need to return to that spot. When the race is over the electronics will take the boat right back to the marks, even in the dark or fog.

If time-on-distance handicap races are being sailed around set marks, the electronics can be used to determine the length of the course. € e device can calculate the distance from WP1 to WP2, from WP2 to WP3 and from WP3 to WP1.

It would be useful to have the entrance to the marina stored in the GPS as a named, rather than numbered, WP, readily identi - able. € is could be helpful to return in the dark or in a situation where the marina simply was not discernible on the shoreline. More importantly, in the event of an emergency, a range and bearing to a known geographical location would be available.

Other WPs might be pre-entered into the GPS. For example, Figure 7.10 shows a racing area that includes some  xed marks – A, B and C, and some set marks – D, E, F, G, H and I. € ese marks are always set in the same position and the location of each is pre-loaded into the GPS units that are used for mark setting. To set one of these marks, the appropriate location is called up on the GPS and the mark set boat navigates to the correct position using the information provided by the GPS.

At the end of the day, it is recommended that all the temporary WPs entered during the day be erased, unless they provide information on course length when using time on distance handicapping and one anticipates there might be a protest related to the declared course length. € is recommendation is simply to reduce clutter in the GPS data base. To delete WPs, the initial procedure follows that set out in Step 2 above. Aƒ er going through the %&"' or "() step, locate the  rst of the WPs entered that day and select it. A menu will appear that o ers a ' 0 # option. Select that and remove the WP from the data base. Repeat this process for all the other WPs entered that day.

As a  nal note, the GPS could be most useful in a man overboard situation. All GPS devices for marine application have a button labelled 1-2. Press and hold this button for a couple of seconds. € e GPS will enter a WP and then switch to a menu providing the option to begin navigation to that point. Select + . and the GPS will begin displaying the course and bearing to the 1-2 WP.

Page A6.3

‹6DLO&DQDGD ‹6DLO&DQDGD STARTING PENALTY RULES

Unless otherwise prescribed in the sailing instructions, when after a general recall, any part of a yacht’s hull, crew or equipment is over the starting line during the minute before her starting signal, she shall thereaf- ter pass on the course side of and around one of the starting marks and cross the starting line in the direc- tion of the fi rst mark.

 is wording invoked the “round the ends” rule automatically a" er, and only a" er, a general recall. INTRODUCTION Even in the absence of Code ‚ ag ‘X’, there was a procedure for  rough the thirteen published editions of the IYRU/ISAF signaling individual recalls; one that would be totally inappro- racing rules the most volatile components have related to sat- priate in most regattas today. Each boat was assigned a “recall isfactory starting procedures. Understanding the nature of the number or letter” and in the event of an individual recall the changes that happened to these rules will assist the Race O€ cer appropriate letter or number was displayed for each PMS boat. to deal with the situations that arise on the starting line.  e If and when the boat returned (there was no time limit in the International Yacht Racing Rules came into being in 1961 and rule) and started correctly, she was to be acknowledged by have been issued at four year intervals since that time. In the having her recall number lowered. 1997–00 edition there were many signi cant changes. First, the international organizing body had become the International  e rules for 1973–76 were the same as the previous edition, at Sailing Federation, and the rules became the Racing Rules of least insofar as those being referenced.  ere was however, one Sailing.  e rule book itself was restructured in many ways, signi cant change in this edition. An Appendix 3 was added but one important detail for the following discussion is that and for the  rst time provision was made for alternate penalties for years there has been a rule numbered 51.1(c), that dealt with for infractions of Part IV rules, either the 720° Turns Alter- boats on the course side of the starting line prior to the start. nate Penalty or the Percentage Penalty. Prior to this edition What was 51.1(c) became, and remains, rule 30.1. Rule 30.1 of IYRR, the penalty for a rule infraction a" er the start was has two companions, 30.2 and 30.3, that had no equivalent in disquali cation, so in 1973 the rules were relaxed to permit a earlier editions of the rules. One more relevant detail is that boat to continue racing a" er committing a Part IV infraction. there were changes in terminology in the rules. It used to be that boats that infringed the predecessor to rule 30.1 were Code ‚ ag ‘I’ and Code ‚ ag ‘X’ were  rst de ned in the 1977–80 identi ed as “premature starters”, noted on the scoring sheet rules. IYRR 51.1(c) had the same wording as before so, by as PMS.  e new tag, since 1997, is OCS, meaning “on the default, it came into force a" er a general recall.  e de nition course side at the start”. A last, small point, is that the manner of Code ‚ ag ‘I’ read: in which signal ‚ ags are referred to has changed through the Round the Ends Starting Rule years. For example, reference used to be made to “Code ‚ ag ‘X’” Means:- but now the phrasing is “‚ ag X”.  e discussion below will use “The one minute period relating to rule 51.1(c) has com- the wording or form from the edition of the rules being cited. menced.” Broken out one minute before the starting signal is made, accompanied by one long sound signal.

HISTORY Note that the signal was displayed di! erently than it is today,  ree relevant rules, namely the de nitions of ‚ ag X, ‚ ag I but the intent was the same. However, because of the way the and rule 51.1(c) (now rule 30.1) have changed substantially rule was written, Code ‚ ag ‘I’ did not invoke the rule, it simply through the fourteen editions of the rule book. It is clear that identi ed the one minute period already de ned in 51.1(c). these changes re‚ ect an increasing di€ culty in ensuring good starts. Prior to 1977 neither Code ‚ ag ‘I’ nor Code ‚ ag ‘X’ was  e new Code ‚ ag ‘X’ had the same intent that it does today, de ned. IYRR 51.1(c) did exist, but the wording was somewhat but the wording was di! erent. It read: di! erent than it is today.  e rule read: Individual Recall Broken out immediately after the starting signal is

Page A7.1

‹6DLO&DQDGD made, accompanied by one long sound signal. course side of the line or its extensions during the one Means:- minute before her starting signal, she shall return to “One or more yachts have started prematurely or have the pre-start side of the line across one of its exten- infringed the Round the Ends Starting Rule 51.1(c).” sions and start.

 ere are two things worth noting about this de nition. First, Now 51.1(c) is permissible with any start and is no longer man- it is quite di! erent from the earlier recall procedure, bene cially datory a" er a general recall. so for the race committee. It is easier to signal individual recalls in that there is only one ‚ ag to hoist, rather than searching for New features in 1985 were Appendix 14 Sailing Instructions each yacht’s recall signal and importantly, there is no longer Guide and Appendix 15 Guide for Principal Events.  e former a requirement to notify yachts that they have returned and o! ered assistance on dra" ing sailing instructions and the latter started properly. Second, the de nition allows for one of two provided advice on the planning and conduct of major regattas. signals to be intended. A yacht has either started prematurely or she has infringed IYRR 51.1(c). Included in Appendix 15, under the heading of Starting Problems and Solutions was the recommendation:  e wording of IYRR 51.1(c) had changed slightly but the For fl eets of more than 30 yachts, the use of racing intent was still the same. By default, it came into force follow- rule 51.1(c) for all starts is desirable. Sailing instruc- ing a general recall. tions providing for disqualifi cation of yachts that are above the line before the start, or within a specifi ed In the 1981–84 rules the de nitions of Code ‚ ag ‘I’ and Code time period before the start, are rarely necessary and ‚ ag ‘X’ remained unchanged from 1977–80. IYRR 51.1(c) was are not recommended unless all other methods fail. revised and expanded to read: Unless otherwise prescribed in the sailing instructions,  is comment is indicative of two things. First, IYRU recog- when, after a general recall, any part of a yacht’s hull, nized that there is a threshold at thirty starters. Below that crew or equipment is on the course side of the starting number, starts can proceed in an orderly fashion. Above that line or its extensions during the minute before her number there is a risk that the starting process can become starting signal, she shall return to the pre-start side unmanageable. Second, there is an acknowledgment that DSQ of the line across one of its extensions and start. This sailing instructions were already being used. requirement shall not apply to the fi rst start of the re-sail of an abandoned race.  e 1989–92 edition of IYRR included the same de nitions of Code ‚ ag ‘I’ and 51.1(c) as the 1985–88 edition.  e de nition In 1985 the de nition of Code ‚ ag ‘I’ was revised, with the of Code ‚ ag ‘X’ underwent minor revision to read: usage set out in that revision still being in e! ect today: Individual Recall. Round the Ends Starting Rule When displayed promptly after the starting signal, Displayed before or with the preparatory signal. accompanied by one sound signal, means: Means: “One or more yachts are recalled in accordance with “Rule 51.1(c) will be in eff ect for this start.” rule 8.1, Individual Recall.” When lowered, accompanied by one long sound signal, one minute before the starting signal.  ere are two parenthetical points to note about this wording. Means:  e  rst is that “promptly” has replaced “immediately” to “The one minute period of rule 51.1(c) has begun.” describe the time lag between the starting signal and the display of Code ‚ ag ‘X’. “Immediately” implies instantaneously.  is was a major change. Displaying Code ‚ ag ‘I’ now invoked “Promptly” allows for some  nite but short interval between 51.1(c) prior to any start, whereas in the past, the rule was in the two signals.  e second point is that the word “premature” e! ect if, and only if, there had been a general recall. IYRR has been eliminated. What had become Appendix 13 contains 51.1(c) was revised to agree with the de nition of Code ‚ ag ‘I’ the same discussion about using 51.1(c) for large ‚ eets and and to read approximately as it does today: discouraging the use of DSQ sailing instructions. Unless otherwise noted in the sailing instructions, when Code fl ag “I” has been displayed, and when any  ere were no pertinent changes in the 1993–96 edition of part of a yacht’s hull crew or equipment is on the IYRR.

Page A7.2

‹6DLO&DQDGD STARTING PENALTY RULES

THE 1997–00 RULES  e appendix then delineates a system of heats to ensure that the thirty boat limit is never exceeded.  e seriousness with All the above brings us to the 1997–00 edition of the Racing which this issue was regarded is exempli ed by Paul Elvstrom Rules of Sailing, the  rst edition under the ægis of ISAF.  e in his 1973–76 edition of Paul El strom Explains.... He “one minute rule” had, of itself, undergone no signi cant o! ers comment on the appendix that indicates how strongly change in the previous thirty-odd years, although the condi- the racing world felt about the di€ culty of dealing with large tions for invoking it had.  is rule originally came into e! ect ‚ eets on the starting line. His thoughts are so indicative of the automatically a" er a general recall, but in 1985 it was changed perceived problem that they are worth quoting: so that it might be used at any start and was no longer manda- ...I should like to say how I recommend a big fl eet be tory a" er a general recall. started. 1. Any boat crossing the starting line within the  e procedure for signaling individual recalls evolved from a fi rst four and a half minutes after the prepara- di€ cult requirement to uniquely signal each boat to be recalled tory signal shall be disqualifi ed immediately. and then acknowledging correct starts, to a simple matter of 2. Boats over the line during the last half minute shall raising ‚ ag X to indicate one or more recalled yachts, with no be disqualifi ed unless they pass round the end of requirement for acknowledging OCS boats that restart cor- the line and restart. It is the competitor’s respon- rectly.  is important change occurred in 1977. sibility that the race commi" ee has observed this action. Flag I was introduced in 1977 but it simply noti ed competitors 3. A general recall is forbidden and the commi" ee of a condition that was de ned elsewhere in the rules, namely shall take the numbers of all boats that they can in 51.1(c). In 1985, the race committee was a! orded ‚ exibility see are over the line in the fi ve minutes prior to the in applying 51.1(c), by having the de nition of ‚ ag I reworded start. so that it permitted invocation of the rule rather than have the rule come into e! ect automatically a" er a general recall.  is is far harsher than the ‘Z’ or black ‚ ag penalties that have come into being although it contains the seed for those formats. So, these three items have evolved and stabilized. However, there were signi cant change in the relevant appendices, which Similarly, the reasons are clear for the changes about the invo- in 1993–96 were C2 and C3. (In the 1997–00 rules, what was cation of IYRR 51.1(c) and the application of Code ‚ ag ‘I’. C2 became Appendix N, and C3 was not present in any form.) Two bene ts arose. First, deleting the mandatory link between In 1993 the Guide for Principal Events still contained the same general recalls and this rule eliminated the situation of a ‚ eet comment about DSQ SIs but something new appeared in the being subject to 51.1(c) following a general recall that was the Sailing Instructions Guide.  ere was a dra" sailing instruction result of a bad starting line rather than aggressive behavior 13 “Black Flag Rule”.  e marginal notes on this dra" SI read by the competitors. Second, and more importantly, the race in part, “Use only for a large ‚ eet of a one-design class that committee now had an option to bring the rule into e! ect for has a history of repeated general recalls.”  is clearly indicates any start and thereby impose some control over unruly ‚ eets. recognition that there is a necessity, in certain circumstances, to include provision for a DSQ SI.  e appendix Guide for Principal Events recommended, for ‚ eets of thirty or more boats, that 51.1(c) be in e! ect for every  e inherent di€ culty in dealing with large ‚ eets on the start.  is is also indicative of changes in the requirements for start line was recognized by the IYRR as early as 1973. In the good race management. In the past, IYRR recommended that 1973–76 edition, Appendix 4 described a process for ensuring there never be more than thirty boats on a starting line; now that there were never more than thirty boats on the starting there was recognition that the recommendation was no longer line.  e issue was one of very real concern, judging by the practicable, due to growing numbers of boats entering events. wording, which reads in part: In order to provide good conditions and fair competi- From the 1997–00 edition to the current, 2013–16, edition tion...the I.Y.R.U. urges all race commi" ees...to observe there have been no substantive changes in those subjects under the following procedures...regarding the number of discussion. What was Appendix N is now Appendix L.  e starters [and] the number of starters for an interna- application of ‚ ag I, ‚ ag Z and the black ‚ ag are somewhat dif- tional race or principal national event should be limited ferent in detail, as a result of the adoption of the new starting to thirty boats. system set out in RRS 26.

Page A7.3

‹6DLO&DQDGD So, over the years the rules have changed to accommodate that not be in a restart of that race.  is will reduce the size of the reality of larger, more aggressive ‚ eets and the increased dif- ‚ eet on the starting line and remove the most aggressive and/  culties this represents in terms of getting good starts.  e or least knowledgeable sailors. Two or three successive starts recognition of this reality is most strongly re‚ ected in the fact under a DSQ SI, with several boats being eliminated each time, that in 1985, for the  rst time, the rules indicated that sailing will reduce the ‚ eet to a manageable size and hopefully to a instructions were being written with provision for disquali - somewhat more passive mood. RRS 30.3 is very draconian cation at the start. In 1993 the rules recognized that there are in that the penalty for error is disquali cation.  is rule also classes that might never complete a starting sequence without at creates di€ culties for the race committee in terms of notifying least the threat of disquali cation under such a sailing instruc- DSQ boats, keeping them out of the starting area (and o! the tion. Despite recommending against DSQ SIs, a suitable dra" starting line) for any re-start of the race, etc. instruction was included in the Sailing Instructions Guide. Next, in 1997, two disquali cation rules appeared in the body Another option has been introduced with the 2013–16 edition of the rules.  is is a very important shi" in attitude. Note of the rules. A “so" er” version of the black ‚ ag rule, RRS 30.3, too, that since these provisions became rules, there is no need has been introduced via RRS L11.5. We now have the option to specify them in the sailing instructions. of using ‚ ag U in place of the black ‚ ag. If a start under ‚ ag U is satisfactory and the race continues, the consequences of being over early are identical to being under the black ‚ ag.  e competitor will be disquali ed from the race in question. PROGRESSIVE PENALTIES However, at odds with the black ‚ ag rule, if a start under ‚ ag U is abandoned and resailed, anyone caught out in the prior start RRS 29.1, with the three options in RRS 30 provides a graded sequence is permitted to participate in the resail of the race. penalty system for being over the starting line early.  e range is from a simple “come back and try again” to a “get o! the race Which of these rules might the race committee use? 30.2? 30.3? course”. RRS 29.1 and 30.1 require an OCS boat to return Both? Black ‚ ag/‚ ag U?  ere is some sentiment that a DSQ and start properly, with 30.1 imposing the additional restric- rule might be too strong a remedy for the problem.  e Z ‚ ag tion that the return is made around one end of the starting rule substitutes a percentage penalty for outright disquali ca- line. Rules 30.2 and 30.3 impose more severe penalties.  e tion. It also provides for a cumulative percentage in the event important philosophical distinction between these two is that that a boat is “over early” in subsequent restarts of a race.  e the Z ‚ ag rule allows all entrants to continue racing, despite argued bene t of this rule is that it allows a competing boat how badly they may be behaving on the starting line, while the to be awarded some  nishing position, as opposed to being black ‚ ag rule expels OCS competitors. scored DSQ. Flag U might present some compromise between the black ‚ ag and ‚ ag Z options. With ‚ ag U, if a transgressor  e 1997 version of ‘Z ‚ ag rule’, RSS 30.2 was a curious one was in a start that continued into a race, he’s caught out. If a in that it was conditional. A yacht might be identi ed as being transgressor is in a start that is abandoned, he can participate OCS, but the percentage scoring penalty was imposed only in a resail of the race. if the yacht was OCS and there was a general recall. If only one of these conditions applied, the yacht was not subject to RRS 30.2. IMPACT ON THE RACE COMMITTEE  e 2001 version of RRS 30.2 did away with the conditional invocation of the penalty. A boat over early under RRS 30.2 Before addressing the relative merits of ‚ ag Z v. the black ‚ ag, will be exacted a scoring penalty. Note too, that while 30.1 consider the circumstances under which there are premature states that an OCS boat must return and restart and 30.3 states starters in the start of a large ‚ eet.  e  rst possibility is that that a premature starter is disquali ed, 30.2 is silent about the there is something wrong with the starting line—it is too short, requirement to start properly. However, a boat over early under is not square to the wind or does not correct for current. If there 30.2 still has to return and start properly, as required by RRS is such a problem with the line, it would be unfair to subject the 29.1.  is is why a preparatory signal might be made using ‚ eet to the penalty of a DSQ SI because of poor performance Z over I, to make an OCS boat go round the ends to restart. by the race committee.

 e black ‚ ag rule, RRS 30.3, is written with the intent that If the race committee is satis ed that there is no problem with boats disquali ed in a start will clear the starting area and the starting line (i.e. the line is long enough, there is space for

Page A7.4

‹6DLO&DQDGD STARTING PENALTY RULES everyone to be on the line at the starting signal and square Where does all this lead us?  e rules and sailing instructions enough to the wind and current that there is no favored have changed over the years to address a growing problem of position) it becomes possible that the problem lies with the dealing with larger and more aggressive ‚ eets on the starting competitors. So, what problems can the competitors bring to line. Originally, 51.1(c) was intended to deal with o! ending the starting line?  ere are several. yachts only a" er a general recall. Later, rule changes were made to permit applying 51.1(c) to any start.  ese changes are indica- 1.  ere may be a perceived problem.  is is to say that the tive of a growing problem in dealing with premature starters. ‚ eet may think, for example, that one end of the line is Still later, the DSQ SIs came into being, to remove the worst supposed to be favored and therefore that is the end of o! enders from the (re)starting sequence.  ese changes were the line that everyone wants to be at.  is situation can in response to awareness that the earlier changes did not ade- occur and the best thing for the race committee to do is quately address a still escalating situation. Now there are two to compensate for the perceived problem. provisions for imposing penalties, ensconced within the rules.

2.  ere can be relatively inexperienced sailors in the ‚ eet, From the perspective of the RO, there are two important who have simply gone for the line too early.  e race features of RRS 30.3. First, it will reduce the size of the ‚ eet committee can do nothing for such people —they are in restarts of a race, by eliminating the OCS yachts from the on a learning curve; they will be pushed up by the boats previous start. Second, it means that DSQ competitors will beneath them.  ese are the people who would be most carry the worst possible score from the race in question. A DSQ harshly dealt with by the black ‚ ag and who would most boat in an eighty boat ‚ eet, would be scored eighty- rst. To bene t from ‚ ag Z. have this happen twice in a regatta would have a very detrimen- tal e! ect on ones overall placing. Such a possibility should be a 3.  ere can be aggressive sailors who go for the line early, signi cant disincentive to overly aggressive starting techniques. on the assumption that they can bully the boats below them into giving enough room that they can stay below  e e€ cacy of either of these rules depends in part on the the line prior to the start. Such people are probably not context in which either 30.2 or 30.3 is to be used.  e prime worthy of a great deal of consideration from the race focus of the Racing Rules of Sailing is the Olympic classes committee. If they are forced over early, they are the most and the rules for race management are addressed to events suitable candidates for starting penalties. attended by such classes. For race o€ cers, the debate about penalty rules revolves around large ‚ eets of one design classes. 4.  ere can be aggressive sailors who attack from below the For such classes it has become common to see  " y to eighty start line, with the intent of creating a hole and clear air or more boats on a starting line. For cruising classes it would for themselves, forcing above the line anybody over whom be very unusual to see as many as thirty boats in a given start they have lu€ ng rights.  ese people are the ones that sequence and almost never will one witness the aggressive starts create the most havoc on the starting line and they will that lead to using the “Death ‚ ag”. For one-design classes, seldom be subject to penalty because, although they will racing is almost exclusively “round the buoys” while cruising force others over early, they infrequently end up being classes compete in both closed course and long distance racing. OCS themselves. For them, the issue of 30.2 or 30.3 is moot. How do competitors feel about the use of penalty rules? At CORK, for several years, a questionnaire was distributed to 5.  e worst problem a ‚ eet can bring to the line is an competitors relating to many aspects of race management. It antagonism toward the race committee.  is does happen must be noted that the following observations were elicited occasionally, for whatever reason, and when it does it before 30.2 and 30.3 had come into being and that competi- typically manifests itself in large numbers of boats inten- tors had very little exposure to any precursor to 30.2. One tionally being OCS. If such a “mutiny” occurs, even the question asks if sailors are in favor of using a black ‚ ag a" er one “Death ‚ ag” is not likely to be of much help. At this point or two general recalls. Of the eight classes surveyed in 1994, the race committee needs to understand and deal with more than half of the competitors in three classes indicated the cause of the antagonism. No sailing instruction will they wanted [RRS 30.3] to be used a" er two general recalls. help.  e RO is really on his marks to demonstrate that Overall, thirty-six percent of the respondents were in favor he knows what he’s doing. with another nineteen percent being in favor of using it a" er one general recall. Together, these responses indicate more than

Page A7.5

‹6DLO&DQDGD half of the competitors were in favor of using the black ‚ ag a" er competitors would use di! erent tactics under the two signals. either one or two general recalls. A comparable survey in 1995  ere is an uncomfortable possibility that really aggressive, yielded very similar results. antagonistic ‚ eets would push a race committee through a series of ‘Z’ starts until the black ‚ ag was hoisted. If that was Given that: to happen, there would have been no point at all in using ‘Z’. If „ the rules have evolved in response to increasing dif- there is a place where a percentage penalty might be appropri- ficulties in managing the starts of large fleets; ate, it is in long distance cruising class races, but in such events „ competitors in one-design classes accept that invoca- the problem of large ‚ eets and aggressive starters normally will tion of RRS 30.3 may be necessary; and not arise so the suitability of 30.2 v. 30.3 is a non-issue. Further, „ RRS 30.2 does not address the underlying problem if the  rst mark is ten miles from the starting line there would because it does nothing to improve the likelihood be a serious problem in trying to observe the boundaries of the that a second or third start is going to be any better forbidden triangle. than the first one; it may well prove to be that RRS 30.2 is inappropriate for use One  nal point—there is a perception, unfortunately one with with large one-design ‚ eets. some validity, that the “Death Flag” is a weapon used by race committees to overcome the consequences of poor race man- As a footnote this discussion, the ISAF Race Management agement.  ere is another perception that if starts aren’t perfect Policies for the Olympic Competition and ISAF Events sets down the race committee must be at fault.  erefore, it follows that that: a shi" from the black ‚ ag to ‚ ag Z is intended as an appease- „ flag Z will not be used (and as of the time of writing, ment on the part of ine! ectual race committees toward com- neither will flag U); petitors. Experience shows that it is far from always that the „ the first attempt to start any race will be under flag race committee is totally responsible for situations requiring P; and the invocation of a penalty starting rule with the competitors „ in the event of a general recall, if the Race Officer is being blameless. Race committees need to take care not to is satisfied that the starting line was appropriately abuse application of the “Death ‚ ag”. It is not to be used simply set the restart, and any subsequent restarts, will be because there is di€ culty in setting the start line correctly—its under the black flag. application is that of using the most powerful tool we have for dealing with ill-behaved ‚ eets. Note that ‚ ag I is not mentioned. If starting lines are good, there is no need for ‚ ag I. If the RO decides that a line was poorly set, he would have the option of adjusting the line and restarting under ‚ ag P or ‚ ag I.

CONCLUSIONS

One objective of the Sail Canada Race Management Com- mittee is to help instill uniformity in race management proce- dures across the country so that competitors will be a! orded consistency in their events. Introduction of 30.2 reduces this consistency if there is the possibility of seeing 30.2 at one event and 30.3 at another. If race committees use both 30.2 and 30.3,

Page A7.6

‹6DLO&DQDGD APPENDIX 8 – ALTERNATE RACING FORMATS ALTERNATE RACING FORMATS

RRS Appendix B – WINDSURFING COMPETITION RULES

Appendix B was completely rewritten for the 2005–08 edition of RRS and again for 2013–16, re ecting the fact that windsurf- ing, or board sailing, has become quite di€ erent from all other forms of sailboat racing. In addition to the “around the buoys” competition experienced in most regattas, board sailing includes other, specialized disciplines: „ Racing; „ Expression; and „ Speed, and there are three “formats” for the ! rst of these, two for the second and four for the third.

All these options take consideration of the sport beyond the realm of this manual. Anyone getting involved in windsur! ng competition will need to speak to, at length, the classes wishing to participate in such events. " at being said, there are a number of details of RRS Appendix B that pertain to Parts 3 and 7 of the rules and thereby to the race management side of racing. A perusal of RRS Appendix B shows that B2 makes a number of changes to Part 2 of the rules; B3 deletes RRS 31 Touching a Mark. Articles B4 through B6 include a number of changes not directly related to race management. B7 changes RRS 90 to allow for oral instructions if provided for in the sailing instructions.

RRS Appendix C – MATCH RACING RULES

Match racing is a very particular, but increasingly popular, sort of yacht racing. Match racing is mano a mano, “one on one”. Two boats are on the starting line; one will win, the other will lose. RRS Appendix C sets out a special set of rules under which match racing is to be conducted. What is described in the rules is the system that is now being used in world class competition, but the RO has the opportunity to set alternate sailing instructions. He could, for simplicity’s sake, treat a match race as a  eet race with two boats on the line and make no alterations to the sailing instructions. However, to do this would be to largely defeat the prime component of match racing in that the pre-start procedures would be eliminated and thereby the greatest part of the challenge. If there are to be a great number of entries and a great number of starts, he might give consideration to reducing the time period in the starting sequence to three minutes. Notice below, that for ten competitors, there will be forty-! ve starts in the round robin. As mentioned elsewhere, the course is typically a windward-leeward, twice around (Course A in Figure 7.01), with short legs, sailed with marks to starboard.

In addition to organizing the sequence of matches, which is discussed below, the RO needs to be aware that match racing uses a di€ erent starting procedure than that set out in RRS 26. Rule C3 sets out the change to the starting system and related rules. Rule C2.1 changes the de! nition of “! nishing”. Rules C10 and C11 describe the scoring system used and how to break ties.

Organizing a match race is a bit of a bother. In it’s simplest form, a match race is a round robin, with the boat with the best win/ loss record being the winner. In the event of a two or three way tie at the end of the round robin, a sail-o€ is needed to determine a winner. In world class competition, following the round robin, the top four boats sail o€ to ! nd the winner. " e di# cult part of setting up a match race is to arrange the starts, with the intent of ensuring that a given boat or skipper is not always at the same end of the starting line on every start and to set the sequence of succeeding races to minimize the time that competitors and the race committee spend waiting. Following are sample draws that work for six to ten boats. For fewer than ! ve, the problem is trivial; for more than ten, the arrangement and the waiting time become so awkward that it is recommended that an event with ten or more entrants be broken up into two or more  ights, with a sail-o€ between the top two boats in each  ight, a$ er the round robins, to sort out the winner. (With twelve boats in a single round robin, there would be sixty-six starts. With two  ights of six boats, there would only be thirty starts.)

Every e€ ort should be made to keep the number of boats to no more than nine in one  ight. " is equates to 36 starts for the round robin portion of the event. If one could miraculously get all these starts o€ exactly three minutes apart, the sequence would take nearly two hours. If the time stretched to a more realistic average of six to nine minutes per sequence, the time required for

Page A8.1

‹6DLO&DQDGD the round robin would 3½ to 5½ hours. If the number of boats increased from nine to twelve, the times would jump to 3½, 6½ and 10 hours. So, with more than nine boats, break the event up into  ights.

" ese tables assume there is a draw to determine the boat or skipper represented by each of the numbers shown in the starting schedules. " e letters “P” and “S” in the lists indicate the respective end of the starting line each yacht is to be on at the point in time indicated in the sailing instructions. " e RO can massage the numbers shown as he wishes; they are only a guide to organisation.

MATCH RACING PAIRINGS LISTS

5 ENTRIES Race 1 Race 2 Race 3 Race 4 Race 5 P – S P – S P – S P – S P – S 1 v 2 2 v 3 2 v 4 5 v 2 5 v 3 3 v 4 4 v 5 1 v 5 3 v 1 1 v 4 5 bye 1 bye 3 bye 4 bye 2 bye

6 ENTRIES Race 1 Race 2 Race 3 Race 4 Race 5 P – S P – S P – S P – S P – S 1 v 2 2 v 3 2 v 4 4 v 6 5 v 3 3 v 4 4 v 5 3 v 6 5 v 2 6 v 2 5 v 6 6 v 1 1 v 5 3 v 1 1 v 4

7 ENTRIES Race 1 Race 2 Race 3 Race 4 Race 5 Race 6 Race 7 P – S P – S P – S P – S P – S P – S P – S 1 v 2 2 v 4 6 v 2 4 v 6 4 v 7 7 v 6 3 v 6 3 v 4 6 v 1 1 v 4 7 v 2 2 v 5 3 v 2 1 v 7 5 v 6 7 v 5 3 v 7 5 v 3 1 v 3 5 v 1 4 v 5 7 bye 3 bye 5 bye 1 bye 6 bye 4 bye 2 bye

8 ENTRIES Race 1 Race 2 Race 3 Race 4 Race 5 Race 6 Race 7 P – S P – S P – S P – S P – S P – S P – S 1 v 2 2 v 4 6 v 2 4 v 6 4 v 7 8 v 4 3 v 6 3 v 4 6 v 1 1 v 4 7 v 2 6 v 8 7 v 6 2 v 8 5 v 6 8 v 3 3 v 7 8 v 1 2 v 5 3 v 2 1 v 7 7 v 8 7 v 5 5 v 8 5 v 3 1 v 3 5 v 1 4 v 5

Page A8.2

‹6DLO&DQDGD ALTERNATE RACING FORMATS

9 ENTRIES Race 1 Race 2 Race 3 Race 4 Race 5 Race 6 Race 7 Race 8 Race 9 P – S P – S P – S P – S P – S P – S P – S P – S P – S 1 v 2 2 v 4 4 v 1 4 v 6 1 v 9 6 v 9 7 v 6 8 v 6 8 v 1 3 v 4 6 v 1 2 v 6 9 v 2 4 v 7 8 v 4 8 v 9 4 v 9 9 v 5 6 v 5 8 v 3 3 v 9 5 v 8 2 v 8 1 v 5 5 v 4 1 v 7 6 v 3 7 v 8 7 v 9 5 v 7 7 v 3 3 v 5 3 v 2 3 v 1 5 v 2 2 v 7 9 bye 5 bye 8 bye 1 bye 6 bye 7 bye 2 bye 3 bye 4 bye

10 ENTRIES Race 1 Race 2 Race 3 Race 4 Race 5 Race 6 Race 7 Race 8 Race 9 P – S P – S P – S P – S P – S P – S P – S P – S P – S 1 v 2 2 v 4 4 v 1 4 v 6 6 v 0 6 v 9 7 v 6 8 v 6 8 v 1 3 v 4 6 v 1 2 v 6 1 v 10 1 v 9 10 v 7 8 v 9 4 v 9 9 v 5 6 v 5 8 v 3 8 v 10 9 v 2 4 v 7 8 v 4 5 v 4 1 v 7 6 v 3 7 v 8 10 v 5 3 v 9 5 v 8 2 v 8 1 v 5 10 v 2 5 v 2 2 v 7 9 v 10 7 v 9 5 v 7 7 v 3 3 v 5 3 v 2 3 v 1 10 v 3 4 v 10

RRS Appendix D – TEAM RACING RULES

" is aspect of the sport pits a group against a group. Tactics become very important because whether a team wins or loses depends on the collective ! nishing places of the team members. " e Optimist and International 14 classes feature team racing as parts of their World Championship regattas.

RRS Appendix D was dra$ ed using the ICYRA Team Racing Program as a model and that model will be used in the balance of this discussion. In this program, teams of three boats each, usually with two crew and no spinnaker, compete in a match, which consists of two races back to back. While one pair of teams is on the race course, the next set is in the starting sequence. " e course is o$ en a triangle, once around, with the start/! nish line in the middle of the windward leg. (Refer to Figure 7.01, Course B, on Page 7.4.) " e course length is such that the lead boat can ! nish in about ten minutes.

So, courses are short and the race committee is small. Teams need to rotate through a long series of races and “equalized” boats are usually at a premium. " erefore, a big plus in an event venue is to be able to quickly get from the race course to a facility where crews can switch in and out of boats. " is process can be the source of signi! cant time delays and needs much consideration to ! nd the most e# cient way to accomplish the crew swaps.

A good mark layer is a vital member of the race committee as the course will likely be adjusted many times during the course of the event, o$ en with very little time available to do what needs to be done. " e Recorder, Time Keeper, Flag O# cer and Sound Signals O# cer also need to skilled at their duties because there will be many repetitive tasks being carried out during the day, in short sequence and the race committee will need to stay focussed and keep track of what is happening. Starting sequences are typically in accordance with RRS 26. except that three minute sequences are used rather than ! ve. " is adds to the frenetic sense of administering a team racing event.

Page A8.3

‹6DLO&DQDGD Controlling the activity on the water is the Pairings Schedule, for which all the discussion about Match Racing and the Pairings Schedule is equally valid.

" e shore side of a team racing event is actually the centre of activity. Teams are organised and sent out on the water according to the pairings schedule, boats are checked and any repairs completed between races and then exchanged to the next set of competi- tors. Protests are heard in an ultra-fast-track mode before results are calculated and posted. " e event o$ en takes place so close to shore that it is possible to have a commentator and stands for spectators.

RRS Appendix E – RADIO SAILING RACING RULES

One of the more interesting developments in the past few years has been the growth of model boat racing. RRS Appendix E directly addresses the racing of radio controlled model boats. " ese boats can be sailed wherever there is a bit of wind and a bit of water. Competition between these boats is as keen as any in a weekend dinghy regatta.

Usually, the Race Committee will consist of the RO, a committee of two and a jury of two, as well as someone in a mark/rescue boat. Shore services include registration, provision of a public address system to play the Starting Tape, an impound area for boat storage, results capability and an O# cial Notice Board. Desirable too, will be a rain canopy. An on-water service that is unique but may be requested is “weed control”. " ese boats have very deep dra$ and a little weed on them is like picking up a telephone pole under a J/24.

" e RO needs to have good contact with the class or classes competing and to make extensive use of those contacts to ensure that the regatta runs smoothly.

" e Model Boat Classes have Notices of Race and Sailing Instructions but they vary markedly from what most of us are used to seeing. " ere is a tendency for the competitors to ignore the racing rules but a good jury can keep things under control.

Racing is frequently done in  ights and scoring is by one of the usual methods. Flights are a necessity with radio controlled boats as there is a limited number of radio channels available—commonly eight—and as each boat needs a discrete channel for its control the maximum number of boats that can be on the water at once is limited to the number of channels available.

RRS Appendix F – KITEBOARD RACING RULES

Appendix F Kiteboard Racing Rules is new to the 2013 – 16 edition of RRS. " is appendix only deals with  eet racing and leaves rules for special kiteboard competition formats to ! les available on the ISAF website. " e kiteboard was expected to become one of the equipment choices for the 2016 Summer Olympics in Rio de Janerio, replacing the R:SX windsurfer, but in the end that change did not happen.

Kiteboarding is too new a sport to Canada to be able to o€ er any real knowledge about applicable aspects of race management. Perhaps for the next edition there will be some experience that can be passed along.

Page A8.4

‹6DLO&DQDGD GATE STARTS

Port Limit Mark. 11.4 After the preparatory signal, yachts shall not sail on the windward side of an imaginary line that would be the course of a yacht sailing from the Port Limit Mark on a close-hauled port tack. 11.5 Approximately ten seconds prior to the starting signal: (a) the Pathfi nder will begin a close-hauled port tack from the Port Limit Mark, (b) the Gate Launch will keep station close astern INTRODUCTION of the Pathfi nder, and (c) the Guard boat may escort the Pathfi nder on her Editions of the International Yacht Racing Rules, through starboard side. 1993–96, included in the Dra Sailing Instructions an 11.6 The starting line (except for the Pathfi nder) will be Addendum C, which described a special sort of starting system between the Port Limit Mark and the centre of the that is occasionally used in large € eets of high performance stern of the Gate Launch. dinghies, most notably 505s. If this system is used, the instruc- 11.7 All yachts (except for the Pathfi nder) shall start on tions would replace the description of the start set out in dra starboard tack after the starting signal. A yacht Sailing Instruction 11  e Start. ! e “Gate Start” or “Rabbit starting prematurely shall retire from the race. Racing Start” system is intended to circumvent the crowding of boats rule [29.1], Individual Recall, shall not apply. on a normal starting line and eliminate the possibility of boats 11.8 The Pathfi nder shall sail her close-hauled course until being OCS. ! e idea behind this system is that the starting she is released by hail from the Gate Launch, after line does not exist before the starting signal and instead of the which she may continue on port tack or tack, as she competitors coming to the line, the line comes to them. wishes. 11.9 After the release of the Pathfi nder, the Gate Launch will continue her course and speed until the gate has Four Boat Gate Start been opened for the period signalled in instruction Addendum C described a starting system using four boats: 11.2. She will then stop, make a long sound signal, „ the Race Committee boat; drift for one minute, and fi nally signal the close of the „ the Pathfinder (or “Rabbit”); gate by lowering Code fl ag ‘G’ with a short sound signal. „ a Gate launch; and Thereafter, no yacht shall start. „ a Guard boat. 11.10 Before starting, a yacht shall not interfere with the Pathfi nder. Any yacht that interferes with, or passes 11.1 Starting marks will be: between, or a empts to pass between the Pathfi nder, (a) The Port Limit Mark, a• on the starboard the Gate Launch or the Guard Boat, or that causes side of the commi ee boat. another yacht to interfere in any of these ways, or (b) The Pathfi nder. that is on the port side of the Gate Launch as she (c) The Gate Launch, displaying fl ag G. opens the gate, shall retire from that race and shall (d) The Guard Boat, displaying fl ag U. be ineligible for any re-starts of that race, unless the 11.2 The signals for starting will be in accordance with infringing yacht can satisfy the race commi ee that racing rule [26] displayed from the race commi ee her actions were caused either by another yacht not boat, which will also display Code fl ag ‘G’, signifying a having right of way, or by some other unavoidable cir- gate start. At or before the warning signal, numeral cumstance. Racing [rule 36] shall not apply to such a pennant y will be displayed indicating the time in yacht. minutes between the starting signal and the time at which the Gate Launch will stop at the starboard end ! ese instructions may seem obscure, but they can be explained. of the starting line. In the start sequence, all the boats other than the Path nder 11.3 The Pathfi nder ... will be appointed by the race commit- will congregate in the zone behind the port tack lay line from tee. ... Prior to the preparatory signal, the Pathfi nder the Port Limit Mark, which is a clearance mark to protect the shall report to the Gate Launch, which will be near the committee boat. ! e Path nder, followed by the Gate Launch

Page A9.1

‹6DLO&DQDGD and protected astern by it, and optionally, protected on her One Boat Gate Start starboard side by the Guard Boat, proceeds from the Port Limit When a € eet resorts to having one boat to initiate a gate start it Mark, close-hauled on port. ! e other competitors will be is o en because of the lack of a race committee but it might be stacking up on starboard tack, out from the committee boat. that an impromptu race is initiated. No equipment is needed As the gate opens, which is to say, as the Path nder and the other than a watch and a horn. Formalizing the one boat Gate Launch move away from the Port Limit Mark, the other starting system can help to increase participation in racing competitors, on starboard tack, will cross the line between the among novice skippers in areas or at times where there is little Port Limit Mark and the stern of the Gate Launch and begin organized that is suitable. ! e following is a very simple set of to sail the course. sailing instructions that could be of assistance.

At some point in time, the Gate Launch will “release” the Path nder, permitting her to continue on port or to tack onto 1. Defi nitions starboard. As the Gate Launch is going to continue to a point Path nder (also known as the “rabbit”)—the boat where the line will be long enough for all the competitors to get selected by the Race Committee or the Organizing through, releasing the Path nder allows her not to have to sail Authority, which will open the Starting Line. on to become the windward boat at the outside of the course. Starting Line—the imaginary line behind which all A er releasing the Path nder, the Gate Launch continues boats must begin the rst leg of the course. It extends her course and speed for the predetermined time posted on from the Port Limit Mark to the stern of the Path nder. the committee boat. ! is interval needs to be thought about. It must be determined based on how long it would take the Port Limit Mark—the mark in the starting area from Path nder to sail the entire length of the starting line in the which the Path nder will begin the Starting Run. prevailing wind conditions. ! is is a function of boat speed and the number of boats on the starting line. Starting Run—the path that the Path nder, sailing close- hauled on port tack, takes from the Port Limit Mark to A er the Gate Launch has been under power for the required open the Starting Line. time, she stops and dri s for one minute. ! is is a grace period for yachts that did not cross while the gate was still opening. A er this one minute period, € ag G is lowered and no more 2. Signals for Starting boats are allowed to start. ! e signals for starting will be as follows: „ 5 minute warning signal – one long sound signal; „ 60 second warning signal – three sound signals; Three Boat Gate Start „ 30 second preparatory signal – two sound signals; ! e three boat system is identical to the four boat system except „ Zero time start signal – one sound signal; that the Guard Boat is not used. Note that the dra instruc- „ End of Starting Run – one long sound signal. tions describe the Guard Boat and its function but 11.5(c) says it may escort the Path nder. By deleting reference to the Guard Boat, the dra instructions are quite suitable for three boats. 3. Pathfi nder ! e Path nder will: „ be appointed by the Race Committee or the Two Boat Gate Start Organizing Authority and its name announced With only two boats, the race committee boat doubles as the at the skippers meeting or posted on the notice Gate Launch. ! is will only work if the race committee boat board; is a power boat or a sailboat that can motor faster than the „ post the course to be sailed, if it has not been Path nder can sail. With this system, the race committee boat announced at the skippers meeting; is obviously not anchored and so the sailing instructions need „ give a warning signal at five minutes before the to be altered to describe the Port Limit Mark without stating Starting Run; that it will be on the starboard side of the race committee boat „ manoeuvre in the vicinity of the Port Limit and to change all references to the Gate Launch to read “race Mark during the final minute before the committee boat”. Starting Run;

Page A9.2

‹6DLO&DQDGD GATE STARTS

„ give three sound signals at 60 seconds before „ cross the line opened by the Pathfinder between beginning the Starting Run; the Port Limit Mark and the point at which it „ give two sound signals at 30 seconds before signals the end of the Start Line; and beginning the Starting Run; „ return to the Port Limit Mark if they are to „ give one sound signal at zero seconds, when windward of the Pathfinder as it makes the beginning the Starting Run from the Port Limit Starting Run, such boats are deemed to be “over Mark; early” and must return and restart correctly to „ sail on a close-hauled port tack course for a receive a finishing position. period of at least one minute or, in light winds, until the starting line is long enough to accom- modate the number of boats starting in the race; 5. Boats Finishing „ complete the Starting Run by turning head to Each boat nishing shall: wind and giving one long sound signal, estab- „ record her own finishing time and the finish lishing the length of the Start Line; and time of the boat immediately behind her; and „ if it wishes to race, continue by falling off onto „ upon returning to shore, report these times to port tack, or by gybing around, through port the Race Committee or Organizing Authority, tack, onto starboard tack. or enter them on the reporting form posted on the notice board at the club.

4. Competitors Note: ! e rst boat to nish might kindly remain to ! e competitors will: record the times of all other nishers. ! is does not „ keep clear of the Pathfinder after the 5 minute relieve each boat of the responsibility of recording her warning signal; own time. „ clear the area around the Port Limit Mark at one minute before the Starting Run to give the Pathfinder room to manoeuvre; 6. Boats not Finishing „ after the 5 minute warning signal, sail only to Each boat not nishing shall report the fact that she leeward of the line that would be the course of is dropping out of the race to the Race Committee or a yacht sailing from the Port Limit Mark on a Organizing Authority or record it on the form posted close-hauled port tack course; on the notice board at the club. „ start on starboard tack between the Port Limit Mark and the Pathfinder after the Pathfinder has sailed past the Port Limit Mark to open the Start Line;

Page A9.3

‹6DLO&DQDGD ‹6DLO&DQDGD HANDICAPPING, SCORING AND RESULTS

Almost as tightly controlled are the O‚ shore One Design classes, such as the Farr 30 or Farr 40 € ese yachts are all built in one yard, identical in hull and rigging. Latitude is permitted in sail construction, within limitations of girth dimensions.

Somewhat more “open” classes are represented by the Stars and Dragons. Both are old designs, originally built of wood. For both classes there is a strict set of “scantlings”, which is the speci cation governing the species and thicknesses of wood to be used, details of construction, dimensions and pro les of all INTRODUCTION components of hull and keel and rig and sail dimensions and materials. For both classes there are very tight restrictions on A er a race, boats which have identical performance potential the shape of the hull and keel. Some tolerances are as little as can easily be scored. € e  rst boat across the line is the winner. 3mm. Also, both classes tightly control rig dimensions but o‚ er Such boats are typically labelled “One Design”. Boats which do latitude in the placement of the rig within the boat and on not have such similarities must  rst have a handicap applied the running rigging. Sails are closely controlled in dimension before their relative  nish positions can be calculated. Scores and permitted fabrics, but not in construction details. When can then be awarded and the results posted. newer and eventually cheaper construction methods ( bre- glass) were introduced the class rules for both classes adapted One-design classes have Class Rules which de ne such things to include the new materials, but set down speci cations such as the shapes, sizes, weights and building materials for some that  breglass boats would be as nearly equal as feasible to or all parts of a “legal” boat. Equipment which does not meet wood boats with respect to such important considerations as speci cations is not permitted. € e Class Rules are intended to weight, moments of gyration (which is to say the distribution maintain equal performance potential among all members of of weight within the hull) and sti‚ ness. Classes such as these the class. Underlying the requirement to conform to the Class try to maintain equality of hulls, keels and sail dimensions Rules is the premise that boats that are equally equipped and but allow some variance in other elements of the boat to allow equally well sailed should have equal likelihood of  nishing experimentation in how to make the boat faster or easier to sail.  rst. € e most loosely controlled of the one-design classes are those For boats that wish to race against one another, but which are that are built under a Measurement Rule. € ere have been not of one-design classes, methods have been devised to com- many measurement rules, but all are based on two concepts. pensate for the di‚ erences in performance potential between € e  rst is that the theoretical maximum hull speed of a one boat and another. Depending on the parameters of these displacement yacht is a function of its waterline length; the methods, they are known as “Rating” or “Handicap” systems. function is somewhat dependent on the shape of the hull. € e second is that speed can be a‚ ected by sail area - the more sail area, the faster. However, there is a price to pay for increased sail area and that is the need for increased ballast. € us, the ONE-DESIGN MEASUREMENT RULES measurement rules take into consideration some aspects of hull form, together with a compromise between sail area and One-design classes include boats with di‚ erent kinds of mea- displacement, in some simple equation, to arrive at an arbitrary surement rules. At one end of a spectrum are the “strict” one-  gure. design classes. Lasers and RS:X sailboards are good examples of the kind. € e hulls are all built by one manufacturer, or by € e most well known examples of boats designed to these rules licensees who are very strictly monitored to ensure that a hull were the 6 Metre, 8 Metre and 12 Metre classes. In each case the constructed in Australia is identical (in dimensions, materials, number in the class designation represented the approximate weight and moments of gyration etc.) to one built in England. waterline length but the yachts, although all conforming to a Rigging is tightly controlled, with little or no allowance for particular measurement rule, were quite di‚ erent from one  ttings that were not supplied by the manufacturer. Sails are another. € ey varied in length, beam, overhangs, displacement, also subject to strict control to ensure equality. sail area and many other details.

Page A10.1

‹6DLO&DQDGD Other examples of “development” classes built to similar rules introduction of the IOR. It was an ambitious aim. For over a are the International Fourteens and the America’s Cup AC72 century yachting authorities on both sides of the Atlantic had Class boats. tried to devise a rule which fairly equated yachts of di‚ erent sizes and speeds.

€ e ancestor of modern rules was the Seawanhaka Rule of RATING AND HANDICAPPING 1883. € is evolved into the Universal Rule of Nathaniel Her- resho‚ which was in use before the First World War. Similar developments were going on in England and the Boat Racing 1. General Association Rule of 1912 morphed into the rule adopted for All handicapping systems seek to compare the relative speed the Fastnet Race by the Ocean Racing Club in the late 1920s. potential of boats with the intent of adjusting elapsed times on For a few years following the Cruising Club of America used the race course to compensate for the di‚ erences. € e closer the British Rule with minor changes. boats are in performance, the easier this is to do. For example, for a eet of moderate displacement, production cruiser-racers, A common rule on both sides of the Atlantic was short-lived between 33 and 35 feet in length, any handicapping system will and in 1932 CCA produced its own rule. When ocean racing produce quite valid results. However, ocean racing catamarans resumed a er WWII the rules tended to diverge, in that the and ocean racing monohulls are so di‚ erent in performance CCA Rule encouraged the dual-purpose cruiser/racer. RORC that no handicapping system can adequately compare them. was less restrictive towards the development of the pure racing (Witness the 1992 America’s Cup farce.) As water ballasted, boat. swing keel, twin rudder yachts start racing against more tra- ditional vessels, there are new inequities to address. By 1961 it was clear that there were two very di‚ erent rules, the RORC Rule for Europe and the Antipodes and the CCA Rule Handicapping systems are typically based on physical measure- for North and South America. € is situation was not to the ments of the yachts; the measurements being incorporated into liking of a number of sailors who gathered in 1961 and decided a formula that produces a handicap allowance for each boat. to form the O‚ shore Rules Co-ordinating Committee. € is committee worked throughout the 1960s to align the two rules € e subject of handicapping systems is a very contentious in matters that were not of fundamental importance, such as one. No one system is ideal and almost every yachtsman will the details of sail measurement. claim that there is at least one boat he sails against that has an unfairly advantageous rating. As the imperfections in one rule In 1965 there were rumors that the 1968 Olympic Games become apparent, another rule is dra ed to try and deal with might include an o‚ shore racing class and in 1966 the IYRU the problems and to improve handicap racing. asked RORC and CCA to frame one international rule. Both clubs agreed and in 1967 a committee was established. € e Handicapping rules are of two kinds. One kind is actually a committee met on a number of occasions and the ORCC con- “rating” rule, the other is indeed a “handicapping” rule. An sidered the new International O‚ shore Rule in 1968. It was example of a rating rule was the IOR. unanimously agreed to recommend to all national authorities that the Rule should become operative in the 1969 season. In 1969 ORCC held its  nal meeting and approved the Constitu- 2. IOR, IMS and ORC tion for the new O‚ shore Rating Council. € e important international rating rules are administered by the Ocean Racing Congress. € e following is a précis of a € e Council had from the beginning a close relationship with short history and provides some background to the seemingly IYRU. Initially there was some suspicion of the role of the new endless changes to rating rules/handicapping systems that are Council and its somewhat limited function was denoted by befuddling to those of us who are not intimately involved with calling it the “O‚ shore Rating Council”. By the mid-1970s sailing cutting edge boats. the Council had shown that it had a secure place in the control of level rating as well as rated yachts and special regulations “It is the spirit and intent of the rule to promote the racing of and in 1976 the Council changed its title to “O‚ shore Racing seaworthy o‚ shore racing yachts of various designs, types and Council”. construction on a fair and equitable basis.” € us began the

Page A10.2

‹6DLO&DQDGD HANDICAPPING, SCORING AND RESULTS

€ e development of a common international rule had taken IMS, the Cruiser/Racer Division and the Racing Division, the thirteen meetings and eight years but all felt that the e‚ ort was distinction being made on the basis of the degree to which the well worthwhile. € e rule which emerged was based upon the features of a yacht’s build, out t and accommodation suited CCA approach to sail measurement and the RORC method cruising considerations. € e prescriptions for this are now con- of hull measurement. tained in the IMS Regulations and in order for the two divi- sions to race together, rating credit is given for cruising features IOR arrived just in time to catch the boom in international and a distribution of weight which is not optimized for racing. racing represented by the growth of the Admiral’s Cup, the Southern Cross and the Onion Patch series. € e boom itself By the mid-nineties the popularity of the IMS had grown to caused the serious problems that began to arise in rule manage- the degree that the IOR was completely replaced and the ORC ment in the mid-seventies. Intense international competition discontinued support for the older rule. In 1999 an IMS World encouraged designers to exploit the Rule to the full and to Championship was introduced with scoring based on time produce highly specialized racing boats. € is was unpopular allowances. particularly in the United States where many owners favored the traditional compromise between cruiser and racer. With the popularity of IMS came the inevitable pressure of competition at the highest level, resulting a simpli ed version In the mid-eighties another surge of development in technol- of IMS for the local racer. € is was introduced in 1998 under ogy of both design and materials took place. IOR gave excel- the name ORC Club. € e number of required measurements lent racing to the new designs and still accommodated the for ORC Club was much reduced. € e made it possible to older yachts but the changes which would have been required calculate ORC Club handicaps using the same Velocity Pre- to make traditional cruiser/racers truly competitive with this diction Program as for IMS. Another bene t was that ORC new generation of light yachts were becoming too numerous Club yachts could be raced and scored together with full IMS to be acceptable. In 1985 ORC decided to adopt the American yachts and it was therefore not necessary for race commit- Measurement Handicap System, renaming it the International tees who wished to adopt ORC Club racing to introduce a Measurement System (IMS), as an alternative rule to accom- separate division; the Club-rated yachts could be together with modate traditional yachts, while continuing to manage IOR existing IMS yachts and race for the same prizes. € e popular- for the leading events and for other eets which preferred to ity of ORC Club grew at such a pace that within four years continue under that Rule. In 1989, a policy of rule stability the number of Club yachts surpassed IMS yachts. Countries was adopted with respect to the IOR. € is was strengthened which had not previously had IMS programs adopted ORC in 1990 by removing the possibility of designing new yachts Club and the system began to be used also for sportboat racing. to the Mark IIIA formula, which had originally been intro- duced to promote dual purpose boats. Also in 1989, certain With the success of ORC Club came additional countries exotic materials were banned for IMS yachts and smaller IOR administering ORC programs and to provide for broader rep- yachts in order to keep costs down and reduce unrated per- resentation, the eligibility for Members of Council was put on a formance advantage. By 1990, IMS had become well estab- new basis related to the number of certi cates issued annually. lished in various countries - notably US, Netherlands, Finland, When Member eligibility grew to over 30, the Council was Germany and Australia - and therea er continued to grow given a new name, the O‚ shore Racing Congress. steadily throughout the world. € e Velocity Prediction Program (VPP) mentioned above Evolving from the “Ton Rules” in the early Nineties, Council intends to (quoting from the ORC website) “…provide elapsed inaugurated the International Level Class Rule (ILC Rule) time corrections for a broad range of sailing yacht types utilis- based on levels de ned using IMS. Under the ILC system, ing speed predictions from computer models based on funda- levels are set by “performance envelope” limits, i.e., perfor- mental principles of hydro- and aerodynamics”. To accomplish mance limits at several points of sail in several wind velocities this the system utilizes a laser generated electronic image of ensuring close class racing on all courses. € e  rst ILC World a yacht’s hull shape as the basis for generating twelve perfor- Championship was held for the ILC 40 in 1995. mance potential characteristics, each a function of varying wind speeds and varying amounts of beating, reaching and As the use of IMS in grand prix racing grew, it became neces- running on hypothetical race courses. € e performance poten- sary for Council to take steps to protect the eet for which IMS tial characteristics are calculated viz a viz the yacht in question, had originally been developed by de ning two divisions within not against other boats. € us, the handicapping is done only

Page A10.3

‹6DLO&DQDGD with respect to the potential of a yacht to sail a given course For all of this, the RO is likely to have little to do with selecting in given wind conditions in a particular time. In theory, this the system to be used in a given event, other than determining system should provide a great deal of equity in handicapping whether there are enough boats in any rating or handicapping yachts. system to merit a start. € e local racing associations are the administrators of the systems in place in a given area. 3. Performance Handicap Racing Fleet In North America, the most widely known handicapping system is PHRF. As with all handicapping systems, the under- TIME ALLOWANCES lying premise of PHRF is to evaluate the performance histories of di‚ erent racing yachts and then to apply correction factors € e IOR calculated a “rating”, roughly equal to a yacht’s water- so that each well equipped, well maintained and well sailed line length. With this, a higher rated boat was a faster one. yacht has an equal opportunity to win. From a time allowance table, the speed di‚ erence between any two rated yachts, in seconds per mile, could be found. Multiply- € e PHRF database has been generated by compiling the ing the time allowance by the length of the race course yielded results of hundreds of di‚ erent boats sailing in thousands of the handicap between the two boats and subtracting the time races in many di‚ erent areas of the continent. Because of di‚ er- allowance from the elapsed time of the lower rating yacht deter- ences in the boats that make up eets in di‚ erent areas and the mined the corrected  nish times and order between the two. di‚ erences in weather conditions, a given standard boat in Lake Ontario might well have a di‚ erent PHRF handicap than the Other handicapping systems, including PHRF, IMS, CHS and same boat sailing in Georgia Strait or Northumberland Strait. Portsmouth Handicap, produce time allowances directly, for If the standard, production version of a yacht is  tted with a use in time-on-time or time-on-distance handicapping. With folding propeller and an owner decides that his circumstances these systems a boat with a larger time allowance is a slower one. require that he  t a  xed one, he could look forward to some credit in handicap against a stock competitor. If on the other Whatever handicapping system is selected, it will use time correc- hand he thought that in the dying summer evening breezes tion factors to convert actual elapsed times to corrected ones, so that the only way he could get around the race course would be that all boats may be compared on their corrected times. Some- by hanking on that old 180% genoa, he could do so, but at the times, a “scratch” rating is chosen and all times are adjusted to cost of a signi cant reduction in his handicap. € e handicap the scratch rating. For example, the Portsmouth system uses a is time based and calculated in increments of 6 seconds per scratch rating of 100. € us, a boat with a Portsmouth rating of mile. A Farr 30 or Beneteau 40.7 will have a PHRF handicap 94 would have its elapsed time multiplied by 100/94, or 1.064, to on the order of 55, a J/109 or C+C 115 will be 70 to 75, old obtain its corrected time. A boat with a Portsmouth rating of 105 C+C 27s and 30s will be in the low 200s, while a Tanzer 22 would have its elapsed time multiplied by 100/105, or 0.9524. € e will be handicapped at about 235. aim is to create a system where dissimilar boats racing together can each have a reasonable chance, if sailed well, of placing  rst. CYA once published a Performance Handicapping Manual which provided a full discourse on the PHRF system. € e Time correction factors are for either time-on-time or time- manual began with a statement that can be used to close this on-distance handicapping. Time-on-distance has traditionally discussion and put the whole matter into some perspective. been used for keelboat racing, especially in larger boats racing long distances. Time-on-time has been used more o en for Bearing in mind that good races are won by seconds, the order dinghy racing, round-the-buoys racing, and evening club racing of accuracy we seek in a handicapping system is extreme. over short distances in varying wind conditions. Each has its To be correct within ten seconds, say, in a three hour race, strengths and weaknesses and those responsible for selecting we would need to estimate relative speeds, and apply cor- the most appropriate time correction method for the type of rections to an accuracy be er than 1 in 1000. In fact, we boats racing should be aware that the type of correction factor cannot hope to be be er than 1 in 100, on average, and con- used is as important as the handicapping system itself. ditions in some races will inevitably cause larger errors. Hence there will always be grounds for complaint. Indeed it has been In time-on-distance systems, the time correction applied is not suggested that the ideal handicapping system would be one directly proportional to the di‚ erence in rating but usually that caused every competitor to grumble equally. follows a relationship expressed in a simple linear formula

Page A10.4

‹6DLO&DQDGD HANDICAPPING, SCORING AND RESULTS

where the variables are the ratings of the smaller and larger in a series, a tie will be broken on the basis of the most number (slower and faster) boats. In comparison, a time-on-time mul- of  rsts, seconds, etc. Excluded scores are not to be considered. tiplying factor varies slightly with the rating of the boat. It continues to state that if the tie remains at the end of this assessment, the tie will be broken in favor of the boat with the Owners of racing yachts are extremely concerned about the best score in the last race. fairness of the handicapping system under which they race. Careful choice and administration of that system could help to increase the popularity of racing. Any neglect in this area will probably result in a sharp drop in the number of racing boats. RESULTS

€ e culmination of all of the work done on the water by the race committee is the posting of the results for the racers. € e SCORING SYSTEMS best-run race in the world is no good if the  nal positions cannot be calculated. € e two commonly used scoring systems are outlined in RRS Appendix A e Bonus Point Scoring System and e Low A er the last competitor has crossed the  nishing line, the RO Point Scoring System. € e “Bonus Point” system was, until meets with the Recorder(s) and Line Judge(s) to make sure that 1993, known as the “Olympic” scoring system. € is system the  nishes as listed are correct before handicapping, if appli- has been typically used for major events such as national or cable, and scoring are applied. € e recording sheets should also world championships and of course the Olympic Champion- re ect all information on boats who did not compete (DNC), ships themselves. € is system is biased in favour of the  rst six were in the starting area but did not start (DNS), were over  nishers in each race. In other words, it rewards excellence. € e early and did not return to start correctly (OCS), were dis- “Low-Point” scoring system is one that is easy to administer quali ed on the water under the sailing instructions (DSQ and is the most commonly used scoring system. € e scoring is or BFD), did not  nish (DNF), retired a er  nishing (RAF), linear and consistency is needed from the competitors to do accepted an alternate penalty (yellow ag) (refer to RRS 44.3) well overall. In the 1996 and 2000 Summer Olympic Games or intended to protest ( ag B or red ag) and for the last two, the “Low Point” system was used, rather than “Bonus Point”. whether they were displaying the proper signals.

Each of these options, as described in RRS Appendix A, All records, notes and tape recordings made during the races includes a recommendation that a series shall consist of a should be kept until a er the  nal results have been calculated. number of races, the worst of which may be discarded, subject € ey could be needed for con rmation, for scoring problems, to RRS 2 and 67. If an event is a one race a‚ air, there will be or for a protest hearing. no “throw out”. Beyond that, the race committee is on its own in so far as how many races a series shall include, how many It is ultimately the responsibility of the RO to ensure that results shall be completed in order to constitute the series, and how are posted. In smaller regattas where the scoring is done by many races may be dropped if a certain number are completed. hand, it is usually the RO who calculates the  nishes although Typically, in a series of three races or fewer, there will be no sometimes this job is delegated to an experienced Recorder or drop. In a four race series, there may be one drop. In a  ve or six a Scorer. Whoever has the responsibility needs a knowledge race series, there usually will be one drop race. For a seven race of the scoring system used and the handicapping formula, if series there usually is one drop, but if the event is not a major applicable. It helps to keep the racers appeased if uno" cial one there might be two. It is unusual for a regatta to extend results are posted, pending protests, as soon as possible a er beyond seven races, but if it does, there might be two drop races. returning from the water. When protest time ends and protests have been heard, the  nal results can be posted.

It is common today, even in small regattas, for the scoring to TIES be done by computer. Of prime importance is a program that works, equipment that will run the program and print the RRS Appendix A7 and A8 describe how to deal with ties. A7 results and someone who is familiar with both the hardware states that if there is a tie at the end of a single race, the tie will and so ware and can deal with the inevitable small problems. stand and the tied boats awarded equal scores. A8 provides that,

Page A10.5

‹6DLO&DQDGD € at someone is called the Scorer. As soon as the committee mittees may also award a  nish position or average points to a boat reaches shore, the Recorder takes all the records to the yacht materially prejudiced (RDG) for reasons set out in RRS Scorer, helping to enter information into the computer, by 60.1(b), 60.2(b) and 62. Any decision awarding RDG points reading the  nishes and remaining on hand to answer any will alter the results. questions that may arise. As discussed elsewhere, it is becoming more common too, that the scoring be done on a computer on As of 1989, Scorers have to take into account any disquali ca- board the committee boat, with the results being printed there tion classed as Disquali cation not Excludable (DNE) under or with the results being transmitted to a printer on shore. RRS 2 or 67. Speci cally, if a boat is disquali ed under Fun- damental Rule 2 or rule 42, that particular result may not be Protest committee decisions may alter results. Finishers may discarded when calculating series results even though it will be disquali ed in a protest hearing which will result in a better probably be a “worst score” that otherwise could be excluded. position for each boat  nishing behind them. Protest com-

Page A10.6

‹6DLO&DQDGD FORMS

FORMS

 e following unnumbered pages include a collection of forms that will prove useful for race committees in various situations. Some of them can be used as they are, others might need modifying to suit the requirements of a particular regatta.  e main intent of this appendix is to indicate the sorts of forms that might be considered for use in a given event.

 e information contained in the heading of all forms should include the name of the event, the date, the class or start number, the race number and the name of the Recorder. Other information will be speci€ c to each type of form. Almost all forms should provide room for comments.  e larger the  eet, the more spaces there should be for recording sail numbers. For simplicity, all the sail numbers in the  eet should € t onto one page. Of course, with very large  eets this is impractical and a multi-sheet record- ing system will need to be devised for such an event. For this reason, these recording sheets have all been designed in multiples of 25 per column.

 e forms are: Wind and Current Graph  is form can be a great source of information as long as people are diligent in gathering and recording the relevant information  ere are forty rows in the main section of the form and if each row represents € ve minutes in time, there is space to record more than three hours of data.  e le! most three columns relate to reading current in the water.  is requires something anchored, to act as a reference point for measuring the dri! of a ‘tide stick’ set near the anchored object.

 e Wind Speed section is used to record, normally at € ve minute intervals, but maybe lesser as the time for the warning signal approaches,  e line directly under the ‘5’ represents 5kt.  e line immediately to the right represents 7.5kt.  e line immediately to the le! represents 2.5kt and the one to the le! of that, zero knots. Over time, the record will indicate whether the wind is tending to build or die or if it is gusting. In conjunction with the wind speed information, the Wind Direction is recorded.  e heavy black line can represent any direction – possibly the direction found with the € rst measurement, or maybe more usefully, the wind direction one might expect to € nd under the present conditions.

 e incremental speed and direction measurements will create two tracks down the sheet. One can literally join the dots to get a good visual presentation of the wind pattern. If things get going well and the wind has identi€ able patterns in it (for example, a gusting increase in velocity, combined with a 15° right shi! , fading back a! er seven minutes) the RO can get to understand how long it takes a gust to move from Mark 1 down to the starting line. With this information, he can adjust a starting sequence to get it in or out of sync with a new gust.

Check-in Sheet  is is used to record sail numbers in the starting area as boats report to the committee boat or as they are spotted in the vicinity if they are not required to check in. For safety purposes, the boats identi€ ed in the starting area may want to be checked o# against the lists of € nishers to determine that there are no boats missing at the end of the race.

Combined Starting/Finishing Record  is is a combined form in use at RVYC. Photocopy the “Starting Sheet” on one side of blank paper and then copy the “Finishing Sheet” on the other. With this a complete record of each race will be contained on one sheet. Note that on the Starting Sheet, rows are in groups of four, for “Warning Up”, “Prep Up”, Prep Down” and “Warning Down”. When using time of day in starting sequences, this form is very useful because the times can be written down in advance. So, when RO declares “We’ll go into sequence at 1423” the Recorder can enter 1423, 1424, 1427 and 1428 into four cells of the form and the required times are at hand.

Page A11.1

‹6DLO&DQDGD Mark Rounding Record  is is used by the mark boats to record the order of rounding at a given mark.  ere is space to record two roundings of the same mark. Such information could be used to evaluate the relative performance of a competitor during a race and could be very valuable to a protest committee in trying to resolve certain issues.

One-Design Race Results  is form is used to record the € nish order of boats sailing without handicaps and for which the € nishing times are not required.  e time of the last boat € nishing must be recorded if that time is the commencement of the protest period.  ere is room for comments that might be made with respect to duplicate sail numbers or similar matters.  ese comments can be used later to identify the sail numbers that need to be changed before the next day’s racing.

Handicap Race Results  is form can be used whenever € nishing times must be recorded for every boat. For time-on-time handicapping, the start time for each class must be entered on the form and for time-on-distance handicapping, the course length must be calculated and entered on the form. Finish time can be recorded either as clock time (as for the starting time) or as the elapsed time from start to € nish. For time-on-time handicapping, the starting time for each class in a multi-class start must be noted. For more on completing the form, refer to Appendix 10, Handicapping, Scoring and Results.

Regatta Results  is is used to record the cumulative € nishing positions and overall standing for each boat in each race a! er all penalties have been incorporated and all protests have been resolved. If a preliminary list is posted, it should be identi€ ed as uno cial and carry the label “Pending Protests” so that it will not be confused with the € nal and o cial list.

RC Signal Boat Summary  is is used to list the race numbers sailed each day by class, to record all starting penalties assigned and all intents to protest reported to the committee. Additionally, the time of docking of the boat is reported because protest time limits are o! en linked to docking time.

Inquiry Form  is is used when, in spite of all of the above, a competitor thinks that a mistake may have been made in the results. It contains all the necessary information to research a possible error.

Scoring Changes  is is used by protest committees to direct the Scorer to alter the € nishing position of a boat or boats due to a protest decision. When signed by the Protest Chairman, it authorizes the Scorer to make the change and serves as a reminder to the Protest Chairman to check that the change has been made.

Protest/Request for Redress Form  is form is expanded from what appears in the Sail Canada edition of RRS on page 189 . For a protest this form is used by com- petitors for alleged infractions of the rules by other competitors. If, for whatever reason, a race committee decides to € le a protest against a boat, as is permitted under RRS 60.2(a), it will do so on this form.  is form is also used to € le requests for redress against actions or inactions of the race committee, in accordance with RRS 62.  is form should be available for download from the Sail Canada web site as a printable PDF € le, although at the time of writing, that is not the case. Find the form at http:// www.sailing.ca/racing/management/documents. .

Page A11.2

‹6DLO&DQDGD Date: Wind and Current Graph Location: Event: Recorder:

Current Time Wind Speed (knots) Wind Direction Time Speed Dir. 5 10 15 20 25 ———————

Average Direction Average Velocity Minimum Velocity Maximum Velocity First half hour Second half hour Third half hour Fourth half hour Fifth half hour Sixth half hour

‹6DLO&DQDGD ‹6DLO&DQDGD Check-in Sheet Event:

Date: Race No. Recorder: Sail No. Notes Sail No. Notes 1 26 2 27 3 28 4 29 5 30 6 31 7 32 8 33 9 34 10 35 11 36 12 37 13 38 14 39 15 40 16 41 17 42 18 43 19 44 20 45 21 46 22 47 23 48 24 49 25 50

‹6DLO&DQDGD ‹6DLO&DQDGD Starting Sheet Event: Date: Race No. Course: Wind Speed: Direction: Recorder: Signal Time Up/Dn OCS/Notes : : : : : : : : : : : : : : : : : : : : : : : :

‹6DLO&DQDGD ‹6DLO&DQDGD Finishing Sheet Event: Date: Race No. Recorder: Sail No. Time Notes Sail No. Time Notes 1 : : 26 : : 2 : : 27 : : 3 : : 28 : : 4 : : 29 : : 5 : : 30 : : 6 : : 31 : : 7 : : 32 : : 8 : : 33 : : 9 : : 34 : : 10 : : 35 : : 11 : : 36 : : 12 : : 37 : : 13 : : 38 : : 14 : : 39 : : 15 : : 40 : : 16 : : 41 : : 17 : : 42 : : 18 : : 43 : : 19 : : 44 : : 20 : : 45 : : 21 : : 46 : : 22 : : 47 : : 23 : : 48 : : 24 : : 49 : : 25 : : 50 : :

‹6DLO&DQDGD ‹6DLO&DQDGD Mark Rounding Record Event: Mark No. Date: Race No. Recorder: First Rounding Time – 1st boat Second Rounding Time – 1st boat Sail No. Sail No. Sail No. Sail No. 1 26 1 26 2 27 2 27 3 28 3 28 4 29 4 29 5 30 5 30 6 31 6 31 7 32 7 32 8 33 8 33 9 34 9 34 10 35 10 35 11 36 11 36 12 37 12 37 13 38 13 38 14 39 14 39 15 40 15 40 16 41 16 41 17 42 17 42 18 43 18 43 19 44 19 44 20 45 20 45 21 46 21 46 22 47 22 47 23 48 23 48 24 49 24 49 25 50 25 50

‹6DLO&DQDGD ‹6DLO&DQDGD One Design Race Results Event: Date: Race No. Recorder: Time – 1st boat: Time – last boat: Time Limit: Sail No. Notes Sail No. Notes 1 26 2 27 3 28 4 29 5 30 6 31 7 32 8 33 9 34 10 35 11 36 12 37 13 38 14 39 15 40 16 41 17 42 18 43 19 44 20 45 21 46 22 47 23 48 24 49 25 50

‹6DLO&DQDGD ‹6DLO&DQDGD Handicap Race Results Event: Course and Length: Date: Wind Speed and Direction: Race No. Starting Time:

Sail No. Name Rat’g Finish Time Elapsed Time Corrected Pos. 1 2 3 4 5 6 7 8 9 10 11 12 3 14 15 16 17 18 19 20 21 22 23 24 25

‹6DLO&DQDGD ‹6DLO&DQDGD Regatta Dates: Host Club: Class: Sail Skipper Club Race 1 Race 2 Race 3 Race 4 Race 5 Race 6 Race 7 Final No. PtsPos PtsPos PtsPos PtsPos PtsPos PtsPos PtsPos PtsPos ‹6DLO&DQDGD ‹6DLO&DQDGD RC Signal Boat Summary (Complete and deliver to Jury Secretary upon docking) Event Classes Date Race Nos.

Starting Penalties Class Race No OCS, ZFP, BFD (Specify) Remarks

Protests and Penalties Class Race No Remarks Protestor Sail/Bow Protestee Sail/Bow Seen Flag Y/N Scoring Penalty Accepted No. No.

RC Signal Boat Docked at: Race Offi cer ______Time Name (Print) Signature

‹6DLO&DQDGD ‹6DLO&DQDGD Inquiry Form Event: Race Date: Today’s Date: Race No. Course: Sail No. Name: Brief Description of Incident:

Signature:

For Of ce Use Only

Time Recieved: Entered By: Checked By: Con rmed By:

‹6DLO&DQDGD ‹6DLO&DQDGD Scoring Changes Event: Race Date: Today’s Date: Race Class Sail No. Skipper Outcome

Prepared By: Entered By: Approved By: Checked By:

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The Racing Rules of Sailing for 2013–2016 189

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190 The Racing Rules of Sailing for 2013–2016

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