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SCUTTLEBUTT No. 770 - March 12, 2001Scuttlebutt is a digest of yacht racing news of major significance; commentary, opinions, features and dock talk . . . with a North American emphasis. Corrections, contributions, press releases and contrasting viewpoints are always welcome. ADVERTISING LICENSE The International Sailing Federation ("ISAF") Advertising Code, Regulation 20, which became effective Jan. 1, 2000, designates "Category C" to all classes that choose advertising, and "Category A" to classes that make no decision or elect not to accept ads. Only if the event qualifies as Club or Invitational can it be classified as "Category A" by race organizers. Olympic Class boats are automatically designated Category C by ISAF, which also controls advertising in special events like the America's Cup, global and ocean races and many world championships. US SAILING has designated boats racing under rating formulas, such as the Performance Handicap Rating System (PHRF), as "Category C," unless local organizers limit boats to Category A by designating the event as "Club" or "Invitational." This permits Club and Invitational event organizers to decide the level of advertising appropriate for their event. "In general, it is our opinion that local regatta organizers are responsible for decisions about advertising," said US SAILING president Dave Rosekrans. "Except where the Code requires it, we have left those decisions to the people who organize and run sailboat races in this country." The complete Advertising Code is included in the Racing Rules of Sailing 2001-2004, which will be available from US SAILING mid-April. A detailed explanation of the Code, including questions and answers for sailors and suggested wording for sailing instructions, will be available on the US SAILING website at http://www.ussailing.org/isaf/FAQ.htm BACARDI CUP Friday was a day of firsts for the Bermudan pair: The victory is Bromby's first BACARDI Cup championship in 13 attempts. His best previous finish was in 1995, when he came in second place with crew, Lee White. What is more surprising about the victory is that Bromby won the Cup with Siese, a crewman sailing in his first ever Star-Class race. On Friday, lack of wind gusts, which averaged six knots in the morning, delayed the race. But after an hour and a half delay, winds picked up to an average of 12-14 knots, which were strong enough to start the final race. Earlier in the week, strong winds caused the postponement of racing and the usual six-day Regatta was shortened to five races. For Bromby and Siese, an ominous start to the Regatta gave the appearance that it again would not be Bromby's year. In the Regatta's first race, Bromby, who finished fourth in the 2000 Olympics, broke his outhaul, which caused the sailors to get tagged with a "did not finish" and 81st place. But after Sunday's mishap, Bromby and Siese had incredible consistency, garnering a fifth-, first- and third-place finish. Coupled with Friday's victory, the duo finished with series-low 10 points. The next best score was turned in by Australia's Colin Beashel and David Giles, who had 20 points. As is the case with a long series, consistency typically wins out. Heading into Friday's fifth and final race, Brazil's Torben Grael and Marcelo Ferreira technically held a one-point lead over Americans Paul Cayard and Hal Haenel. But once Friday's race set sail, teams were allowed to throw out their worst finish in the five-race Regatta. Grael and Ferreira, the Sydney Olympic bronze medalists, finished 73rd Friday, knocking them down to fifth overall. Cayard, who won the 88-89 Whitbred Round the World Race, finished in third place overall - the highest American finisher. - Steve Schwadron, http://www.starclass.org/ FINAL RESULTS: 1. Peter Bromby/Martin Siese (Bermuda), (81/DNF)-5-1-3-1, 10; 2. Colin Beashel/David Giles (Australia), 2-2-11-(25)-5, 20; 3. Paul Cayard/Hal Haenel (United States), 3-(13)-3-10-9, 25; 4. Vince Brun/Doug Brophy (San Diego), 14-(21)-6-1-6, 27; 5. Torben Grael/Marcelo Ferreira (Brazil), 4-1-17-6-(81/DNF), 28; 6. Terry Hutchinson/Andrew Scott (United States), (81/DNS)-9-10-9-3, 31; 7. George Szabo/Billy Hollowesko (San Diego/Nassau), (17)-10-8-2-14, 34; 8. Larry Whipple/Barry Van Leeuwen (Seattle/Vancouver), 18-(81/DNF)-4-5-10-37; 9. Mark Reynolds/Magnus Liljedahl (San Diego/Coral Gables), 1-17-18-(24)-2, 38; 10. John MacCausland/Phil Trinter (United States), 5-18-2-(23)-19, 44. LIFE IN THE FAST LANE MORE FAST LANE STUFF Even at this early stage, Styles reckons the souped-up Tornado feels "more refined and more powered up" than the Formula 18 cats, in whose world championship he finished fourth last year. "It's a silky ride compared with the F18, and very nicely balanced on the tiller." Styles believes the speed of the new Tornado will send it round the track at very similar pace to a 49er, slightly faster upwind and about the same downwind. One of the great advantages from the crew's point of view is that the 'Wild Thing' - where the crew sits on the leeward float just behind the shroud - will not be necessary with the gennaker. No more nasal washes, as both crew are likely to sit on the windward float or in the middle of the trampoline. "We'll be heating it up for speed and to get the hull flying then taking it back down again," said Styles. "I don't think we'll be trapezing, though." Gybing is made very much easier, because of the higher speed before the wind, but manoeuvres at the top and bottom marks will be a tactical minefield - very much like the 49er - and will in Styles' view, "require a lot of forward planning." Photos and full story: http://www.madforsailing.com/ LETTERS TO THE CURMUDGEON leweck@earthlink.net * From: Mark Mills / MILLS DESIGN mark@mills-design.com (Drastically edited to our 250-word limit) The growing level of interest in IRC / IRM is great, it certainly seems appropriate for the US to start looking at it as there is a real gap in the middle ground between IMS and PHRF. What none has mentioned however, is the fundamental differences between the two rules IRC and IRM under the IR2000 banner. IRM is based on an objective, repeatable, freely available spreadsheet (http://www.rorc.org/rating/) allowing everyone to look at their, and others, ratings. IRC on the other hand has at its core a 'secret formula', into which the numbers disappear and out of which comes a rating. The basic math for IRC is guessable, but there is a subjective element that accounts for factors beyond the numerical inputs. As it happens IRC has done a superb job in recent years but would the US market warm to a rule where there is no way to review how the rating was arrived at and no outside rating review mechanism? IRC is geared for the club cruiser/racer market. IRM was introduced was to take the pressure of serious campaigns off IRC, which is perhaps best seen as a PHRF contemporary. IRM fills the middle ground from just above club level racing all the way up to international competition, and a lot more cheaply and transparently than IMS or IOR. IRC and IRM are very different in complexion, if often surprisingly similar in results> It is worth distinguishing which rule would really be the success in the US. * From: "Paul Miller" phmiller@gwmail.usna.edu Any good handicap system, as an "acid test", should be able to fairly rate any well-prepared and well-sailed boat, REGARDLESS of how the design faired under older measurement systems. I doubt IRC would fairly rate a boat that won using the Thames Rule! IMS regattas at non-Grand Prix events commonly have older designs in the silver. It was only a few years ago that a Cal 40 won Block Island Race Week. The IMS VPP better predicts handicaps for boats for the same level of competition as IRC, but the delta is small. Is it significant? Probably not at club-level. That is the goal of Americap. IMS' problems were caused by: intense scrutiny by designers (and well-heeled owners) looking for small advantages, a complex scoring system, and expensive measurement. IRC has not had the first (yet) and has avoided the last two. That is why it is currently successful. Americap attempts the same, but it isn't successful for other reasons. * From: Craig Fletcher sailfletch@email.msn.com * From: Peter Huston PeterHuston@compuserve.com I guess there was very narrow time period where people could actually submit ideas that might be helpful to the organization. Why don't they accept new ideas on a routine basis? They probably would have to form a new commission and study the idea of accepting new ideas first. It appears that they can't possibly determine priorities because you don't even know what business you are in, who your customers are or what they want. I suggest that US ailing hire Sergio Zyman and his Zmarketing company to help you get into the 19th century. * From: "John Bonds" * From: Charles Schmeckle CSchmeckle@aol.com Just a quick scenario for you thoughts: At a "small" boat event, a competitor doesn't have the opportune chance to inform a fellow sailor on the water of an infraction. So, at the hoist at the end of the day, the information is given to the protestee. At this point he/she cannot exonerate himself/herself. So what is the recourse? Or maybe, the other competitor waited until the racing was over and the results weren't in his/her favor. Kinda a bad situation, but I guarantee it will happen! Think it out again, smart people. The old system worked just fine. * From: Laurence Mead lmschutzhk@hutchcity.com The Ultra's have very small courses with gates in the middle. However even that is a struggle to keep going and doesn't grab the TV boys imagination. The fact is sailing is boring to watch unless you are a sailor. I guess it always will be. The best we can do is match racing. Oh, except maybe team racing which can be LOTS of fun as it's not over right after the start... * From: Geoff Emanuel GESAIL@aol.com If television really is the answer, than why not talk ESPN into throwing the same level of resources used to televise the Americas Cup at Key West Race Week, focusing on say the Farr 40 class where anyone can understand the first boats across the line wins. Here at least you have 37 boats, action at all mark roundings, starts and finishes, occasional collisions (not staged I hope!) and hopefully plenty of wind and waves. * From: "Ian Williams" IAWilliams@compuserve.com * From: "Mike Hebert" mshebert@msn.com Keith Ives did sail the best on the water, but violated a weight standard published in the NOR which the other crews complied with. Upon recognizing this, the corinthian act should have been for him to withdraw from the event in the interest of Fair Sailing (I recall reading that somewhere once). He may feel "vindicated", but his failure to comply with the Fundimental Rules of our sport will leave an unfortunate, indelible stain on this year's event and the sport of sailing. The outcome aside, the members of the Long Beach Yacht Club who rolled out the red-carpet for all of the out-of-towners put on one heck of a show. Every detail of the event was meticulously planned and executed. The races were run to perfection. The hospitality alone was worth the significant costs of qualifying for and attending the event. They set the standard against which I will measure all future regattas, and use as a model in planning this year's Rhodes 19 National Championship regatta, for which I am co-chairman. THE RACE * Ahead of the tailender, Roman Paszke and his Polish team are encountering further problems. Harsh choppy seas have severely reduced the sail capacity and boat speed, resulting in a drastic change of course. Having plied too close to the Brazilian coastline, Warta Polpharma has been on an easterly heading for most of the last day, trying to find a doorway to the north. While Bullimore is touch and go on sneaking inside the 30-day deadline, the Polish crew - despite their current woes - are chockful of confidence they will arrive in time. The latest news from onboard Team Adventure is a tentative forecast for a finish date of 22 or 23 March. - Colin M Jarman, NOW Sports website Full story: RANKINGS - March 12 @ 0500 GMT: Team Adventure, 3406 nm from finish, Warta Polpharma, 4820 nm to go, Team Legato, 6776 nm to go. - http://www.therace.org/ MATCH RACING "All of the top match race skippers compete in the Swedish Match tour, enabling our sailors to be exposed to many races with high class competitors," David Barnes, General Manager of GBR Challenge explained. "To be competing at this level means our team will know the opposition well and therefore will be comfortable with racing the world best sailors anytime." Websites: HOT IMAGES MANNING SERIES Alamitos Bay Yacht Club, Long Beach, Calif. E.E. Manning 2001/Six races Wind moderate to light CFJ (30 boats) - 1. Payson Infelise/Allie Written, ABYC, 17 points; LASER (11) - 1. Andrew Campbell, San Diego YC, 6; GEARY 18 (6) - 1. Chris Knudson/Kathy, Santa Barbara Sailing Assn., 6; A-CAT (4) - 1. Pete Melvin, ABYC, 8; C-15 (4; 4 races) - 1. Mike Shea/Jayme Younger, unaffiliated, 3; LIDO 14 (14) - 1. Stu Robertson, Long Beach YC, 6; SABOT (21) - 1. Freddie Stevens, ABYC, 10; VANGUARD 15 (6) - 1. Bob and Lisa Little, California YC, 7, http://abyc.org/2001REGATTAS/MANNING/RESULTS.HTML BT GLOBAL CHALLENGE The start line, abeam Ft. Denison and Garden, was small and there was much traffic - hundreds of spectator boats, harbour ferries, a giant Russian passenger ship and a cargo container included - all criss-crossed the Harbour. At the 10-minute gun, the fleet was floundering in no wind. They jockeyed for position each attempting to catch any bit of air. "Keep the boat moving," Hopkinson was heard to shout. It looked as though Logica was going to be the first to cross the line, but they mistimed their start ever so slightly and had to veer away from the line to avoid being on the course side before the gun. It was BP that crossed first, but unfortunately in the tight quarters, they just nicked the start buoy and had to do a 360-degree penalty turn shortly thereafter. Olympic Group was next to cross, followed by Norwich Union. Before the start Will Oxley predicted a hometown advantage he would have in this leg. "This is the bit of the ocean that I know the best of any of the crews," he said. "Essentially we just do a Sydney to Hobart race and then we just turn the corner." - Kate Bradley, Quokka Sports, http://www.btchallenge.com/news/2001/03/News_819.html THE CURMUDGEON'S OBSERVATIONS |
