Sailboat Racing
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Everything you wanted to know about Kiteboarding!
As you've heard by now, kiteboarding has been voted into the Olympics for 2016. This decision was reached partly based on the testing done this year in Santander in March this year.
There are two reports available from that evaluation, both can be downloaded from the ISAF site:
Kiteboarding Evaluation Report en Kiteboarding Technical Report.
A few key phrases:
- There are no race management or event organization issues. Kiteboarding could be immediately included in major ISAF events and the Olympic Sailing Regatta.
- The rules are well developed and follow the standard Racing Rules of Sailing with some discipline specific changes. No rule 42.
- Racing is close to the shore with an easy to follow competition format. Kiteboarding is colorful, attractive to spectators and media and especially appealing to youth.
- Equipment is readily available with worldwide distribution channels, production controlled and at a low price (cheapest entry into Olympic Sailing for emerging nations).
- The class is growing fast. App. 60000 persons start kiteboarding every year. App. 180000 kites and 75000 hulls are sold every year with a yearly growth of 10%.
- Currently 14 builders are producing hulls and 19 builders produce kites. This competition between builders guarantees high quality at a low prize.
- Equipment is high-performance over a wide wind range (5 till 18 knots during the test event using one hull and one kite only).
- Equipment has a wide weight band – competitors from 55 to 90 kg used the same hulls in the test event and chose the kite size by body weight.
- Biggest growth rates are currently in Asia. Emerging nations can reach international competition level within a few months.
- Flexibility: Equipment is light weight (hull, kite and rigging less than 12 kg) and can be taken as standard luggage on planes. During the test event, the complete equipment of 17 competitors fit into one mini bus to shuttle to a nearby beach.
- Storage: Equipment Storage is minimized, complete equipment of 17 competitors easily fits into 50sqm with no additional requirements for storage facilities. Kiteboards are completely rigged and de-rigged every day (it takes 5 minutes to pump up the kite).
- Kiteboards are physically and technically challenging to sail, but not destructive to the body (no pumping, always trapezing).
- Youth Pathway: youth and junior competitors use the same hulls and only smaller kite sizes depending on the body weight.
- The competition format developed during the test event allows for short event duration, head to head competition and the winner of the final medal race winning the first place. Races are between 12 minutes (fleet race) and 4 minutes (medal race elimination)
- Identification of Sailors needs to be improved, e.g. by adding nationality flags to the kites
- There have been safety issues in the past which have been overcome since app. eight years. Safety standards are constantly improved in cooperation between class and national governments
With my limited experience I would agree with most of these evaluation points. but 5 knots as a lower wind limit is low, too low for some places. It depends on the place kiteboarders have to launch from. If the beach the big waves can be very challenging to overcome if you don't have power in your kite. Gradient and current is also a factor. The criteria should involve a lot more factors.As for safety. Kiteboarders cannot paddle!. The newest generation kites do float but it is not easy to relaunch once they are in the water. If the conditions become unfavorable every kiteboarder has to be picket up and brought in. There is no way they can get back without help if they can't 'sail'And please don't limit the riders in forcing them to choose only one size kite! The range is from 6 to 17, 18 m2, with many kites in between: 6, 7, 8, 9, 10, 12, 14, 16, 17 m2., depending on the brand.
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Kitesurfing Rules! Part 2
Appendix BB is changing quit a lot of definitions;
For overlap the kite does count, but for finishing it doesn't. The competitor even has to be in contact with board to be able to finish according to the definition:
Finish A kiteboard finishes when, while the competitor is in contact with the hull, any part of her hull, or the competitor in normal position, crosses the finishing line in the direction of the course from the last mark, either for the first time or after taking a Turn Penalty under rule 44 or correcting an error made at the finishing line under rule 28.1.
So if the rider gets separated from his board just before the finish line, he has to get it back before he can cross. Or cross again with the board. I think he can swim with it, over the line - or walk with the board over the line, if the water is shallow enough, as long as he's holding on to the board. But the experts next to me here say, he should be on top of it.... kiting. (That's not what the wording states, imho). But of course they are right, Appendix BB also changes rule 42:
42 PROPULSION
Another definition:
A kiteboard shall be propelled only by the action of the wind on the kite, by the action of the water on the hull and by the unassisted actions of the competitor. However, the competitor shall not make material forward progress by paddling, swimming or walking.
Start A kiteboard starts when, her hull and the competitor having been entirely on the pre-start side of the starting line at or after her starting signal, and having complied with rule 30.1 if it applies, any part of her hull, or the competitor crosses the starting line in the direction of the first mark.
In this definition again the kite does not play any part. It may cross the line before the starting signal and may never come behind the line.
Not only many definitions have been changed. In the rules of Part 2 also a lot has been changed and/or added. For example rule 21,3 has been changed and a new rule 21.4 has been added:
21.3 During the last minute before her starting signal, a kiteboard that significantly slows down or stops, or one that is not making material forward progress, shall keep clear of all others unless she is accidentally capsized.
In practice this means all starts are more or less flying starts. Combined with a permanent black flag starting penalty, it means riders have to stay well clear of the line in the last minute and time their approach very accurately.
21.4 A kiteboard that is jumping shall keep clear of a kiteboard that is not. During that time rules 10, 11 and 12 do not apply. If two kiteboards are jumping at the same time, then the kiteboard required to keep clear under rule 10, 11 or 12 shall do so.
We're preparing for the second race of the day. The wind has picked up and looks like it is holding steady. The finish is straight before my window in the RC-tower. I'm enjoying myself here......
Have look at the website and follow the action: Kite World Tour
J.
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Kitesurf Rules! Appendix BB explained
For kiteboarding there is a separate appendix, just like for surfing, match racing and team racing. Since kiteboarding has been developing pretty rapidly in the last years, the rules also have been updated and brought into line with the 'normal' racing rules of sailing.
The current Appendix BB has been changed on January 4th 2012. That is the version we are using here at the Worldcup in Scheveningen.
To determine 'Clear Ahead, Clear Astern and Overlap' the kite does count!
The picture suggests that boards have to avoid the kite, but the distance between rider and kite is about 33 meters. And kiteboarders can control the height above the water pretty accurately, so usually one is just going over or under the other.
In order to get more speed the riders want to keep the kite lower rather then higher. Flying over an opponent is quite normal. And bringing your kite up to prevent the windward kite from passing is not changing direction and therefor not limited by rule 16! You can effectually prevent someone of passing you.
Oooh, in case you are wondering, looping is done when you are sailing downwind. In order to get more power the kite is turned clockwise or counterclockwise fast. That generates more flow and thus more power.
Download the complete rules on the ISAF Website:
Appendix BB Experimental Kiteboarding Competition Rules
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O'Neill 2012 Worldcup Kite Boarding
I'm currently at the O'Neill 2012 Worldcup Kite Boarding event in The Hague as chairman of the PC.
Since kite-boarding has been part of the ISAF 'Family' there has to be at least one IJ at high level events.When I was invited I told the organizers that I knew nothing about kite-boarding and the rules involved.That was not a problem, they told me, the other judges would be knowledgeable. If I could be the chairman and help them with procedural issues.
I agreed and promised to study up on Appendix BB (recently changed on 4 January 2012).
I've been watching the freestyle competition and learned a couple new things.
Did you know:
- There are no metal or carbon parts stiffening a kite? It is all done by pumping air into tubes running along the front of a kite and as spokes in the wing.
- That the board has no stern? Both ends are the same and are alternately used as front or back.
- That there are four fins under a board? A pair on both ends, i.e. in all four corners.
- That the kite is controlled by three lines? One in the middle splitting out in the two going to the front of the wing, splitting out in four each divided along the length. It connects through the bar to the harness of the sailor. The two in the back going to each end of the bar the sailor handles. If he pulls the bar straight down along the center line, both back-lines are pulled and the kite-shape changes. The wing is pulled down in the back. If he pulls left or right, only one end is pulled and the kite changes direction.
- That a kite doesn't 'tack'. When changing from SB to P the kite is looped up and down the other side and the board starts sailing the other way. (I have to ask about this - tacking is still in App. BB)
We have not been racing yet - only freestyle. The wind direction is not suited for racing- being on shore at almost at a right angle. But nice and strong for jumping - which freestyle basically is.
I'm learning......
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(pillow)Case of the Week (20/12) - 13
(This is an instalment in a series of blogposts about the ISAF Case book 2009-2012 with amendments for 2011. All cases are official interpretations by the ISAF committees on how the Racing Rules of Sailing should be used or interpreted. The cases are copied from the Casebook, only the comments are written by me.)
Case 13
Rule 11, On the Same Tack, Overlapped
Rule 14, Avoiding Contact
Rule 15, Acquiring Right of Way
Rule 16.1, Changing Course
Rule 17, On the Same Tack; Proper Course
Definitions, Proper CourseBefore her starting signal, a leeward boat does not break a rule by sailing a course higher than the windward boat’s course.
Summary of the Facts
As the two 14-foot dinghies manoeuvred before the starting signal, they crossed the starting line. While bearing away to return to the pre-start side, L, initially the windward boat, assumed a leeward position by sailing under W’s stern. Immediately after position 4, L luffed to close-hauled and sailed straight for the port end of the line. W meanwhile, with sheets eased, sailed along the line more slowly. At position 5, there was contact, W’s boom touching L’s windward shroud. L protested W under rule 11; W counter-protested under rules 12 and 15.
The protest committee found that L had right of way under rule 11 from the time she assumed a steady course until contact. W had room to keep clear, although she would have had to cross the starting line prematurely to do so. Therefore, it dismissed W’s protest and upheld the protest by L. W appealed, this time citing rule 16.1.Decision
W’s appeal is dismissed. Between positions 2 and 3 L became overlapped to leeward of W, acquiring right of way under rule 11 but limited by rule 15’s requirement to initially give room to W to keep clear. L met that requirement because L gave W room to keep clear. Just after position 4, when L luffed to a close-hauled course, she was required by rule 16.1 to give W room to keep clear, and she did so. L had been clear astern of W and was within two of her hull lengths of W when she became overlapped to leeward of W. Therefore, she was required by rule 17 to sail no higher than her proper course. However, she had no proper course before the starting signal (see the definition Proper Course) and the starting signal was not made until after the incident. Therefore, L’s luff did not break rule 17 and she was in fact entitled to luff higher than she did, even as high as head to wind, as long as while so doing she complied with rule 16.1.After L became overlapped to leeward of W, W was required by rule 11 to keep clear of L. She did not do so and accordingly her disqualification under rule 11 is upheld. In addition, W broke rule 14 because she could have avoided the contact with L.
L also broke rule 14 because it would have been easy for her to bear off slightly and avoid the contact. However, she is not penalized because there was no damage or injury.RYA 1965/10
All match race sailors will recognize this manoeuvre as to trick your opponent in starting prematurely. It is an accepted tactic ‘ hooking’ the other boat and forcing him to get an OCS or tack away to the other end. As in all things, timing is essential.
Too soon and the leeward boat is over the line as well, too late and the gun will have gone before the other boat is over.
This tactic is used if you want to win the pin end of the start line.In fleet racing this whole scenario is less likely because there are too many boats on the line, but the principle is still valid. A leeward boat, even if they have a rule 17 limitation, can still luff up to head wind, to force the windward boat over. Before the start the rule is still applicable but because there’s no proper course before the starting signal, it has no limiting effects.
If you luff head to wind to ‘ hook’ a windward boat, please be aware that as soon as the gunn has sounded, you need to bear away to close hauled course. If you do not you do break rule 17.
However, in all cases the windward boat MUST keep clear. If they do not they break rule 11 – and even if the leeward boat is sailing above its proper course, the windward boat cannot be exonerated.
J.
I’m trying to post a little more regularly in coming weeks. Hopefully have some time during the events I’m doing. Currently I am a the O’Neill Worldcup 2012 Kiteboard in Scheveningen.
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Invitation Sneekweek for Sailors
Invitation to come to the Sneekweek 2012
The Royal Sailingclub Sneek (KWS) has organized this special event for the past 77 years. It will take place in the north of the Netherlands, in the province of Friesland. This year, the event will be held from August 4 till August 9th. The Sneekweek is Europe’s biggest inshore sailing regatta. The most important thing for many people however, is the intimate and hugely enjoyable atmosphere for which we are famous! Participants compete in 40 different classes. Vaurien, Yngling, Optimist, Finn, 2.4mR, Laser and Splash among others, are loyal repeat participants.
You can compare the Sneekweek to the Travemünder Woche or Kieler Woche, only more personal.
Fancy a sail in a unique atmosphere?
Come visit our biggest inshore European sailing regatta; The Sneekweek!
The opening ceremony
The opening ceremony will take place in the centre of Sneek on Friday 3 August at 10pm. The event will be kicked off with a traditional “vlootschouw”. Forty boats represent each class and will be accompanied by classical boats and music. This ceremony will end around midnight with huge fireworks.
The races
The next day, the race committee will mark out courses using 15-20 buoys, spread over different connecting lakes. The audience come in large numbers to the Start Island and will take care of a good atmosphere. The Sneekweek is a challenging, professional, but most of all, very unique and down-to-earth event!
After the races
When the races are over the party begins! During the Sneekweek the city of Sneek is dazzling more than ever before. In the heart of Sneek you will be entertained by lots of different bands and you can visit the local fun fair. Even the Start Island rocks with music night and day in a huge partytent.
The Olympic Games will be broadcast LIVE !!
Arrangements
Why would the Sneekweek be interesting for you?
- Sailing in a unique atmosphere.
- A campsite near the boats on the island arranged by the KWS.
- A hotel for you if you prefer a little more luxury. And transportation between your hotel and the event while leaving your boat on the island.
- Free transport to the island by boat.
- Free access to the final party.
- Free access to the ‘Poieszboat’, it will bring you from the island to the supermarket.
Information
Have a look at our website www.sneekweek.nl for more information.
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Boat Scenario 2012 04 Released
News from Thibaut:
By boats on Sunday, April 22 2012, 08:21 - ReleaseHello Everyone!
It is always a pleasure to hear continuous support from all of you on a pontoon or at a club about this little tool. Here comes its latest version, which brings:
- Hiding of one boat position among its track, to un-clutter some drawings
- Sail Trimming as a menu option
- Wind shift control. Boats sail trimming will depend on it as well as lay-lines
- Acceleration or deceleration between two boat positions
- Better graphics in the animation
- Improved contextual pop-ups, provide available actions depending on the object
Anders Lund (DEN), Maria Torrijo (ESP), Rüdiger Schuchardt (GER), Luigi Bertini (ITA), Takaaki Kawata (JPN), Jaap de Zeeuw (NED), Sofia Truchanowicz (POL), Tom Björkholm (SWE).
You will find all you need on the Download page.
Enjoy sailing!
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Taking a Penalty in Match Racing IV (MR04)
As promised this next instalment about penalties in Match Racing is taking one around the pin-end of the finish.
The rules prescribe that you are not allowed to taken penalty within the zone. But that is only for the zone of a rounding mark! The pin-end of the finish is not a rounding mark, it is a passing mark. Therefore penalties are allowed in that zone.
The big advantage of taking your penalty around that mark is that you can finish directly after having completed your penalty - even with little boat speed - by bearing away to the line. It is one manoeuvre that - if you've done your training - has been done a hundred times before.
The Blue boat with the outstanding penalty needs to be approximately 4 to 5 boat lengths ahead, to be able to complete the penalty and still finish first. She enters the zone clear ahead and Yellow must give mark-room in position 1. Blue luffs after passing the mark and makes sure that her spinnaker head is below the goose-neck. (Something that has to be done before passing head to wind, that's when Blue is starting to take her penalty)
Passing head to wind she losses her mark-room under rule 18.2(b) and must keep clear under rule 21.2.
As soon as Blue has reached a course 90 degrees from true wind the penalty is complete. (in position 6). She's on port tack and Yellow is on starboard tack. So Blue is still keep clear boat. But because she now has an overlap with Yellow and is within the zone, rule 18 again switches on again. Blue is inside boat and Yellow must give her mark-room, under rule 18.2(a). Blue is already at the mark, so she's entitled to sail her proper course. Which is to bear away and finish as soon as possible. Yellow must gybe or sail by the lee, to give Blue that room.
Boom?
There's one other thing - besides getting the spinnaker down in time - that is your boom. With bigger boats the boom is almost at a ninety degree angle and really sticks out. In rounding the mark it happens that the boom sticks out so far, that the end is over the mark and over the line. Rule C7.2(d) however dictates that the boat must completely be on the course side, after having completed her penalty, before she can finish. Part of the boom may never be on the correct side. So she can't finish.
If the RC gets a heads up from the umpires about the leading boat having an outstanding penalty, they watch - particularly that boom - so see if Blue ever manages to get completely to the course side, before crossing the line for the second time.
J.
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(pillow)Case of the week (15/12) – 13
(This is an instalment in a series of blogposts about the ISAF Case book 2009-2012 with amendments for 2010. All cases are official interpretations by the ISAF committees on how the Racing Rules of Sailing should be used or interpreted. The cases are copied from the Casebook, only the comments are written by me.)
CASE 13
Rule 11, On the Same Tack, Overlapped
Rule 14, Avoiding Contact
Rule 15, Acquiring Right of Way
Rule 16.1, Changing Course
Rule 17, On the Same Tack; Proper Course
Definitions, Proper CourseBefore her starting signal, a leeward boat does not break a rule by sailing a course higher than the windward boat’s course.
Summary of the Facts
As the two 14-foot dinghies manoeuvred before the starting signal, they crossed the starting line. While bearing away to return to the pre-start side, L, initially the windward boat, assumed a leeward position by sailing under W’s stern. Immediately after position 4, L luffed to close-hauled and sailed straight for the port end of the line. W meanwhile, with sheets eased, sailed along the line more slowly. At position 5, there was contact, W’s boom touching L’s windward shroud. L protested W under rule 11; W counter-protested under rules 12 and 15.
The protest committee found that L had right of way under rule 11 from the time she assumed a steady course until contact. W had room to keep clear, although she would have had to cross the starting line prematurely to do so. Therefore, it dismissed W’s protest and upheld the protest by L. W appealed, this time citing rule 16.1.
Decision
W’s appeal is dismissed. Between positions 2 and 3 L became overlapped to leeward of W, acquiring right of way under rule 11 but limited by rule 15’s requirement to initially give room to W to keep clear. L met that requirement because L gave W room to keep clear. Just after position 4, when L luffed to a close-hauled course, she was required by rule 16.1 to give W room to keep clear, and she did so. L had been clear astern of W and was within two of her hull lengths of W when she became overlapped
to leeward of W. Therefore, she was required by rule 17 to sail no higher than her proper course. However, she had no proper course before the starting signal (see the definition Proper Course) and the starting signal was not made until after the incident. Therefore, L’s luff did not break rule 17 and she was in fact entitled to luff higher than she did, even as high as head to wind, as long as while so doing she complied with rule 16.1.After L became overlapped to leeward of W, W was required by rule 11 to keep clear of L. She did not do so and accordingly her disqualification under rule 11 is upheld. In addition, W broke rule 14 because she could have avoided the contact with L. L also broke rule 14 because it would have been easy for her to bear off slightly and avoid the contact. However, she is not penalized because there was no damage or injury.
RYA 1965/10
Again a classic case. One that has survived the changes in the rules since 1965!
(Must be important, don’t you think?)Although many an issue revolves around the limitations of the right of way boat (15, 16 and 17) the one thing that should clearly stand out in all these cases: Rules of Section A are to be followed!
The first and only obligation of the keep-clear boat is: TO KEEP CLEAR.Only after you’ve done that – within a reasonable effort, and promptly – you can start to look at the limitations on the ROW-boat. She is after all the boat with right of way. She must be able to sail her course – whatever that may be – without having to feel the need to take avoiding action.
There are those that want the rules to be much more black and white. No limitations, no restrictions on course. With very few exceptions, the ROW boat should be able to do as she pleases. change course as hard as she wants, sail as high as she wants, etc., etc.
That would make PC work much easier, but it would not benefit the sailing. The keep clear boat would have to stay away at a much greater distance and really dedicate considerable attention to ROW-boats all of the time.
Be very happy that limitations exist!.
But it does not mean the keep clear boat can claim a greater part of the pie;
She still must KEEP CLEAR.
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Final Score in LTW 2012 Winter Challenge
WE HAVE A WINNER!
Scoring this final episode of our LTW 2012 Winter Challenge brought one contestant over the 100 points, and therefore he's declared as the winner. Congratulations Grey Bear, well done!
Your coveted prize will be banged in the post asap….
As to our final Episode, most of you did arrive at the 'correct' answer. Tiger was within the rules to try to improve her series score by making sure Hamilton Eleven finished after other boat(s).
The fact that the score of another boat was improved is more or less the point. If you sail someone to the back of the fleet - early in the race - a lot of boats benefit. The fact that is was only one, makes you think it was done for another reason. It's prudent to investigate the relation between the two boats benefiting from this manoeuvre, but even - like in our case - you can find such a connection, actual team racing is very very hard to prove.
You have to investigate all rules in the incident, because although the protest is about rule 2 and or 69, rule 2 can be infringed if you break a rule of part 2 using this tactic of improving your score. Tiger broke no rules, she was entitled to sail to the mark (18.2(b)), she was right of way boat (11) and Hamilton Eleven had to keep clear, therefore it was no rule 2 infringement nor a rule 69 issue.
Hamilton Eleven should have crossed astern as soon as Tiger luffed and defended her position instead of trying to pass to windward…. But that is hindsight.
Everybody who used Case 78 was deducted one point, it has been withdrawn from the book (well spotted Zaphod). But if you used Q&A 2011-022 you got a bonus point.
Scoring was based on the following criteria:
Adequate facts found? 2 points;
Rule 18 & rule 11 mentioned? 1 point;
Improved scoring (series) for Tiger? 1 point;
No rules broken by Tiger? 1 point;
No rules broken by Banks? 1 point;
Conclusion about rule 2 and 69? 2 points;
Dismissal of the protest? 2 points
Bonus or Malus points
Using Case 78? -1 point
Using Q&A 2011-022? +1 point
(redress 62.1(d)) only for Goomer two +1 point
Which gives us the final result:
I also have to congratulate Zaphod on his (almost) catching up and second place. And Dauphine who - despite not having entered in this last episode - managed to hang on to third place. (I did check the spam box!)
There will be an Epilogue to this series. I'm cooking it, but time is scarce, so it will take (at least) another week before it's ready.
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Rule 18 in the AC34 Racing Rules of Sailing
Head over to www.cupexperience.com
Great video explanation on rule 18 as changed by the America's Cup 34 RRS by Jack Griffin.
http://www.cupexperience.com/2012/04/do-you-understand-this-surprising-rule/
Ask Jack,
He knows people.
J.
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Batavia Stad NK Match Racing 2012
We will have a National (open) Championship in Match Racing this year! Hooray!
The last time in the Netherlands was in 2009. Mostly because of the efforts of Team Heiner who instigated the Winterseries and due to the fact that Lelystad wants to become 'a Sailing City', they found each other and more importantly - a sponsor.
Batavia Stad Fashion Outlet has agreed to sponsor the event for a couple of years. That's of course great news. The sailing community in the Netherlands has never been very keen on Match Racing in the past - this looks like an ideal point in time to 'turn the tide'.
There are four J109 available for the matches and eight teams have been invited to participate:
- Jurjen Feitsma NED (43);
- Jan Mattsson FIN (59);
- Jeroen den Boer NED (82);
- Lars Hückstädt GER (87);
- Roy Heiner NED (491);
- Persijn Brongers NED (552);
- Stephan La Grouw (Team Chatel Reizen) NED (700);
- Pieter Heerema NED (957)
It will be a close battle - provided we have enough wind - because almost all of them have sailed the J109s before.
With a new branding in black and white it should be a sight to see:
And the OA is really pulling out all the stops to make it a great event. With a complete pier dedicated for public access next to the sailing area, commentators to explain the standings and sailing, playground for the kiddies and - courtesy of the sponsor - a complete village for the rest of the family, to go shopping.
I will be there as CU in a team of six umpires.
To all my Dutch Readers (and everybody else who has the opportunity):
Please come to Lelystad, Batavia Stad
on the 21th and/or the 22nd of April 2012
to watch the matches!Admittance (including Ferry) is free and Dutch Match Racing could use your support.
Have a look at the Batavia Stad NK Match Racing facebook page to learn more.
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Taking a Penalty in Match Racing III; (MR03)
Right, as it is Tuesday I'm posting another piece about taking a penalty in Match Racing.
This time the leading boat does not have five or six boat lengths advantage to do her penalty on the starboard lay-line, like I wrote about in Taking a Penalty in Match Racing II (MR02).
The Blue boat is right on the tail of the Yellow boat, who has an outstanding penalty. It is the second upwind leg of the match and instead of trying to hook the trailing boat on the run, Yellow lays a 'trap' at the windward mark.
She makes sure she enters the zone clear ahead - so Blue has to give her mark room.
Arriving at the mark Yellow luffs head to wind but does not tack. She stays head to wind and Blue is forced to go behind her to the outside. Yellow deliberately slows down. She may even use a big rudder movement to do so.
As soon as Blue gets an overlap to leeward of Yellow the second part the definition of mark-room comes in effect. Yellow has mark-room, including room to tack. If she inadvertently passes head to wind and is subject to rule 13, that is no longer a problem. She loses mark-room when she does, but it is not hard to keep clear, bearing away from Blue. Blue sails around her. Yellow lets that happen, but speeds up just enough to prevent Blue from passing in front of her.
Yellow has passed the line separating the upwind leg from the downwind leg. The correct penalty to take is now: passing head to wind and bearing away to a course lower than 90 degrees from true wind.
Yellow controls Blue and sails outside the zone. (Remember, you are not allowed to take a penalty inside the zone of a rounding mark). Outside the zone Yellow luffs, giving room to Blue under rule 16.1 and slows down again. If Yellow's timing is right, Blue will get ahead more.
As soon as she's able to pass safely behind Blue (and can keep clear as tacking boat) Yellow passes head to wind and bears away clear astern of Blue. She has now taken her penalty and can sail downwind to the finish.
Blue will also tack and bear away on port or only bear away on starboard, but whatever she does, she is again trailing boat. Yellow has 'shed' her penalty and has not lost any ground.
Even if Blue decides to tack away after the initial luff by Yellow, there's is no problem. Yellow can then also tack and bear away. As soon as she has done that, she is again ROW leeward boat
Basicly this is the same manoeuvre as done in the dail-up after entry. Then Blue tries to get behind Yellow to be able to sail to the right hand side of the pre-start area. In this manoeuvre the roles may be reversed, but again one boat is trying to get behind the other, while sailing head to wind.
If you've understood my explanation above, I've a question to you:
Can a boat take a penalty while sailing backwards?
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Score 03/23 LTW 2012 Winter Challenge
Scoring Episode 03/13 has been based on the following criteria:
- Adequate facts found, leading to conclusions about;
- Validity P1 (valid);
- Validity P2 (not valid, for several reasons; P-time, flag and hail);
- Use of rule 60.3(a)(2) by the PC;
- Yellow's breach of rule 11;
- Green's breach of rule 11, forcing Yellow's infringement of rule 11;
- Exoneration of Yellow 64.1(c);
- No Mark-room for Blue. Because 18.3 switches off 18.2
- Mark-room for Yellow 18.2(b), Green did not give that, see Case 114
- Decision to DSQ Green and exonerate Yellow;
Deductions were done if you brought up unnecessary rules: i.e. rule 16 or rule 17. Minus one point for each.
I can accept the use of 15, although I would not have done so.
Have a look at the second entry by Grey Bear.
That is what I would have written when being scribe in an actual panel. (Save conclusion 1)
This gives us the following scoreboard:
With probably one episode to go, it looks like numbers one, two and three are more or less decided.
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(pillow)Case of the week (14/12) – 14
(This is an instalment in a series of blogposts about the ISAF Case book 2009-2012 with amendments for 2011. All cases are official interpretations by the ISAF committees on how the Racing Rules of Sailing should be used or interpreted. The cases are copied from the Casebook, only the comments are written by me.)
CASE 14
Rule 11, On the Same Tack, Overlapped
Rule 14, Avoiding Contact
Rule 16.1, Changing Course
Rule 17, On the Same Tack; Proper Course
Definitions, Proper CourseWhen, owing to a difference of opinion about a leeward boat’s proper course, two boats on the same tack converge, the windward boat must keep clear. Two boats on the same leg sailing near one another may have different proper courses.
Summary of the Facts
After rounding the windward mark in light wind the fleet divided, some boats sailing towards shore to get out of the tide and others remaining offshore in hopes of a better wind. L had established an overlap to leeward of W from clear astern and they rounded the mark overlapped. W chose to remain offshore, while L began to luff slowly and informed W of her intention to go inshore. W replied ‘You have no right to luff.’ L replied that she was sailing her proper course and W was required to keep clear. The discussion took some time. L continued to gradually change course, and at no time did W state that she was unable to keep clear. The boats touched and both protested. The protest committee disqualified L under rule 17 for sailing above her proper course, and she appealed.
Decision
When, owing to a difference of opinion on the proper course to be sailed,two boats on the same tack converge, W is bound by rule 11 to keep clear and by rule 14 to avoid contact.
This case illustrates the fact that two boats on the same leg sailing very near to one another can have different proper courses. Which of two different courses is the faster one to the next mark can not be determined in advance and is not necessarily proven by one boat or the other reaching the next mark ahead.
The basis for W’s protest was that L sailed above her proper course while subject to rule 17. L’s defence and counter-protest were that she had decided that the inshore course out of the tide would result in her finishing sooner and that, therefore, the course she was sailing was her proper course. In addition, L argued that W had broken rules 11 and 14.
The facts found do not show that L sailed above her proper course; therefore she did not break rule 17. When L luffed slowly between positions 1 and 2, W had room to keep clear, so L did not break rule 16.1. L could have avoided contact with W. By not doing so, she broke rule 14, but is not penalized because the contact caused no damage or injury. By failing to keep clear of L, W broke rule 11.
W could have avoided the contact, and by not doing so she too broke rule 14, but is not exempt
from penalization. L’s appeal is upheld. L is reinstated, and W is disqualified for breaking rules 11 and 14.RYA 1966/3
Like with passing an obstruction, it is the right-of-way boat who decides. If that boat feels that going inshore is a proper course, the windward boat must keep clear and go up as well
The definition of proper course allows for multiple courses and beforehand it is not always clear which . But even if the windward boat can show that the leeward boat is sailing well above its proper course, she still must keep clear. No boat is forcing her to break rule 11 – so she cannot be exonerated. She has but one option: Keep clear and protest. If she doesn’t and the leeward boat is found to have been sailing above her proper course, they both will be disqualified.
Although we are now getting into the first cases in the book and therefore well into the ‘oldest’, many sailors still get confused and make this – basic – mistake.
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Taking a Penalty in Match Racing II; (MR02)
In Match racing the penalties are less severe than in Fleet racing. That is to give the penalized boat a fighting chance to do the penalty and still win the match. It is also the reason why the penalty does not have to be taken 'as soon as possible' after the incident. In fact - like I posted in the first post about penalties in Match racing - rule 44 as a whole, has been deleted (C7.1) and been replaced by what is written in C7.2, 3 and 4.
(Taking a Penalty in Match Racing; (MR01))
A penalty can be delayed until a moment in the race you have the best chance of doing it and don't lose control over your opponent. Or - if you decide to do it at the last possible moment - just before you finish. But that is for another posting.
Today I want to show you the best possible place to take your penalty in the beat (either in the first or second upwind). Rule C7.2 (a)(1) states:
"When on a leg of the course to a windward mark, she shall gybe and, as soon as reasonably possible, luff to a close-hauled course"
The best place to take a penalty in the beat is just over the starboard lay-line to the windward mark, beginning your turn on port tack.
In the following animation Yellow is taking a penalty between positions 5 - when her boom passes the middle of the boat - until position 7 when she reaches close-hauled on starboard.
During that time she is keep clear boat (RRS 21.2) and rules of section A do not apply.
Yellow is approximately five or six boat lengths in front of Blue. Doing a penalty turn in the beat normally takes that amount of space. If you haven't practised and drilled with your crew - it will take longer. You do want to keep your boat moving at maximum speed, do you not?
Yellow completes her penalty and is now sailing on the starboard lay-line to the mark and both Blue and Yellow are approximately on the same distance to the windward mark.
But when Yellow comes 'out' of the penalty and has reached close-hauled on starboard, she's then right-of-way boat. Initially with a rule 15 limitation but that limitation is passed by the time she reaches position 8.
Blue must keep clear. Either by tacking and putting herself in the outside boat position (giving mark-room) rounding the mark or by ducking and sailing over the lay line - loosing ground to Yellow.
This manoeuvre does not work on the port lay-line, because then you come out as keep clear boat. It is still a good place to do your penalty, but you must have enough distance to be sure to cross a starboard tacker in front- seven or eight boat lengths, minimum.
Next episode in Taking a Penalty in Match Racing Doing it at the Finish.
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LTW 2012 Winter Challenge E03/30; Last Episode!
In all likelihood this will be the last in the series. Two contestants have a good chance to reach over 100 points if they participate in this one. I still have to score the previous episode but that should bring them over 90 points..... And looking at there average the 100 is within reach.
Today's episode is with an animation. There are three boats involved, but only Purple protests, against both others. Boats are 11:Metre One Design in a Class championship. The incident happens in race 2. One race is scheduled every day for a total of 6 days.
The Grey boat is called Banks, the Red has the name Tiger and the Purple one has been named Hamilton Eleven.
The skipper of Hamilton Eleven writes on his protest form:
"I protest against Tiger and Banks for helping each other. Tiger prevented me from finishing, so that Banks could finish before me. This is team racing and very unsporting. I protest on rule 2 and rule 69."
The incident happened at the finish. The RC recorded Tiger as having finished 4th, Banks as 5th and Hamilton Eleven as 6th in race 2.
You are a member of the Protest Committee panel and have been assigned as scribe. All three parties come to the hearing and you are allowed to ask three questions. One question to each of the boats. All questions before Tuesday 23:59 hours. They will be answered ASAP.
Your assignment is to write Facts Found, Conclusions & rules involved and a Decision.
Deadline is THURSDAY 23:59 hours, so as to be able to score on Friday April 6th and announce a winner for the LTW 2012 Winter Challenge before Easter.
Good luck,
J.
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Animation LTW 2012 Challenge 03/23
Almost forgot. Grey Bear's mail reminded me, fortunately.
Here's the animation:
Deadline for the challenge is like always 23:59 tonight.
J.
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ISAF Q&A-2012 L010
New on the ISAF Website, the second Q&A of 2012.
It is about when a (IRC) certificate is invalid: ISAF Q&A-2012 L010
Questions and answers about the peculiar dissonant between IRC rule 10.3 and Case 57.
IRC rule 10.3 states:
'A boat whose certificate is invalidated as a result of an error or omission by a Rule Authority or by the Rating Authority, of which the boat could not reasonably have been aware, may be penalised at the discretion of the protest committee. Additionally, a protest committee may order that races scored using the invalidated certificate shall be re-scored using the corrected TCC.'ISAF Case 57 states (in part):
'When a valid certificate is found to be defective, it may be withdrawn by the authority that issued it, but no retrospective action may be taken in regard to a completed series or any completed races in a series that is still in progress. Thus, when a current, properly authenticated certificate has been presented in good faith and a race or series has been completed, the results of that race or series must stand, even though at a later date the certificate is withdrawn.'
As I interpret the answers form the Q&A panel, they wanted the actual PC/Jury dealing with this issue, to have the greatest possible range of options available to them. Which - in case of a invalid certificate, trough no fault of the competitor - makes a lot of sense.
I'm very busy with taxes, so posting will be a little less this week.
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(pillow)Case of the week (13/12) – 15
(This is an instalment in a series of blogposts about the ISAF Case book 2009-2012 with amendments for 2010. All cases are official interpretations by the ISAF committees on how the Racing Rules of Sailing should be used or interpreted. The cases are copied from the Casebook, only the comments are written by me.)
CASE 15
Rule 12, On the Same Tack, Not Overlapped
Rule 13, While Tacking
Rule 18.1(b), Mark-Room: When Rule 18 Applies
Rule 18.2(b), Mark-Room: Giving Mark-Room
Rule 18.2(c), Mark-Room: Giving Mark-Room
Definitions, Mark-RoomIn tacking to round a mark, a boat clear ahead must comply with rule 13; a boat clear astern is entitled to hold her course and thereby prevent the other from tacking.
Assumed Facts
A and B are approaching the windward mark which they are required to leave to port. They are close-hauled on parallel courses with A clear ahead. A expects B, when she can tack and fetch the mark, to tack to round it and head for the next mark. Instead, B holds her course as shown in the diagram and sails on well past the mark.
Question
Has B the right to hold her course in this way and, thereby, prevent A from tacking?
Answer
Yes. While A remains on port tack, B is required to keep clear by rule 12 and, as A was clear ahead when she reached the zone, B is required by rule 18.2(b) to give A mark-room as well. Provided B keeps clear of A and gives A mark-room if A luffs (even if A luffs as high as head to wind), B is entitled to sail any course she chooses, including holding her course.
However, B is no longer required to give A mark-room after A leaves the zone (see rule 18.2(c)). If A were to pass head to wind, then at that moment all parts of rule 18 would cease to apply because the boats would be on opposite tacks (see rule 18.1(b)). In addition, A would no longer have right of way under rule 12, and B would become the right-of-way boat under rule 13.
RYA 1966/8
One solution for Boat A to get out of this situation is to time his luff so that she will have enough speed to get head to wind next to the mark. Boat B will either have to luff and end up on the wrong side of the mark or bear down to behind A. If the latter happens boat A can safely tack while keeping clear.
Boat B bears off behind A. She’s not entitled to mark-room although she get’s an inside overlap in position 3. RRS 18.2(c), first part.
Boat B luff and finds herself on the wrong side of the mark. She can’t continue upwind to interfere with A, because A is already on the next leg and that means boat B would break rule 23.2.
She can also start pinching as soon as she’s entered the zone clear ahead to get closer to the mark that way. In both scenario’s boat B has to keep clear and has to give mark-room (until A passes head to wind_
Boat B slows down between 2 and 3 to go behind A. And A can continue as lead boat, although she has lost some speed in doing so. The one thing boat A must not do is pass head to wind before boat B has committed to go behind. Rule 18.2(c), second part, also states that mark-room is lost once the boat having mark-room passes head to wind.
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Score LTW 2012 Winter Challenge 03/16
You are not making this easy!
First of all I must confess that I had some difficulties deciding this incident myself. I would have liked have had the opportunity to discuss the rules involved in a panel to reach the most equatable solution. By having a panel with more persons (read opinions) you get a better balance.
Most of you decided that Red's protest was invalid because she didn't hail 'protest'. I can't say that this is wrong, but would like to point out that the rule states she must do so 'at the first reasonable opportunity for each'. So my question to you is: "What has to happen before you decide that hailing has not to be done immediately?"
For instance: If both the helmsman and the crew were thrown overboard by the sudden deceleration, would any of you have insisted on Red yelling protest to Purple?
I think not. By the time they were able to get back on board Purple would have long gone and hailing would have been pointless. Then 61.1(a)(1) would have allowed the protest to be validated.
In our situation only the crew was thrown overboard. The skipper was still aboard. But picture what the situation was. A spinnaker flying in front of the boat, the mainsail full, the boat about to be smashed against the committee vessel, you crew in the water and you yourself recovering from having been thrown forward by the sudden deceleration. Would you have the wherewithal to clear your head and, before starting to keep your boat out of danger and check your crew was okay, yell protest?
At least a consideration.
In these circumstances it is in my view not 'wrong' to allow the validity to be decided in favor of the sailor.
Because of declaring the protest of Red invalid we never go to the issue if Purple did keep clear and or give enough mark-room. In my opinion she did. Boats should be able to pass marks - even if if they are committee boats - very close. Or if that is not possible because of anchor-lines or such, at least clearly marked where or where not to pass.
In my opinion the shallowness of the anchor-rode coupled with the lack of clearly marking the save point of passage, was an improper action of the RC. So redress is possible for Red. She should have been able to pass the committee vessel safely without any chance of getting entangled in the line.
Did any of you ask if she wanted redress? It was not on the original protest-form.....
Most International Jury's have a policy decided beforehand. To offer redress if it is appropriate when not asked and talk with the representative of the boat what it should be. Or not to do this. It should be - at least - consistent for all competitors in the event.
Then there's the issue with rule 41. Rule 41(b) allows members of the RC-boat to help in getting clear. Most of you concluded this. Good. Then the rubber-boat brought back the rudder. Almost all of you concluded that was not permitted under rule 41. Also correct. But what about rule 1.1?
A boat or competitor shall give all possible help to any person or vessel in danger
Was Red in danger?
In my opinion you can answer with yes. Without her rudder there was a real possibility she would have ended up on the rocks. Could she continue in the race after getting that help? That is depending on what was written in the sailing instructions. Why do you think the RC brought this protest?
None of you asked if there was a provision in the SI allowing a boat to get help as long as it didn't involved progress in the race......
I was reminded not long ago by one of my friends (who's also a judge) that you are allowed to find a solution that is within the rules, that gives the best outcome for the competitor.
I've scored the entries according to this criteria:
- Format and consistency between facts found and conclusion: 2 points;
- Answer on finishing: 1 point;
- Validity decision: 1 point for each protest;
- Restricted the second protest on the issue: 1 point;
- Decision on rule 41: 1 point.
- Decision on redress: 1 points; Giving back finish position (2e) to Red: 1 point
- Decision on rule 31 (mark touching) and exoneration: 1 point.
- If you managed to get to rule 1.1 you earn 2 bonus points.
Except for the bonus points, I haven't looked at if you had the same outcome as me, only if your decision was based on valid grounds and arguments.
This has resulted in the following score:
Still very close at the top, but no ties at the moment.
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LTW 2012 Winter Challenge E03/23
During a 6 day Tornado regatta, a protest is handed in at the race office on day four within the protest time limit. Blue protests against Yellow for failing to keep clear as windward boat (Rule 11)
The following diagram is attached to the paper.
Yellow reads on the noticeboard she's being protested and asks for a protest form herself. She hands it in about fifteen minutes after protest time limit has passed.
Diagram by Blue
The jury secretary schedules both protest simultaneously and all three parties come to the hearing.
You find out that Blue did hail protest and fly a red flag immediately after position 4, but Yellow never did.
The challenge as per usual:
Find facts, draw a conclusion and decide the protest(s).
Limitations:
You are all allowed one question. And only one. But to make it interesting, you can decide when to ask it, up until next Wednesday 23:59. Better make it a good one!
All questions will be answered ASAP. So you might want to wait until last. Or not. Maybe your one question will trigger a question by one of the other challengers that will really solve the problem. Or not. You decide.
As compensation for this one question limitation, I will post the animation on Thursday.
Good luck,
J.
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Judges Manual 2012
Together with the Race Management Manual, ISAF also published a new Judges Manual 2012
You can find it on this page: IJ Manual 2012
Both manuals have a lot in common and relevant text is printed in both. That's logical - a lot of issues are event related and should be treated the same way by all International Race Officials
But there are specific Judges sections. A few titbits:
K.12 Cautions in Evaluating Evidence
Protest committees can make judgements about the credibility of evidence based on style and presentation of evidence. Witnesses who express their opinions confidently are often given more weight than someone who is less forceful and less believable.
You should be aware of speech patterns that could lead juries to erroneous conclusions:
- Use of hedge words, such as “kind of”, “I think”, “If I’m not mistaken”, “it seems”;
- Use of rising intonation in a declarative statement, suggesting that the speaker is seeking approval for the answer, e.g. in response to the question of “how fast”, the response “5 knots?”
- Repetition indicating insecurity;
- Intensifiers, such as “very close”, instead of “close”;
- High degree of direct quotation, indicating deference to authority; and
- Use of empty adjectives, such as “charming”, “cute”, “interesting”.
Picture on page 128:
And:
M.2 Damage
There is no definition of exactly what constitutes damage; however ISAF Case 19 makes some suggestions:
- was the market value diminished?
- was an item or equipment made less functional?
- was a crew member injured?
Under the ISAF Racing Rules Question and Answer Service Q&A 2010-31 J 013, although not binding, unlike ISAF Cases provides the following definition of Damage: Damage means physical harm caused in such a way as to impair the boat’s value, usefulness, or normal function. The only limitation in rule 31.1(a)(3) regarding the damage is that the damage must be obvious to the boats involved.
M.3 Serious Damage
This is not possible to define but a protest committee should ask:
- was the performance of the boat or crew seriously impaired?
- was the market value of the boat significantly diminished?
- was a crew member seriously injured?
I did a quick search in both documents on 'social media' and on 'code of conduct'.
Results were 0 on the first one and 4 on the second. The latter all in either the coaches, parents or other support personal sections...... Nothing about blogging.
As with the RM-Manual, please inform me if you find content that is noteworthy.
J.
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OneOFive -system for Rule 42 and 63
News from Peter Scheuerl about his Rule 42 and Protest Hearing schedule system. I received an Email and asked to share with my readers. Peter is keen to hear comments and suggestions for improvements. Mail him on info at juryboard dot org.
Hi All,
As many of you know, I developed an on-line Rule 42 and Protest Hearing schedule system.
I try to constantly fix all bugs, and it seems there are not many left...
The system got used at several bigger events now, and most judges were able to work with it without any training. I made the download version a little bit more streamlined, so that you don't have any test data with it any more, but it works 'out of the box' with little set up required.
I re-wrote the install instructions as well, so that it is less focused on the technical part and more on how to just make it work.
But mainly I just registered the domain http://juryboard.org
And as I have unlimited sub-domains there, I'm happy to offer anybody who wants to use it a free install there. So if you want to give it a try but don't want the hassle of installing it, just let me know.
105 PHSchedule
For any regatta the address then would be something like regattaname2012.juryboard.org
It doesn't take me long to set it up, and I think it's a good service for the sailors to be able to check these things on-line.The instructions and download is still at: http://rrs42.scheuerl.net
Events hosted under xyz.juryboard.org are listed under http://juryboard.orgRegardsPeter Scheuerl
Good job, Peter. I'll have a go at my next Rule 42 regatta. Only one suggestion at this time: Can we have a name for your program? A description as a name doesn't really work - for me.How about the '105-system' ? or the 'OneOFive' system(adding 42 and 63)or perhaps the 'PS-system' (I like abbreviations)LTW Readers, any suggestions?
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Score 03/09 LTW Winter Challenge
First of all I must apologies for not getting scoring and commenting sooner
It's tax-time in the Netherlands and I had an appointment with my bookkeeper today going over the results of my first year. That took all my time preparing. Luckily I had some post pre- prepared to go on the blog. But the LTW 2012 Winter Challenge got the short end of the stick. I'm satisfied with the comments of my bookkeeper and can do the changes in coming days, so this evening I'm catching up.
The case with the crew in the water was send to me by Jason, who told me it has really happened. Thanks Jason!
There are three rules to consider in this situation. In numerical order 42, 47.2 and 49.2
Most of the contestants went for 47.2, which is the obvious rule. There is however one consideration to make. What is 'on board'? That is not defined in the rules. Can a person be on board while hanging onto it?
It is standard practice that if you need a definition of something that is not defined in the RRS, you go to the standard use/definition in the (nautical) dictionary.
Webster: On shipboard; in a ship or a boat; on board of; as, I came on board early; to be on board ship.
To me that means, the person should be at least 'out of the water'….
So the boat continues to race with a crew member not on board, therefore breaking rule 47.2 > DSQ.
There is also a breach of rule 42! The wording in the rule states: ......using only wind and water to increase, maintain or DECREASE her speed. Sticking an arm or a leg in the water to slow down for the start is breaking rule 42! Let alone a person.
Finally rule 49.2
You found out in the questions the boat has stanchions…. Logically that would mean that she also had lifelines, and one of you specifically asked this. In order to consider 49.2 you need to know this.
There is a case to be made that a person hanging onto the boat is positioning his body outside the lifelines, and certainly not performing a necessary task. But because of the other two infringed rules, you can also not use this at all.
Some of you also used rule 2. The skipper, by sailing on without recovering his crew, was deliberately breaking rule 47.2.
Hmm, I'm reluctant to go there. I think the skipper just didn't realise he was doing this. He should have, perhaps. But to find this a rule 2 issue I need to be sure. It must be clearly established, like the rule says. I don't blame anyone from bringing it up in the room, but my vote would be no.
I've scored the entries accordingly and commented individually.
The leader and runner up have only 1 point between them. It could be over in three episodes......
J
