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SCUTTLEBUTT No. 798 - April 19, 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.
THE PREZ SAYS Codes and Protests - The furore over the Eligibility Code again proves how ISAF and the MNA's do impact the average sailor. I have listened to all the Sea Lawyers within and outside ISAF. I believe all the Codes as written are good and necessary and they, like all ISAF Rules and Regulations, will evolve over the years. The problem is who has the right to assess the penalties under rules which disqualify a sailor from a race? Let me editorialise. Right of Way Rules: These are the ones most sailors really care about and that come under the jurisdiction of the local race organizer arbitrated by their Protest Committee. The specific Codes and the penalties assessed should be taken out of their hands. Advertising Code: This is between the sailor and their MNA with the various classes deciding the level. The arbitration panel is the class or MNA who can delegate within the guidelines set by the Code. ISAF has no say in these decisions except for the Olympic Classes and "Special Events". Medical Code: This is a very serious area of involvement by ISAF. The club, race organizer or MNA have really little involvement in this. ISAF has completely accepted and has signed an agreement with the World Anti-Doping Agency (WADA) and ISAF 100% accepts the regulations laid down for all sports by WADA including all testing. The expulsion of a sailor is totally done by this group and ISAF must enforce the ban on any sailor whom cheats using performance enhancing drugs from all aspects of the sport even down to the entry level. It should be noted that this is one of the reasons the Eligibility Code was made so inclusive and the ISAF Sailors Registration about to be launched is so important. ISAF must ensure that WADA only tests Elite Athletes and that the recreational competitive sailor who needs drugs for medical reasons are not unduly penalized in this necessary program. The arbitration panel for this area is definitely the responsibility of only ISAF and therefore the competitor at all levels should not be allowed to protest under this rule and the local protest committee should not be involved. Eligibility Code: This Code has many aspects to it and again is administered by ISAF and the relevant MNA. It is essential to ensure that if a sailor loses their eligibility that they cannot sail even in an entry level race. ISAF like all International Sports Federations has a structure of ISAF -> MNA's -> sailors. They must be members or the whole system collapses. What constitutes a member within the jurisdiction of the MNA rests totally with the MNA. - Paul Henderson, President, International Sailing Federation Full message: www.sailing.org
PROFESSIONAL SAILING Bourke, 40, comes to the illbruck Challenge from the Cruising Yacht Club of Australia in Sydney where he was the Chief Executive Officer. Prior to his post at the CYCA, Bourke was the 2000 Olympic Games Sailing Venue and Competition Manager, a four-year project that culminated with successful Olympic and Paralympic sailing events for the world's top sailors. A two-time representative to the Australian Olympic Sailing Team in the Flying Dutchman (1980) and Finn Class (1992), Bourke was a three-time consecutive Laser World Champion (1988-1990). In the America's Cup arena, Bourke has competed both as a Defender, with Kookaburra in 1987, and as a Challenger, as tactician with OneAustralia in 1995. - Jane Eagleson, www.illbruckChallenge.com
FOR SALE
AMERICA'S CUP
LETTERS TO THE CURMUDGEON * From Vince Brun: My daughter Anna was one of the lucky kids that participated on the 2001 CISA clinic (as a crew on the 420 fleet). It is very impressive to hear the coach list they had in hand with, current Laser Olympic Gold medalist Ben Ainslie, 470 Olympic silver medallist Bob Merrick, Mark Mendelblatt, Morgan Larson, Kevin Hall, 49er silver medallist Charlie McKee, Jon Rogers, Zack Leonard, and a few other big names on our sport. Just imagine what a great opportunity for any kid to be coached by the best sailors in the World. As a sailor and parent, I'm very grateful that CISA management had the wisdom to make such big investment. I cannot describe the enthusiasm and confidence level she achieved after this great event. My compliments to Tim Hogan and the CISA organization for a job well done. * From Tony Castro (In response to Chris Bouzaid and the IRC - edited to our 250-word limit): The grass is NOT greener next door. The IRC rule is not a measurement rule. It is a handicap rule of sorts that does not avoid "all the ensuing arguments, discussions and dissension". The IRC rule does a excellent job with coping with "low level racing" at Club Level. In recent years the IRC has been under extreme pressure from certain owners and campaigns that invested heavily in their boats design and preparation and caused all the usual problems. These people belong on a Grand Prix circuit but because they have been dissatisfied with the lack of a strong successful rule operating at the Grand Prix level their have filtered down to IRC. We need a cohesive global handicapping strategy that ensures a certain "World order". A system modelled on the IRC principle at the very low level (hopefully avoiding secrecy) and a mix of IMS/IOR/BoxRule at the high level, working together to allow migration to and from either end.... BUT applied properly worldwide, managed properly by professionals not amateurs and accountable so that they can be fired when they screw -up! The RORC bravely put together IRM to satisfy the above needs and IMS immediately replied with IMS Club. Frankly neither is satisfactory and ideally we should merge the best of the two systems into a new World Handicap System possibly under the ISAF umbrella but hopefully managed very differently from the ORC days. Having all these different systems fighting for supremacy is no good for anybody. * From Jerry Kaye (Re Jim Teeters' comments in 'butt #796): "People in glass houses..." We have yet to see a measurement rule that fairly includes a mixture of designs. The VPP used as a basis for Americap is based on IMS derived designs. Apparently, IOR-derived designs and others are not measured accurately and are, therefore unjustly penalized. Americap is an exclusionary rule that will, like PHRF, "fix" any errors. It's a complicated handicap system for those few who cannot accept a decision of their peers on a couple of seconds per mile. As for Mr Bouzard's comments ('butt #795) Perhaps the IRC can fairly rate in a class a Melges 24, an Hobie 33, a Catalina 42, a Cal 40 and an IOR One-Tonner in a 9-10 knot breeze as PHRF does. But why bother with an alien "rule" that guesses at a rating based on very limited input? Go racing and, if the results warrant it, appeal your rating to the local or Regional Board. So Cal PHRF Press Officer * From Ralph Taylor (edited to our 250-word limit): Using the "marketplace" approach to determine which handicap systems will prevail sounds like good sense to me. In that vein, I especially like the Golison approach to their regatta - score both ways, PHRF and Americap. It gives skippers a chance to see which they like. I suspect there will be niches for more than one system in widespread use. And that's not bad. Regarding Wind Forecasts - I sympathize with Messrs, Steinmetz and Hale. But, I think they've missed a recent change in distribution of weather information - it's been privatized. NOAA still collects and analyzes the data, but they can't distribute it themselves. That right has been sold to private-sector companies, who re-sell it (with some additional features) to others, especially the media. If the cable company were to try what the gentlemen suggest, the company would be stopped in their tracks. We'll probably never see the now commercialized weather forecasting system produce forecasts adequate for sailboat racing, due to economics. The standard forecasts will continue to focus on broad-scale patterns of interest to the majority of people, golfing prospects, tornado probabilities, etc. There is a small market for highly specialized services for campaigns with large budgets. But, not for the typical weekend or weekday races. Further, the problem is an unusual and complex one. The wind a sailor is interested in exists in a near-surface micro-climate, which our large-scale meteorology folks and equipment don't well deal with. * From Ed Drury: Jeff Johnstone missed the point of the creation of the IC-24 Class at the St. Thomas Yacht Club. It certainly was not to take anything away from the J-24 Class that has been so popular and competitive for the last 20 plus years. But rather we were attempting to start a one-design fleet for STYC and other Caribbean Yacht Clubs that was simple to sail, had a more user friendly cockpit, and would be more high performance than (for example) a Rhodes 19. We accomplished all of the above by having a Melges 24 style cockpit (where the crew sits inboard and doesn't hike), the main sheet is fixed with no traveler, and we only use the 100% jib. We had 11 races at Rolex and the boat was a blast to sail. If yacht clubs need to revitalize sail racing like we needed here, this could be the answer. We hope to have 10 sailing by the end of summer. * Bill Canfield - By converting these J24's we are not trying to hurt the class like the Melges has already done. We are simply trying to create a yacht for easy Club racing suitable for families, older sailers and high level "Opti kids" to compete. No travelers, no hiking, 100% jibs and spinakers are optional depending on conditions. This class may also work well for handicapped sailers. Mr Johnstone need not be concerned about J's original break through design. With 1200 J24's actively racing that leaves only 4000 boats to convert into IC 24's. * From Jack Spangler: Years ago I was invited aboard as J-24 crew maybe three times. Each time my feeling was what an awkward sailboat this seemed to be. All due respects to the Johnstones and obviously many fine later designs, but I never could understand the feel and behavior of a J-24 on the water. Anything of one design on the water, in sufficient quantity, can make for sailing competition. But why play in bathtubs when you can choose from livelier rockets. That nowadays wise men are sawing-up these J hulls and making them in to something else is testimony to the advancement of civilization. Now and then I revisit the little harbor where I grew up and look out on water chock-a-block with about a dozen different one-design classes, J-24's predominating yes, but I shake my head and wonder why this herd of baby-boomers doesn't wise up and simply go get a fleet of Sonars and have really great racing in a fine-feeling and -performing true sailboat. But then I'm one of that ancient clan who wondered why, when a new Olympic three-man boat was selected, the Soling was selected over the Etchells 22. It has taken all these years for the Soling finally to be dropped. "All hail" to Skip, and to Bruce. Why saw, when you can Sonar? * Rand Milton (Regarding Jesse Deupree and Bruce Nairn's comments tax-deductible nature of some America's Cup syndicates): While it does seem odd that most U.S. America's Cup Syndicates are set up as tax deductible entities, or piggy back on using the tax deductible status of existing charities for donations, it must be noted that a lot of good is done via this arrangement. While the bulk of the money is spent on the America's Cup campaign itself, a portion of the money is spent on programs that help to enhance our sport and bring attention to important issues such as education and the environment. The ill-fated Young America campaign had a wonderful program for high schools students whereby a curriculum was developed to teach students about the technology and scientific theories involved in developing racing boats. Nationwide competitions were created for students to build working model boats and the enthusiasm shown by both the teachers the thousands of students who participated in the program was outstanding. Also, a Young America Cup racing program was developed to teach aspiring racing sailors the all about match racing. In-depth seminars and numerous competitions were held. As a part of this exciting program, I truly felt that our campaign, as well as many of the other the U.S. syndicates, perform a very useful social function to help enhance and promote our sport. Without providing tax deductibility, these programs (and even some syndicates) would not exist. * From Sergey Leonidov: I think it is important to note that the last skipper of the Vendee Globe race, Pasquale de Gregorio on Open 50 Wind Communications, finished, after 158 days at sea. He deserves a praise for not giving up and bringing his boat home within the rules of the race, even though he has been plagued with mainsail problems since before the Cape Horn. It interesting to note that Tony Bullimore's crewed cat sailed around the world only 30 percent faster than this singlehanded skipper. * From Craig Fletcher: NOSA waves the eligibility requirement in 1.4 of the Newport to Ensenada notice of race . This is further evidence of the racing communities lack of knowledge on the rules. People it is time to thoroughly read the rules, notice of race and the sailing instructions. What NOSA does not wave are rules 51 and 52. These rules make the Sckock 40 and any boat with water ballast illegal in any race where these rules are not waved. From Chris Ericksen: While I am not a Judge, I believe the US Sailing prescription designating the penalty for not having crew who are not members of their national authority (either directly or indirectly) as a warning trumps whatever NOSA says. The NOR for the Newport to Ensenada Race was doubtless written (if not printed and distributed) before US Sailing reached a decision on this matter; furthermore, based on that decision, membership in the Scuttlebutt Sailing Club, while a signal honor, is now moot vis-a-vis the ISAF Eligibility Rule. From Dave Rustigian: The Item Ray Tostados is refering to is in the list of NOSA additional Equipment requirements and it is in reference to the need for Yacht Club membership to race in this race and in fact has nothing to do with the requirement for all crew members to belong to U.S. sailing as stated in the RRS 2001 -2004. The Ensenada Race is to be sailed under the RRS 1977-2000. Sorry to hamper your membership drive in the Scuttlebutt Sailing Club but it's not necessary for this year's edition of the Ensenada Derby.
MORE AMERICA'S CUP Peter Harrison commented: ""We now have the necessary training boats and equipment, our new models are being tested and we have sailing bases in the UK and New Zealand. The Design Team is complete, much of the Sailing Team is in place, our Meteorology Team is assembled, the sail loft is ready, the Shore Crew and Marketing Team have been recruited. We have administrative and marketing offices in the UK and New Zealand. I believe that we now have a challenge worthy of representing Great Britain for sport's oldest trophy and I look forward to the Design Team producing us a fast boat and the Sailing Team honing their match racing skills." The Sailing Team will start their programme tomorrow, with the two boat training sessions due to start in mid-May. - Mark Bullingham, www.gbrchallenge.com
IT'S OFFICIAL
PETER GOSS Nothing more has been heard of Team Philips, abandoned by Goss and his crew in the North Atlantic in heavy seas and gale force winds early in December 2000 while preparing for The Race. Despite two air searches after signals had been picked up from the boat's EPIRB, no trace of the boat was ever found. "We suspect she's still in one piece and will fetch up somewhere like Greenland," said Orr. Orr said he didn't know what Goss would do now. - Boat Magic website, www.boatmagic.com
SWMBO
STERN SCOOP Apparently the syndicate's Operations Manager, Bob 'Budha' Billingham and plus Donny Anderson and a number of members of the OR shore team are no longer with the syndicate. But most of the rumors center around the alleged departure of OR's helmsman, Chris Dickson. When asked for a comment, Oracle Racing syndicate head Bill Erkelens said, "Chris Dickson is still on the team. He was here at work today (Thursday) and all of the rumors are just rumors. I look forward to continuing my working relationship with Chris." BTW - Sail Expo is awesome. And the press conference with Ellen MacArthur was simply amazing. This modest and unspoiled young lady is without question the best thing that has happened to our sport in a long, long time!
THE CURMUDGEON'S COUNSEL |
