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SCUTTLEBUTT No. 621 - August 9, 2000KENWOOD CUPAs the last finishers in the final race of the 2000 Kenwood Cup, the 148-mile Molokai Race, loom over the horizon and fly towards Diamond Head, things are beginning to look ominous for the series leaders Australia - and good for the defenders, New Zealand. The accumulating - and still highly unofficial - points tally is definitely building in New Zealand's favor. Taking just the top two boats in each team, New Zealand appears to have amassed 491 points to Australia's 467 - a cushion of 24 points with the results of each team's third boat still to come in. To beat the Kiwis, the Aussie third boat must beat the New Zealand third boat by eight places - a possible but not very likely occurrence. Critical is what appears to be the relatively poor performance of Australia's big boat Yendys (Farr 49, Geoffrey Ross). The pale grey/blue Yendys surfed across the line as third boat to finish, but hard on her transom were the flying Kiwi pair of Sea Hawk (Farr 47, Naohiko Sera, with Roy Davies skippering) and Air NZ High 5 ( Farr 47, Mick Cookson, with among others David Barnes at her wheel). Sea Hawk and Air NZ High 5 quickly corrected into second and third places behind USA Red team's Esmeralda (Farr 50, Makoto Uematsu, skippered by Ken Read) with Yendys fourth. The smaller boats began to finish. Sea Hawk and Air NZ High 5's places remained intact, but gradually more and more boats began to slot in ahead of Yendys, until with just two boats to finish the Farr 49 was in 8th place. Now we come to the complication. During the night, at around 0200 local time and somewhere off Molokai's north coast Cha-Ching (Sydney 41, Scooter Simmons, USA WHITE) lost the top part of her mast. In around 18 knots of breeze and with the towering sea-cliffs of Molokai close under her lee, Cha-Ching was for a time in some peril, though not actual danger. Big Apple III (Farr 45, Hideo Matsuda/ Dean Barker, NZL) and Smile (Beneteau 40.7, Simon Whiston, AUS) both pulled out of the race to stand by Cha-Ching. Cha-Ching suffered no casualties and eventually was able to proceed under her own engine power, allowing Big A and Smile to re-join the race. The action has had two effects, both of which will have significant influence on the outcome of the entire regatta. First, Big Apple and Smile are well behind their contemporaries, and thus correcting to positions apparently well down the fleet. Second, both will, it must be assumed, seek time compensation from the International Jury. This, of course, is perfectly legitimate and indeed normal in such circumstances. The Jury will, it must be no less assumed, give both boats some sort of time credit, depending on their navigation logs and the time they can show they spent out of the race. That time credit will be taken off their elapsed time, and their corrected time re-calculated. And on the outcome of all that could well depend the outcome of the entire regatta. Doug Taylor's Farr 40 Zamboni sat ashore at Alawai Marine after her spectacular T-boning by Glama! (Sydney 41, Seth Radow, USA), and Seth Radow has withdrawn Glama! herself from the series. The full extent of the damage to Zamboni, all but cut in half by Glama!, is now apparent, and although final decisions have yet to be taken it appears that the most likely course of action is for the boat to be shipped back to Carroll Marine, her builders, for the situation to be assessed. Seth Radow and the core of his Glama! crew had gone to Zamboni to offer what help they could, including working all night if necessary, to keep Doug Taylor and his crew racing, but once Zamboni was ashore it was only too apparent that the boat was beyond First Aid. (Subsequent dock talk has it that Zamboni will be declared a total loss by the insurance company.) Results cannot be finalised until, first, all boats have finished and, second, the International Jury has finished its deliberations over the time credits to be given to both Big Apple III (Farr 45, Hideo Matsuda, NZL) and Smile (Beneteau 40.7, Simon Whiston, AUS), for standing by other competitors who were in difficulties. While it is always dangerous to predict the outcome of a hearing before an International Jury (once described by the famous Irish sailor Harold Cudmore as 'rather like going for a day at the races') it would seem unlikely that any award of time credits to Smile would move her the eight places ahead of Big Apple necessary for the Australians still to win. IT HAS TO BE EMPHASISED THAT ALL THIS IS STILL SPECULATION. INFORMED SPECULATION, WE HOPE - BUT AS IS ALWAYS THE CASE IN THESE MATTERS THE OFFICAL RESULTS CANNOT AND WILL NOT BE ANOUNCED UNTIL AFTER THE JURY MEETING. ADDENDUM: The International Jury, currently hearing the Request for Redress of the New Zealand entry Big Apple III, has set the hearing time for Smile's request for redress at 0900 Wednesday 7th August. This means that there will be no final result until tomorrow. The situation remains that, taking into account the results of the first two of each team's yachts and ignoring the results of each team's third yacht, New Zealand is currently 24 points ahead of Australia. For Australia to overhaul New Zealand, their third team yacht must finish nine places ahead of the Kiwi third yacht. - Susan McKeag Event website: http://www.kenwoodcup.com CURMUDGEON'S OBSERVATIONS - It's been 12 years since I've done the Molokai Race, and the previous boat was 44-feet longer than the Areodyne 38 on which I made the trip yesterday. A couple of impressions quickly stood out. I found it interesting that without a word being said, everyone on deck at night was wearing a PFD. This was NOT a Kenwood Cup rule, just good seamanship that everyone onboard obviously understood. The Molokai Race started at 6:00 PM, so most of our 14-hour beat around Molokai to a buoy off Maui took place in the dark. Our whole crew spent the night on the rail, covered with layer after layer of saltwater spray as we pounded into 8-10 foot seas in 20-24 knot winds. We sailed all night with a blade jib and double-reefed main. It was quite obvious that Roger Martin had not placed a high priority on heavy air IMS windward performance when he drew this design. However, the return trip quickly showed what Martin was thinking about. With the same 20-24 knot wind behind us, and the same huge waves, our big A-sails took Matador's fun meter rather casually up to 12, 13, 14, 15 16, 17, and finally 18 knots as the 11,000 pound boat easily skipped from wave to wave. The boat was really alive, which made sleeping on this leg difficult too. The 75-mile return trip only took seven hours. Although we were pretty 'deep' at the top mark we were able to surf wildly past the Beneteau 40.7s in front of us to take the bullet at the Diamond Head finish line (although we did not correct out on the IMS-optimized Fruit Machine). For the curmudgeon, the Molokai Race was overall a positive experience, but one that I probably won't repeat in 2002. JUST LAUNCHED Gill have been the market leaders in boating boots for many years. Whilst performance marine clothing has developed in leaps and bounds over the years: boots had not until now! During the past two years Gill has worked closely with WL Gore to develop a completely new and revolutionary marine boot. Style 910 Features include: waterproof, breathable, and light weight. Cordura and Kevlar tough upper. Unique rear lacing system. Superman grip with wrap around 3D sole unit. Reflective strip near to the ankle support. No offshore sailor should leave home without a pair. For more information: http://www.gillna.com FOR THE RECORD Yvan Bourgnon (skipper), with crew members Gilles Andre, Franck Citeau, Julien Cressant, Yvan Ravussin & Jack Vincent on their 60ft trimaran Bayer en France have just added a page in sailing1s history books. Their record: 625.34 miles travelled in 24 hours, with an average speed of 26 knots! The previous record in the 60ft Multihull class was held by Laurent Bourgnon racing solo in the same boat, when he covered 540 miles in 1994. This record is just a fraction short of the overall record for the longest distance in 24-hrs, which is held by the 33.5m maxi catamaran Club Med, who covered 625.7 miles last June. Yvan's postcard from the edge this morning said it all: "When you know it1s your turn to climb up to the top of the windward hull and take the helm, already the adrenalin starts pumping. I'm going into battle: my heart is thumping 140 to the minute and I am constantly aware that anything could happen from one second to the next. I get into my ejector seat (the bolt which holds the mast is only 20cm) and the see-saw motion begins: my bum lifts off and cracks down on each wave we surf. I feel the boat accelerating: 24, 25, 26 knots..! I use every ounce of strength to grip onto the helm as the vibrations are pushing the limit now. 27 knots and that's it, no more! The helm gives up..the rudders ineffective, no hold left. But the boat is hungry for more: it increases speed still all by itself: 28, 29, 30 knots! My heart pounds as we virtually take off. - Mary Ambler Full story: http://www.transat2000.com/indexAn.asp LETTERS TO THE CURMUDGEON (leweck@earthlink.net) Letters selected to be printed are edited for clarity, space (250 words max) and to exclude unfounded speculation or personal attacks. This is not a chat room - you only get one letter per subject, so give it your best shot and don't whine if others disagree. -- From Jack Mallinckrodt - Tom Godfrey and others have recently commented that, to quote him "IMS rates disparate boats extremely well, but it and dynamic scoring are complex and technical." Alan McIlhenney's concept of Dynamic or "performance curve scoring", is largely responsible for that ability to rate disparate boats extremely well under wide variance of wind and course, but its complexity and inscrutability is still one of the major deterrents to further IMS growth, particularly at the club level. This is tragic because it has been known for at least eight years that there is simply no need for that complexity. In contrast, the Performance *LINE* Scoring system, PLS, incorporates exactly the same fundamental VPP based dynamic, wind sensitive handicapping concept, in a system providing a scoring user interface very nearly as simple as PHRF. The system has been used for IMS scoring in Southern California since 1992 and has been adopted by AMERICAP and ORC Club systems. The fact that PLS scoring is simple and that it has been incorporated in two simplified handicapping systems does not, however, imply any less accuracy. Used with the same VPP outputs, scores of races have been dual scored with both the (complex) IMS-PCS system, and (simple) IMS-PLS system with virtually no difference in placings. There is no reason other than bureaucratic and political inertia for IMS still being hamstrung by a complex inscrutable scoring system. -- From Bill Tyler - One more note on the state of IMS. Though I may be mistaken, I seem to remember one of the goals of IMS being an end to the arms race. Obviously, that has not happened - and probably never could as long as there are people who can afford to play the game. That being said, we shouldn't lose sight of the fact that the IMS rule has been largely responsible for a change in yacht design philosophy away from those IOR shapes that were often like hogs on ice off of the wind in big air; instead generating easily-driven hulls which don't drag half the ocean in their wake and are great sailing platforms. They are fun boats to sail. CREW OVERBOARD (No matter the size of the boat, when a crew goes overboard, it immediately becomes a life-threatening situation. Knowing how to react and what procedures work best can help you avoid tragedy and ensure the safety of everyone on board. Following is a brief excerpt from a new posting on the SailNet website in which John Rousmaniere discusses the subject.) Two good methods for turning back and making rescues under sail or power are the quick-stop and the reach-and-reach (also called the figure 8), shown in these drawings from the new edition of The Annapolis Book of Seamanship. The quick-stop works under sail or power and it's the method I prefer. What you do is tack the boat immediately and begin sailing tight circles around the swimmer with the sails trimmed flat. It's important not to ease the sheets or tack the jib-this is a crucial part of the maneuver. A backed jib quickens the turn and slows the boat, and a tight mainsheet keeps the boom from banging around and injuring crew members. You don't want to be distracted by sheets or the boom while concentrating on the rescue. Because the boat should make tight turns, the quick-stop may not work well in light winds or with heavy boats. But a boat can do a quick-stop maneuver even with its spinnaker flying. What you do in this case is head into the wind right away and then ease the spinnaker pole forward to the headstay and drop the chute rapidly. Most likely the kite will be wet, but it will also be doused. - John Rousmaniere, SailNet website. Full story: http://www.sailnet.com/ RACING RULES OF SAILING (Peter Isler argues that the racing rules of sailing should be revised less often to better serve the sport. Here's an excerpt from an article he wrote for the Quokka website.) I'm used to the rapid changing of rules for match racing, but it's not good for the sport. In match racing, frequent rule changes give advantages the "regulars" on the tour, enhancing the pecking order that makes it tough for good fleet sailors to break in. In fleet racing, rule changes cause downright mayhem. Any new rule gives the advantage to sea-lawyers - and those of us privileged with the time and energy to devise the tactical weapons that every new rule creates. For the vast majority of weekend warriors, changes to the rules are nothing but trouble, further undermining their chances of success. The clock is ticking, and early next year ISAF, US SAILING and many other national authorities will do what they do best and provide their members with a new rule book. On the cover it will say that they will be safe if consumed between April 2001 and March 2005, but only time will tell if this is true. The world of sailing suffered through the appearance of new rules in 1997. Today, the scars are healing and this kinder, gentler set of statutes is well established. Let us hope that the rule makers go easy on us and get back to tradition, providing only evolutionary tweaks every four years. - Peter Isler, for Quokka Sports Full story: http://sailing.quokka.com/expert/07/SLQ__0731_e_Isler_WFC.html FAVORITE PART I think my favorite part is the deep pockets. Sure, I like the great look of my Camet sailing shorts; and the fact that Supplex really dries quickly; and the way the Cordura seat patch stands up to course non-skid patterns. And Lord knows I love the 1/4-inch foam pads that can be inserted into the seat patch to eliminate fanny fatigue. But I still think I like the deep pockets best. They hold lots of stuff, but more importantly - nothing ever falls out. NEVER. Take a look for yourself - they come in four great colors (Red, Navy Blue, Khaki, Charcoal Grey): http:// www.camet.com CALENDAR OF MAJOR EVENTS * August 10, at 1 p.m. PDT: Buddy Melges will be on Quokka Sprts website for the fourth Vanguard/Quokka sailing team chat session. http://www.quokkasailing.com/ * August 12 & 13: Sailing Supply Orca Bowl Regatta, San DiegoYC: Etchells World Championship warmup. * August 13 - 16: US SAILING's Junior Olympic Sailing Festival and Massachusetts Bay Sailing Youth Regatta 2000, the Hingham YC. Club 420, Laser, Laser Radial, Optimist, and N-10 dinghies. http://www.hinghamyachtclub.com/Mass%20Bay%202000/Welcome.htm * September 2 & 4: 36th annual Mount Gay Rum/CBYRA Annapolis Race Week, The Chesapeake Bay Yacht Racing Association (CBYRA). More than 200 sailboats will compete on four different racecourses in the East Coast's largest annual sailing event. CODE RED PlayStation skipper Steve Fossett and meteorologist Bob Rice are now looking at longer term weather patterns for the TransAtlantic record after the current window was foiled by high pressure forecasts towards England. Unless there is a dramatic change in the medium term forecast, PlayStation will return to Newport to await better opportunities for departure. http://www.fossettchallenge.com/ OCEANS ACT On August 7, on Martha's Vineyard in Massachusetts, President Clinton signed bipartisan legislation establishing a new high-level commission to recommend policies to promote the protection and sustainable use of America's oceans and coastal resources. The Oceans Act of 2000 builds on the Administration's strong efforts to protect our nation's beaches and coasts, restore fisheries and marine mammals, strengthen coastal economies, and expand undersea exploration. The President also will call on Congress to fully fund his Lands Legacy budget for fiscal year 2001, which proposes record funding to protect our oceans and coasts. Full story: http://www.whitehouse.gov/library/hot_releases/August_7_2000_1.html THE CURMUDGEON'S CONUNDRUM Can atheists get insurance for acts of God? |
