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SCUTTLEBUTT 3704 - Wednesday, October 24, 2012

Scuttlebutt 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.


Today's sponsors: IYRS and Pure Yachting.

By Chris Museler, NY Times
By the time Nathan Outteridge won a gold medal in sailing for Australia at
the London Olympics this summer at 26, he was already flying high as a
helmsman for Team Korea in the America's Cup World Series. When he
considered his options this fall, at least three teams were pursuing him,
with salary offers reportedly reaching seven figures.

Outteridge, who decided to join Artemis Racing last month, is a sailing
superstar. He has won world championships in several classes; this week, he
is aiming for another: the A-Class Catamaran World Championship in
Islamorada, Fla.

He has never before raced the A-Class catamaran, which is an ultralight,
single-person racing boat, but they are considered perfect cross-training
for an America's Cup helmsman because of their similarities with the two
classes of catamarans being raced in the Cup.

Outteridge is part of the cadre of 20-something skippers who are nipping at
the heels of the old guard in the America's Cup. Professional sailing once
had middle-aged, seasoned sailors as the top picks for Cup helmsmen. Now,
young, champion sailors in one of today's modern racing dinghies and
catamarans have what racing teams are looking for to win sailing's highest
profile event: faster decision-making skills.

The Artemis skipper Terry Hutchinson, 42, worked his way into the coveted
lead spot to cap a 20-year path, paying his dues selling sails, racing with
wealthy yacht owners and filling all the key roles in the afterguard of an
America's Cup racer.

But when the Cup defender, Larry Ellison, decided to change the racing from
big, relatively slow keelboats to wing-sailed catamarans, the younger
generation became valuable. Sailors like Outteridge and Peter Burling of
New Zealand, a 21-year-old silver medalist at the Olympics, have grown up
racing modern, ultrafast dinghies on short courses. Their background turns
out to be good experience for racing in the World Series, where courses are
right up against the shore.

The big question before the America's Cup finals next September is, what
will win: youth or experience? In a sport in which experience often
dominates, the new Cup format has many teams hedging their bets.

"We're all breaking new ground here," said Hutchison, whose Artemis A boat
finished three places ahead of Outteridge's B boat for Artemis at the World
Series event in San Francisco earlier this month. "The young, keen,
passionate thing can take you a long way. When the pressure's on, who
knows? That's the beauty of our sport. It's learned. There's a difference
for sure." -- Read on:

For five America's Cups from 1992 to 2007, teams competed in the
International America's Cup Class. This class has now been replaced by the
AC72, but it is doubtful that this catamaran will have as successful a run.
Of the 101 boats built, American teams had the most at 24 boats. Which
country was next?

Scuttlebutt readers heading to the Ft. Lauderdale International Boat Show
this week will see a wide range of watercraft - from small skiffs to luxury
superyachts. But one exhibitor will feature something beyond boats: IYRS
will head to Lauderdale to showcase the technology behind these watercraft
and the career opportunities that fuel the fleet's creation. IYRS's
six-month-long Marine Systems and Composites Technology programs begin in
March, and both programs have been a fast track into the job market for
many individuals - from military veterans to professional crews migrating
back to working on land. For more information:

Patrick Shaughnessy, President, Farr Yacht Design, discusses the one design
VO65 his firm designed which will be used in the 2014-15 edition of the
Volvo Ocean Race.
"One of the components, especially in the industry that we felt from the
previous (Volvo Ocean) Races, is some competition between various designers
and builders and suppliers and things like that, and as industry fans we've
lived this part of the race. That's not going to be present with one-design
boats as the designers and builders are obviously the same. Instead we'll
have much more focus on the teams and sailors, and ultimately that's the
side that the sponsors really value. Our side where we like it is of
questionable end-value to the sponsors. Instead what we will have will be a
people's race and by itself that's going to be really fantastic to watch.

"To win the next one-design Volvo Ocean Race what you're gonna have to do
is use the boat better than the other people.

"Conceptually, the new boat has a lot of similar features and is going to
be a very high performance offshore racing boat. What separates it a little
bit from the Volvo Open 70 is that it is trying to address the cost issue
associated with the hardware in the event so the boat is a little smaller
in many of its parameters are scaled to try to address cost. The hardware
when you reach the starting line represents a third of the technical budget
so the other two thirds of your technical budget we address with shared
spares and shared support schemes. The design itself, beyond those
conceptual things, tries to address a couple of key components and those
are safety and reliability. As we do all those things we're also trying to
make a boat a that is a little more manageable for less skilled teams so we
can combine these goals with the performance and costs and reliability and
try to address them all in one-design package that speaks to all those.

"People are going to see a lay-out of boat that makes it easier to move
sails around because of some of the grinder pedestal orientations, those
sorts of things, but the overwhelming impression will be of a top level
Grand Prix racing boat. So we tried to be pretty smart in how we address a
couple of key little things but at the same time produce an image of a boat
that's very forward thinking has a unique look in its stem profile, its
cabin shape and some of these things that'll make the boat we think a
little bit iconic in the industry. It'll be something that looks special,
and look special for a while and styling-wise it's advanced like that
enough to be quite keeping.

"When you come down the dock you're gonna see a boat that's really cool.
The stem shape has been styled to be emotional, forward looking and be
relevant for years to come so it's a boat that's exciting and modern and
it's gonna be iconic." -- Read on:

Following the IRC Congress meeting held in Windsor, London on October
13-14, the Minutes and the IRC 2013 Rule changes are now available on the
IRC website. Here are some excerpts from Minutes:

* The IRC Technical Committee has concerns that publishing more data will
enable designers to better 'optimise' boats and therefore does not intend
to generally increase the data publically available.

* It was reported that RORC had declined to get involved in the management
of HPR. Dan Nowlan reported that a relationship between RORC and HPR would
be welcomed and that it would be continue to be offered. No evidence has
been seen of any significant take-up in HPR to date. The Technical
Committee continues to monitor the development of HPR and agrees that it
might in due course serve as an appropriate rule for wholly race oriented
boats potentially relieving pressure on IRC in this respect.

* The Technical Committee remains unsure of the value of a World
Championship for IRC rated boats. The subject was also intertwined with
ISAF policy on World Championships. In practice nothing had changed in the
last 12 months and was unlikely to in the immediate future.

* Mike Urwin (IRC Technical Committee) made a presentation on behalf of the
RORC Rating Office to set the tone for discussions. Included within this
were the Technical Committee's concerns at the falling numbers of new
applications and new boats. Attention was also drawn to the survey aimed
primarily at non IRC users conducted by the RORC Rating Office and to the
primary findings of this. In initial discussion of this, it was noted that
in a number of cases, the presence of professional sailors competing in IRC
events was resented.

The direct link to the Minutes and the IRC 2013 Rule changes:

* US Sailing will hold its annual election for its Board of Directors, with
the voting period closing at midnight October 24. The nominating committee
has named three candidates to fill two slots on the Board. The nominees are
Charlie Arms, John Craig, and JJ Fetter. All current US Sailing adult and
family members are entitled to vote. Details here:

* Port Washington, NY (October 21, 2012) - The weather for the 34th Annual
Manhasset Bay Fall Series was atypical but the competition was not. Sunny
and warm conditions for all four days of racing were a bonus to the racers
(Oct 13-14, 20-21). IRC was topped by Steve and Heidi Benjamin's new
Carkeek HP 40 Spookie with finishes of (3)-2-1-2-3-1-1-3-1. Sundari, Barry
Gold & Scott Florio's Farr 400 beat out Adam Lorry's Custom 40 Soulmate in
PHRFA, while Joerg Esdorn / Duncan Hennes took top honors in the J/105. --
Full report:

* Islamorada, FL (October 23, 2012) - Racing was abandoned on day two the
2012 Ronstan A-Class Catamaran World Championship when winds of 22+ knots
prevailed. With conditions expected to worsen this week, racing has been
moved up to 9:00am start time on day three in hopes of getting races in
before conditions become un-sailable. Forecasts predict winds up to 30
knots later in the week. A minimum of five races are required for an
official World Championship. Racing continues through Friday with Saturday
as a reserve day. -- Current results:

* Organizers said Strictly Sail Long Beach, Southern California's only
all-sail boat show, attracted 4,369 people this weekend, an increase of 130
percent from last year when the event was known as the Long Beach Yacht &
Boat Show. Partnering with the American Sailing Association, US Sailing and
Blue Water Sailing magazine, organizers were able to broaden the scope of
the event, providing sailing enthusiasts with a rare opportunity to learn
from the industry's top pros. -- Soundings, full report:

For five America's Cups from 1992 to 2007, teams competed in the
International America's Cup Class. This class has now been replaced by the
AC72, but it is doubtful that this catamaran will have as successful a run.
Of the 101 boats built, American teams had the most at 24 boats, followed
by Italy (15) and New Zealand (13). Source:

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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.


* From Morgan Larson:
Regarding Michael Roth's letter in Scuttlebutt 3703, he's right, Waikiki
Yacht Club was the pioneer of deep water mark setting and they did great

In my early days of sailing the Kenwood Cup, the club used monofilament
line produced from a petroleum based product by a small company called
Exxon. It was tied to a couple cinder blocks made basically from sand,
gravel and water along with a few toxic chemicals called "add mixture".

The blocks were dumped over the side at the precise position of the mark
and lowered into thousands of feet of water until they hit the bottom and a
mark was tied on. The RC did their best to weaken the line at the bottom so
at the end of the day they could pull off the left over plastic line and
leave the block on the bottom; sometimes they just cut the line and left it
out there to decompose (imagine that).

The Yacht Club de Nice uses a similar technique but has developed a
properly biodegradable line. Still can you imagine the amount of stuff we
are leaving behind? As sailors and race organizers with today's technology,
can't we do better? The new AC doesn't set marks and it seems to be
working? Just saying...

* From Phil Lawrence, Extreme Sailing Series, Race Director:
Thanks to your correspondent Michael Roth for his kind offer of advice on
deep water mark laying (S'butt 3703), but my excellent local mark laying
team in Nice, France had no problem at all laying marks in 1,000ft of
water. Every day they laid and recovered a constellation of 15 race and
exclusion zone marks in deep water.

We did have a few minor issues within 75 metres of the shore where the
steeply shelving sea floor (it's 300m deep at 500m offshore) and the
building shore break would occasionally cause the anchoring bricks to
tumble down the bottom and the marks to move, but the mark setters were
able to replace them quickly, so we could keep the racing rolling.

Extreme Sailing Series courses are now more tightly packaged and closer to
the shore than ever to bring the action to the spectators (I run local
cadet racing over larger courses than I use for the Extreme 40s). It is a
testament to the skill of the crews that they are able to race in such a
confined space in very high speed 40ft Cats.

Contrary to some reports, the primary reason we cancelled racing on Day 1
in Nice was due to the sea state with the short 2 metre breaking waves
giving a risk of very high speed collisions and when these boats collide at
speed it's a big hit as evidenced in this video:

I loved sailing in the Kenwood Cup all those years ago, but I don't recall
racing in the Waikiki shore break!

* From Bill Lynn:
One of the benefits of being a part of Eastern YC in Marblehead is that,
three weeks ago, I (and a packed house of fellow EYC members) had the
pleasure of hearing Rich Wilson give a presentation on his Vendee Globe
adventure. Do yourself a favor and read the book, and if you ever get the
opportunity to hear Rich talk about his experience, DO NOT miss it. It's a
very cool story told by a pretty amazing guy

Rich's book, 'Race France To France: Leave Antarctica to Starboard', is
available at

* From James S. Leopold:
I enjoyed reading the piece in 'butt 3703 about the Vendee Globe and Rich

We were very fortunate to have Rich be the featured speaker at the Regatta
for Lake Champlain's Spring Ice Breaker in March 2010. Rich did a fantastic
job of speaking to our audience, and captivated the crowd. His story is one
of commitment, seamanship, perseverance, and incredible adventure. I highly
recommend Rich as a speaker to entertain, motivate, and inspire a group of
sailors, and even non sailors alike.

* From Angelo Lavranos:
Regarding Tim Zimmermann's piece in Scuttlebutt 3703 (Is SpeedDream Just a
Dream?), I too have seen this project being "floated" for some years now.
What Tim says is dead right. Fundamentally, multihulls provide a large
righting moment through having a very long righting arm, without adding ANY
ballast, while at the same time having the slimmest lowest drag hulls

SpeedDream designer Vladimir Murnikov has never explained how he can
achieve building a similar length monohull (with a ballast keel, tilting or
otherwise) at a similar (or less) weight to a multihull and at the same
time providing similar or better righting moments.

Without a righting moment, any boat will go "nowhere" (other than to fall
over and lie there quietly). For there to be a velocity interchange between
air and water, the rig has to remain upright against the wind. The stiffer
it is, the more thrust it can produce. Comparing the best oceanic
monohulls, say an Open 60, they weigh more than 8 tons with less than 3
tons ballast, and have a righting moment of 20,000 kg/m at around 20
degrees compared to an Orma 60 weighing 5 tons without any ballast and a
righting moment of 45,000 kg/m.

If we presume we make the Open 60 keel cant out to weather the way Murnikov
suggests, it would need to have a righting arm similar to the Orma 60 (say
an 8m+ arm) AND have maybe 4 tons of ballast sitting on the end to get a
similar righting moment. How can it be faster? Open 60 Virbac did 506 nm in
24 hr (two up), while best Orma 60 Banque Populair in 2007 managed 667 nm
in 24 hr = 30% faster. Even the VO70 Ericsson 4 only managed 603 nm in

* From Stu McNay, NYYC Team Extreme helm:
I am writing about the article on the US Team Racing Championship in
Scuttlebutt 3702. Our winning team name was listed as Team Extreme, but we
are also NYYC members (all helms and two of three crews) and we are called
NYYC Team Extreme. We would really appreciate it, if there could be a
correction that we hail from New York YC, because NYYC makes it possible
for us to continue to compete in team racing and we are proud to carry the
NYYC burgee.

COMMENT: The problem stemmed from an event requirement that team names must
include a yacht or sailing club name too. From the list of registrants, it
was clear there were teams that registered under a club name but their team
members (or at least helms) were not all members of that club. To avoid the
appearance that teams were comprised of club members, it was our decision
to remove club names to avoid confusion. However, NYYC Team Extreme appears
to be legit. - Craig Leweck, Scuttlebutt

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