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SCUTTLEBUTT 3302 - Monday, March 21, 2011Scuttlebutt is published each weekday with the support of its sponsors,providing a digest of major sailing news, commentary, opinions, features and dock talk . . . with a North American focus. Website: http://www.sailingscuttlebutt.com Twitter: http://twitter.com/scuttbutt Facebook: http://www.facebook.com/sailingscuttlebutt RSS: http://www.sailingscuttlebutt.com/rss/index.xml Today's sponsors: Kaenon Polarized and Gowrie Group. IS THE 'FUNDAMENTAL PRINCIPLE' STILL RELEVANT? By Peter Wilson, US SAILING Umpire/Senior Judge As a racing sailor who is also a coach, judge and umpire, I worry that the 'fundamental principle' which is the foundation of our (mostly) 'self regulating' sport has become significantly less relevant. As a consequence, our racing rules appear to have less value to competitors, and the behavior we expect these rules to encourage is not as prevalent as it used to be. Quoting from the RRS, "Competitors in the sport of sailing are governed by a body of rules that they are expected to follow and enforce. A fundamental principle of sportsmanship is that when competitors break a rule they will promptly take a penalty, which may be to retire." Most of us would agree that this means; 1) If I hit a mark and whether someone sees me do it or not, I should take a one-turn penalty; 2) If I tack to port because I can't fetch the starting pin and force a boat on starboard to tack when she can fetch, I should take a two-turns penalty whether or not the other boat hails protest; and 3) If a boat fouls me in a way that significantly worsens my position in the race, I should enforce the rules and protest. However, what I have observed on the race course over the past fifteen years, in the U.S. and abroad, is a growing percentage of sailors who do not enforce and follow the rules. I see sailors break rules with contact between boats and ignore their infraction, even when the other boat protests or the infringing boat gains an advantage in a flagrant foul. I am not talking about incidents where who is at fault is unclear and no penalty turns are taken or no one is protested. We all do that from time to time. I'm talking about the apparent trend towards an obvious level of clear infractions with no action by either party. What seems puzzling is, if it is so easy to exonerate, why does it happen so seldom? Why do sailors break rules and keep on sailing if no one protests? Why do sailors use kinetics when there are no judges around? And a related question is, why aren't there more protests taken to the room? Are the rules not as relevant in today's world as they used to be? Perhaps the best analogy is speeding on the highway. Lots of us drive above the speed limit. But when the radar detector says we are approaching a trap, or we see a cop parked up ahead or coming up behind us, we slow down. But most of the time, the 'speeders' speed. Similarly, when there are judges or umpires enforcing Rule 42 (kinetics) on the water, body pumping, rocking, and sculling seem to disappear when the judge boats are close by, but they often reappear when the judge moves on to observe other boats. And, when judges whistle their observation of a foul with the option to protest, competitors usually take their penalty.and when the judges are not around (or don't whistle/protest), not much happens. Just like speeding, it seems as if one doesn't break a rule unless an official says we do. -- Read on: http://www.sailingscuttlebutt.com/news/11/0317/ THIS IS NOT PRIMARILY A SPORTS STORY By Patrick Twohy, San Francisco Business Times S.F. has won the right to stage the next America's Cup. So what? Pulling off the same old white-shoe event custom made for a bunch of smug-looking stuffy old gents and their mega-millions won't cut it. Fortunately, no one here wants that. People here, particularly those associated with America's Cup Event Authority and the city of San Francisco's side of the deal, know this is a huge chance bring the America's Cup and San Francisco as a major sailing venue to potentially millions of new fans. But good intentions alone won't turn around very traditional ways of doing things in a very old sport. So how do you tell this story to new readers and viewers? San Francisco and the America's Cup Event Authority have to fundamentally reinvent not just the America's Cup but sailing itself, partly in the minds of participants but mostly in the minds of those they hope to attract, particularly in the United States. But what kind of story do you tell? Given the massive click numbers on anything we post about the America's Cup, it's clear that Business Times readers understand the Cup is fundamentally a business story. That's a good place to start - the business of America is business and all that. But how do you get the attention of a broader U.S. public for whom watching golf on TV seems more exciting. (Golf on TV? Really? Isn't there anything on the Paint Drying channel?) For the tech-leading Bay Area, the America's Cup is, among other things, a huge technology story. It's about how a remarkable - and remarkably simple - design made a sailboat that goes faster than the wind. Faster than you can safely drive through the S-curve on the Bay Bridge (especially if you're hoping to catch a glimpse of the racing). Faster even than a U.S. Navy destroyer. It's a story about people like Stan Honey, a master navigator and Bay Area sailing icon who, not coincidentally, is also the inventor of the first-down-line technology that anyone who has watched football on TV is familiar with. He has been enlisted to help bring America's Cup racing to life for the world's TV viewers. It's a story about huge personalities (and egos), of course. Dozens of 'em. Start with Oracle Racing boss Larry Ellison. Then move to Paul Cayard, the Bay Area local kid (a graduate of Crestmoor High in San Bruno) who is CEO and skipper of Sweden's bid to win the Cup. It's a story of many things. But there are a few things this story is NOT. This is NOT primarily a sports story. Yes, the America's Cup involves struggling against odds, challenging one's self and one's team to overcome, bringing your A game; giving 110 percent. Yada, yada. Snore. Sports pages and websites are already full. If that's the only place - or even the primary place - you're looking for attention, well, best of luck to you. Read more: http://tinyurl.com/ACUP-032011 PROTECTION AND PERFORMANCE Mixed with a healthy dose of the cool factor, Kaenon Polarized delivers maximum protection from the elements with pure, top-shelf performance. Nothing today rivals Kaenon's patented SR-91 polarized lenses for visual clarity, color definition and detail, along with the safety of impact resistance all in one extremely light weight lens package. Combine visual superiority and protection with comfortable, performance-engineered frame designs that outperform on the job, and look good, and you have Kaenon Polarized. For both men and women (boys and girls, too!). Available in prescription. Kaenon Polarized. Evolve Optically. http://www.kaenon.com WHAT IT MEANS TO BE A KIWI By Roger Boshier, Schnack-Net 263 In mid-March Team New Zealand confirmed what we knew. They have challenged for the America's Cup. Other syndicate leaders publish blogs and have videographers lurking in compound corners. But this is not Grant's style. On the day the kiwi AC45 was craned into the water there was only a brief statement saying Emirates Airlines was back on board and there would be further announcements in a few months. When asked about the flag on the bow, the stylised silver fern on the wing and the words NEW ZEALAND up the "mast", Dalts said it was just "patriotism." Observers got the feeling Grant would have preferred to say nothing and launch the boat under cover of darkness. Here is our reading of what happened. Dalts has an acute understanding of what it means to be kiwi. He also depends on the support of the New Zealand public. He does not consider talk a substitute for action. The Pike River mine disaster happened while TNZ were sailing in Dubai and the team organised a ceremony (and wreath-laying) to acknowledge the agony of New Zealand families. Not long after it was clear nobody would survive the Pike River disaster, the nation was stunned by the Christchurch earthquake. Next there was the near apocalyptic earthquake and tsunami in Japan. Against this background, it would not be appropriate to yack on about budget shortfalls or say much else about an expensive America's Cup campaign. Last week there was a moving earthquake memorial service in Hagley Park, Christchurch, wherein Prince William remembered dead New Zealanders and, in addition, urged people to embrace Japan. Grant interpreted the public mood correctly. When things get better there will be something to say about the America's Cup. But this is not the time. Instead, just quietly get on with the job. SHORT TRACK SLALOM The winds of change and new energy blew across the World Ice and Snow Sailing Association (WISSA) race courses on February 27-March 6 in Oravi, Finland. The 2011 WISSA Ice and Snow Sailing World Championship hosted entrants from 15 countries that were powered by everything from windsurf rigs, hand held kites and string kites. In fact, the event is the longest running competition in the history of all these rig types - ironic given that windsurfing and kite sailing are generally known to be water sports. The WISSA World Championships has come a long way from its original roots as a winter windsurfing championships. The latest shift blowing thru the world of windsurfing is Short Track Slalom (STS) which was included at the 2011 Worlds. STS takes place on plowed ice, and packs more action into a tight space than any other form of wind powered competition. A system of quick starts, rapid heats, and instant results makes racing dynamic and compelling. The close quarters and high speeds are spellbinding for sailors and spectators alike. Precision jibing, lightning acceleration and dramatic crashes are standard fare for this extraordinary new discipline. Think of it as a cross between sailing and short track speed skating. The venue [a plowed area 200 x 200 meters] is a simple matter in cold climates. The small size, easy containment, and high action density make the STS a natural for the new world of spectators & media. The 2012 WISSA World Championships will be held in Michigan, USA in the third week of February. -- William Tuthill, http://wissa.org RUNNING SHORT OF TIME (March 20, 2011; Day 51) - Back in the North Atlantic, Sodebo crossed the equator today, Sunday at 10:20 am (HF) after 49 days, 22 hours, 12 minutes and 32 seconds at sea and with 1 day, 19 hours and 54 minutes behind Francis Joyon. The clock runs and Thomas Coville must return to its starting point before March 28 at 1h40'34''(HF), ie in 7 days and 15 hours for an average speed to keep above 18 knots. -- http://www.sodebo-voile.com/ Current position as of March 20, 2011 (23:00 UTC): Ahead/behind record: - 494.6 nm Speed over past 24 hours: 13.2 knots Distance over past 24 hours: 317.4 nm Distance remaining: 3183 nm Tracking: http://sodebo-voile.geovoile.com/tourdumonde/2011 BACKGROUND: Thomas Coville (FRA) and the 105-foot trimaran Sodebo is seeking to set a new solo round the world record under sail. Coville began the attempt Jan. 29th and must cross the finish line off Ushant, France by March 28, 2011 at 00:40:34 (UTC) to break the record (57:13:34:06) set by Francis Joyon in 2008 on the 97-foot trimaran IDEC. UPWIND FOR SEVEN DAYS (March 20, 2011, Day 78) - The leaders are now north of the equator, with Virbac Paprec 3 well into the trade winds this Sunday, but it will be on the wind all the way to the Canary Island which they should be approaching in around about seven days time. MAPFRE, which last night was especially slow with some problematic rain clouds sucking up their wind, still has some distance to go before they are into the more consistent trade winds. -- Event website: http://www.barcelonaworldrace.com Race Tracker: http://tracking.barcelonaworldrace.org Standings (top 5 of 14 as of 20:01:03) 1. Virbac-Paprec 3, Jean Pierre Dick/Loick Peyron (FRA/FRA), 2747 nm DTF 2. Mapfre, Iker Martinez/Xabi Fernandez (ESP/ESP), 153.6 nm DTL 3. Renault, Pachi Rivero/Antonio Piris (ESP/ESP), 860.5 nm DTL 4. Estrella Damm Sailing Team,Alex Pella/Pepe Rives (ESP/ESP),1071.5 nm DTL 5. Neutrogena, Boris Herrmann/Ryan Breymaier (GER/USA), 1077.4 nm DTL Full Rankings: http://www.barcelonaworldrace.org/en/ranking BACKGROUND: This is the second edition of the non-stop Barcelona World Race, the only double-handed race around the world. Fourteen teams are competing on Open 60s which started December 31st and is expected to finish by late March. The 25,000 nautical mile course is from Barcelona to Barcelona via three capes: Good Hope, Leeuwin and Horn, Cook Strait, putting Antarctica to starboard. Race website: http://www.barcelonaworldrace.org GOWRIE GROUP: ARE YOUR YACHT CLUBS DOCKS SAFE? We all want to ensure the safety of our smallest club members - our children. Implementing dock and child safety best practices helps to prevent tragic accidents from happening. In most cases, the solutions are simple and inexpensive to implement. You can review our docks safety guidelines here: http://tinyurl.com/GowrieDocks. The Burgee Program by Gowrie Group is the only insurance program developed to meet the unique needs of yacht clubs and organizations. More than half the clubs in the US are already part of the program. Learn more: 800.262.8911, http://www.burgeeprogram.com SAILING SHORTS * The Canadian Yachting Association has announced the members of the 2011 Canadian Sailing Team. CYA also established a new national team structure that better defines a winning culture and more clearly delineates the way support is tailored to the sailors at various levels of development and international performance. The CST Podium team is established by elite level performance criteria and aligns with the Own the Podium program. The CST Senior Development team is determined by the CYA high performance staff based on ongoing international performances. The CST Development team includes both carded and non-carded athletes and is also determined by ongoing international results. Details: http://www.sailing.ca/features/announcing_the_2011_canadian_sailing_team * The sun was shining and the birds were singing, but the wind was not cooperating for the 57 teams at the Lightning Winter Championship at the St. Petersburg Yacht Club in St. Petersburg, FL. The final stop for the three event Lightning Southern Circuit had a severe wind shortage, allowing for only three races to close out the nine day traveling circus. Despite the conditions, Tito Gonzalezo along with crew Matias del Solar and Alberto Gonzalez rolled a 1-1-4 to dominate the event. After winning the first two stops, Jody Lutz along with crew Jay Lutz and Derek Gauger won the overall circuit title. Full report: http://forum.sailingscuttlebutt.com/cgi-bin/gforum.cgi?post=11429 * Long Beach, CA (March 19, 2011) - Simone Ferrarese (ITA) turned 23 this month, and this weekend gave himself a birthday present that he'll share with his crew next week: racing in the Long Beach Yacht Club's 47th Congressional Cup. That's their reward for beating back a tough bid by Australia's Will Tiller, 2-1, in the wind-bedeviled give-and-take Final of the Ficker Cup, whose winner earned automatic entry into the world-class event that will be sailed on the same protected outer Long Beach Harbor waters on the same Catalina 37s. -- Full report: http://forum.sailingscuttlebutt.com/cgi-bin/gforum.cgi?post=10130 * Twenty-nine boats began the 800-mile Newport Harbor Yacht Club Cabo Race 2011 amid starts on Friday and Saturday, but attrition has already consumed four entries as they headed south along the California and Baja Mexico coastline. Ed Feo's Andrews 45 Locomotion is the current boat for boat leader, with 379 nm to the finish as of 15:58 PDT. -- http://www.nhyccaborace.com/nhyccaborace/Home.html * Important changes to Transport Canada's small vessel registration requirements have been announced. Owners of human-powered vessels, such as canoes, kayaks and small sailing vessels, as well as small vessels with motors less than 7.5 kilowatts (10 horsepower) will not have to register their craft with Transport Canada. This registration will continue to be required for commercial river rafts, government vessels and for any vessels where registration is necessary for safety reasons. -- Full story: http://tinyurl.com/TC-032011 SCUTTLEBUTT SAILING CALENDAR Events listed at http://www.sailingscuttlebutt.com/calendar GUEST COMMENTARY Scuttlebutt strongly encourages feedback from the Scuttlebutt community. Either submit comments by email or post them on the Forum. Submitted comments chosen to be published in the newsletter may be limited to 250 words. Authors may have one published submission per subject, and should save their bashing and personal attacks for elsewhere. Email: editor@sailingscuttlebutt.com Forum: http://sailingscuttlebutt.com/forum * From Bernie van't Hof: (re, seasickness story in Scuttlebutt 3301) Great that science is catching up! Now if they could just explain what we, the susceptible ones, should do down below, at night, other than get horizontal and asleep asap! * From Frank Lawson, Port Ludlow WA: My dad used to take pleasure in saying that the best cure for seasickness was to sit in the shade of an apple tree. * From Jim Champ: (re, 5O5 story in Scuttlebutt 3300) Isn't putting an asymmetric spinnaker on a 505 rather like putting wide wheels and a rear wing on a pre war supercharged Bentley? In both cases you're spoiling something that's glorious in itself and yet only ending up with a pale shadow of what a new design might be. * From Bill Sloger: I agree completely with Steve Pyatt's opinion regarding "Closed" start/finish lines (in Scuttlebutt 3301). At our last Lightning regatta here in the SE the S/F line was so long and closed that boats going to the wrong end were never seen again. After rounding the leeward mark, one had a choice of starboard tack to lay the left end of the line or port tack to lay the right end of the line. This gives the idea of the length of the S/F line. * From Warren Nethercote: I agree entirely with Steve Pyatt, that 'closed' mid-leg start/finish lines on windward-leeward courses remove too much of the field of play from competitors' use. It is unlikely that we'll persuade conservative (chicken?) race officers from totally abandoning the practice, but we might be able to sell a compromise. Assuming a finish on a beat, only close the line on windward legs that aren't the finishing leg - leave the line open on the downwind legs. It is unlikely that even a sleepy race officer will confuse a boat running under spinnaker with one finishing on a beat - after all, isn't it the reluctance to count laps for individual competitors that is the source of this unfortunate race management practice? * From Frank Whitton: On remembering Gerry Driscoll upon his passing last week, I respectfully disagree with Bill Center (from his article in Scuttlebutt 3299). John Gerald Driscoll should best be remembered for what he was. First and foremost, he was a gentleman. He was what we would call an old school gentleman because the next generations unfortunately have a different set of values and a very different agenda. He was a skilled boat builder, successful business man, very talented sailor, and more than anything a role model for the rest of us. I was at one of the dinner parties held by Gerry and his crew (can't remember which of the twelves he was campaigning) and Pat Dugan and his crew of Columbia (I was a part of this group). He gave a speech that was about sportsmanship and friendly competition, and his high level of integrity shined. His biggest legacy can be seen all over San Diego's waterfront today and is carried on very competently by his offspring. * From By Baldridge: Very sorry to hear about the passing of Bruce McPherson in Scuttlebutt 3301. The mention of MALTESE CAT that he designed and built brought back memories. It was brand new at the 1975 Half Ton Worlds in Chicago and was an upwind rocket. I think we led all but one race at the first weather mark. New boat issues and experimental hydraulics were our undoing. We were in the hunt throughout the regatta and finished fifth in a very competitive fleet. CURMUDGEON'S OBSERVATION You know you're growing older when going out is good but coming home is better. 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