Rules Question: What is a Mark?
July 25, 2009
Some Thursday night sailors in the Annapolis area seem to be struggling with what is and isn’t a mark, what they have to do if they hit a mark and what they should do if they are compelled by another boat to hit a mark.
For that matter, some Thursday night sailors in Annapolis seem to be lacking the basic respect that we all owe race committees. It is wrong and we should all remember that the RC is volunteer, hard working and capable of making our lives more difficult. A little deference and appreciation makes for better races. I hope we all remember that, and when I forget it – remind me too.
This past Thursday night there was some confusion over what is and isn’t a mark – or part of the mark. Is the anchor line (rode) that holds the mark, or committee boat down a part of the mark? And when you it the mark what should you do? What if the Race Committee (RC) sees you hit the mark, can they protest you? IF you are forced into the mark by another boat – what then?
So, first let’s get clear on what a mark is. As usual, the rule writers have made this crystal clear for us. Turn to the DEFINITIONS section of your ISAF rules or US Sailing (BLUE) Rules Book and you will find the definition of what is a mark.
It goes like this:
Mark An object the sailing instructions require a boat to leave on a specified side, and a race committee boat surrounded by navigable water from which the starting or finishing line extends. An anchor line or an object attached temporarily or accidentally to a mark is not part of it.
OK, that’s pretty clear. In other words it is the mark. Not the anchor rode. It should be pointed out though that the Sailing Instructions can declare a limiting ball attached to the committee boat to be part of the mark. As usual it pays to read, re-read, and carry a laminated copy of the sailing instructions with you.
Now if you hit a mark, what should you do? Well the rules are pretty clear on this too. If you hit a mark, you get clear of the competition and do a one turn (that’s one tack and one gybe in the same direction) penalty. Easy cheesy. Practice your turns and it ain’t no thang but a chicken wing.
Here is the real rule:
31 TOUCHING A MARK
While racing, a boat shall not touch a starting mark before starting, a mark that begins, bounds or ends the leg of the course on which she is sailing, or a finishing mark after finishing.
OK, so touching a MARK (see definition above) is against the rules. Now what?
44.1 Taking a Penalty
A boat may take a Two-Turns Penalty when she may have broken a rule of Part 2 while racing or a One-Turn Penalty when she may have broken rule 31. Sailing instructions may specify the use of the Scoring Penalty or some other penalty. However,
(a) when a boat may have broken a rule of Part 2 and rule 31 in the same incident she need not take the penalty for breaking rule 31;
(b) if the boat caused injury or serious damage or gained a significant advantage in the race or series by her breach her penalty shall be to retire.
But what happens if you are compelled to hit a mark by another boat not giving your room or mark room? What then?
Well if you are forced into the mark by a boat that owes you room or mark room then you MUST protest that other boat – and hope to god they agree that they forced you into the mark. If the offending boat takes their penalty on the water or you win the protest you will be exonerated for hitting the mark. IF you win the protest. Most protests are 50/50 chances. So, I’d recommend you do your turn for hitting the mark and protest the other boat for forcing you into the mark, because if you loose the protest and didn’t turn then you will be tossed for breaking Rule 31 – Hitting a Mark. The turn is simply insurance. Cheap insurance.
An important thing to point out here is that not only can your fellow competitiors claim that you hit the mark, but so can the race committee. If the mark boat see’s you hit the mark – then can protest you. They don’t have to fly a flag, hail protest or do anything else. IF they do come over and say that they think you hit the mark… well, I’d spin. But if you really don’t think you did – then I’d start gathering evidence and witnesses to back you up. The RC is generally a neutral party – so if they say you hit something… I bet you did.
Good luck and good racing.
Rule Question – Windward v Leeward
July 23, 2009
Facts Presented
Boat A (GREEN) is close-hauled on starboard tack on the layline for the windward mark, but more than 6-7 boat lengths from the mark. Boat B (RED) is completely behind and to leeward but sailing a higher close-hauled course. Boat B is sailing much faster than Boat A and makes contact with Boat A’s port quarter. Boat B (RED) calls protest as Boat A (GREEN) luffs up.
What rules apply?
Who was at fault?
Windward/Leeward Situation
Analysis
Based on the facts presented this case is fairly simple. But as with most rules scenarios there is of course some wiggle room – and if I were the protest committee I would want a bit more information.
Rules Question – Room to tack at an obstruction
July 23, 2009
Facts presented
Winds: 5-7 knots
Seas: calm
Boat speed at time of incident: approximately 4.5 knots
After rounding a leeward mark, two boats are close hauled, on an upwind leg to the finish. They are both on starboard tack. Boat A (BLUE) is a little less than one boat length to leeward and slightly ahead (about 1/2 to 1 boat length) of Boat B (YELLOW).
Boat A (Blue), reading 3.5 ft on the depth sounder, calls out “It is getting shallow, we are going to need to tack soon.” Boat B (Yellow) responds, “TACK, YOU HAVE ROOM TO TACK!”
Approximately 10 seconds later, Boat A calls out “Water. Room to tack.” Boat B again responds, “Tack, you have room to tack.”
Boat A begins to tack but it becomes clear that she will not be able to avoid B. She then bears off to create more room between the two boats and then tacks, sharply maneuvering to clear B’s stern (approximately 170 degrees from her starboard tack course—parallel but in the opposite direction of A, about five feet to leeward).
Boat A hailed protest and hoisted a protest flag.
In the protest hearing, Boat A cited rule 20.1, arguing that Boat B was required to provide A sufficient room to tack onto port to avoid the obstruction. As it turned out, A said she was faced with either running aground (which B did, just after A tacked) or a very risky tack/duck in which she was forced to fall off about 90 degrees from her proper port tack, and virtually stall the boat to allow B to clear).
Boat B argued that since A was able to tack and avoid B, there was no foul.
There were no witnesses to provide further information to the protest committee.
Room To Tack Scenario
Analysis
Boat A (Blue), reading 3.5 ft on the depth sounder, calls out “It is getting shallow, we are going to need to tack soon.” Boat B (Yellow) responds, “TACK, YOU HAVE ROOM TO TACK!”
I would argue that this was not yet a hail for room to tack, but rather the beginning of a good conversation. At this point the leeward boat would have done her self a favor to explain Rule 20.1, head up sharply to make sure that the windward boat would have to tack with her, or head down to give herself a better lane to tack to.
Approximately 10 seconds later, Boat A calls out “Water. Room to tack.” Boat B again responds, “Tack, you have room to tack.”
Note, the term “water” has been taken out of the rules. “Room to tack” is the proper hail.
At this point, the rules make it clear that the boat that hailed must take her tack (assuming she can safely do so). She can’t wait until the puff comes or what have you. The boat that responded “TACK” must keep clear of leeward, while the leeward boat tacks.
Boat A begins to tack but it becomes clear that she will not be able to avoid B. She then bears off to create more room between the two boats and then tacks, sharply maneuvering to clear B’s stern (approximately 170 degrees from her starboard tack course—parallel but in the opposite direction of A, about five feet to leeward).
In my opinion that at this point boat B breaks 20.1. A did not think that B was keeping clear, and she avoided contact (Rule 14 NEVER turns off).
Then at at the second tack, it gets a little more difficult (and here a witness would be VERY helpful). Boat A tacks, and then makes a big maneuver and avoids the other boat. The fact that she made it, leaves me to believe that she was able to tack, and then able to keep clear. So B did not break rule 20.1 – which only says that the Windward boat give the other boat the ROOM to tack and avoid. ISAF Case 35 is fairly specific about this exact situation.
Boat A hailed protest and hoisted a protest flag.
Good! The first questions a race committee will ask is whether or not “Protest” was hailed, and whether or not a protest flag was flown (assuming you are on a boat longer than 20 feet). More of us need to do this.
In the protest hearing, Boat A cited rule 20.1, arguing that Boat B was required to provide A sufficient room to tack onto port to avoid the obstruction. As it turned out, A said she was faced with either running aground (which B did, just after A tacked) or a very risky tack/duck in which she was forced to fall off about 90 degrees from her proper port tack, and virtually stall the boat to allow B to clear).
Boat B argued that since A was able to tack and avoid B, there was no foul.
There were no witnesses to provide further information to the protest committee.
Well, I think the protest committee would be inclined to allow A’s protest.
First regarding the obstruction, the leeward boat basically needs to feel a legitimate threat from the shoal in order to call for room to tack. Running aground is NEVER seamanlike, and if her depth gauge read 3.5 feet – then that is evidence that would be submitted and heavily considered.
She also did the prudent thing to avoid contact when she didn’t think she could tack and clear B in her first attempt to tack.
She hailed protest, flew her flag. Assuming she properly filed a protest form and followed other rules stated in the Sailing Instructions, then she is likely to win.
BUT! I don’t think her case is as strong in her belief that she was fouled under rule 20.1 in the second instance. Because she was able to complete her tack, and then immediately (albeit abruptly) bare away to keep clear, neither boat broke a rule. ISAF Case 35 talks to this.
CASE 35
When a boat is hailed for room to tack at an obstruction and replies ‘You tack’, and the hailing boat is then able to tack and avoid the hailed boat, the hailed boat has complied with rule 20.1(b).
Remember the term ROOM is self expanding. It depends on existing conditions. As stated in the facts found the wind was 5-7 knots – in other words pretty benign.
Conversations on the dock following the race lead to additional questions:
What establishes an obstruction?
In the case of shallows, how can you in fact prove that you needed to tack?
What is considered “enough room to tack”?
These are rules situations that happen regularly on the Potomac river and anywhere there are lots of obstructions. With shallow river banks on either side of the navigable water, and plenty of other obstructions I can imagine that knowing what the rule book says about these things is important to success on the river.
Without reading the rule book, you can imagine that the rules don’t give you the right to pin someone into a wall, rock, dock or mud bank.
Specifically to the facts that were presented, the blue boat (A) hailed for room to tack. If you skim through our rule book you will find a rule in Part 2 (Rule 20) which is titled ROOM TO TACK AT AN OBSTRUCTION. As with all the rules the situation in which this rule comes into play is described (section 20.1). In the situation submitted it appears as though both boats are close hauled, and they are headed for an obstruction (shoal area). So the first two prerequisites have been met – They are close hauled (Or above) and are headed towards an obstruction (see definition).
I think Boat A (Blue) should have started this conversation well in advance of the situation. Not only with the other boat, but with her own crew. Why leave your fate to the rules understanding (or tactical consideration) of the other boat.
Rule 20.1 (a) states that the hailing boat shall give the hailed boat time to respond – so starting the conversation early, even before the actual hail is made is helpful.
But there is more to that early conversation than just what is required in the rules. Finding out what the other boat is hoping to do will help you make your decisions. For instance, if A had said, “Hey B…um, it is getting pretty shallow up there. You planning on tacking soon?” If B responded no, then A can make a quick course change, tack and sail on her merry way. B is not required to respond until both boats are on a close hauled course and the leeward boat calls for room to tack – but it wouldn’t hurt to talk it out.
In the case of the follow up questions an obstruction is clearly defined in the rule book. It is written as:
Obstruction An object that a boat could not pass without changing course substantially, if she were sailing directly towards it and one of her hull lengths from it. An object that can be safely passed on only one side and an area so designated by the sailing instructions are also obstructions. However, a boat racing is not an obstruction to other boats unless they are required to keep clear of her, give her room or mark-room or, if rule 22 applies, avoid her. A vessel under way, including a boat racing, is never a continuing obstruction.
Now it should be pointed out that the obstruction is an obstruction regardless of whether or not you have to actually make the substantial course change or not. If you were pointed towards the middle of a long dock it would clearly be an obstruction Just because you are pointed towards the end of the dock doesn’t mean it stops being an obstruction. Shoals and shallows are obstructions (and in most cases continuing obstructions). Aids to Navigation (ATONS) are probably not.
Enough room to tack I think is also clearly defined in the rules if you look at the definition of ROOM. Room is defined as: The space a boat needs in the existing conditions while maneuvering promptly in a seamanlike way.
Additional thoughts:
Use strategy over right of way. The right of way is a shield not a sword.
In retrospect, I think that if B had tacked when A called for ROOM TO TACK, she would have avoided grounding and would have maintained her safe leeward position.
Similarly, if A had headed down in order to create some space, or tacked slowly enough to clear B, she would have tacked into free air, while A headed to the obstruction and eventually went aground.
A should have been aware that her choices were not “run aground or run the risk of hitting B in a tack”. Slowing down—even stopping her forward progress was also an option.
How close is too close?
From strictly a rules standpoint, if you don’t hit, then generally you weren’t too close – but there are other considerations I think.
Safety is the first rule – so too close is when it stops being safe. The rules are designed to be self expanding since the conditions we sail in change what most sailors would consider “too close”. Other factors include the distance between the boats, speed and size, angles at which they are converging, visibility between the boats, the amount of course change necessary, necessary boat handling, etc.
To give you an idea, in the America’s Cup a windward boat was generally considered to be keeping clear so long as she remained at least one meter away. Those were 25 meters long. So if we translated that to a 24 foot boat that would be 1 foot. Nervous yet?
In the actual rules the closest we get to a definition is in Rule 16 when the windward boat must keep clear, and that is defined by the leeward boat being able to change directions in BOTH directions without immediately making contact.
Again, the Rules are written in such a way that the prudent sailor should get some protection. The shrinking violet maybe not so much. Case 50 says:
CASE 50
When a protest committee finds that in a port-starboard incident S did not change course and that there was not a genuine and reasonable apprehension of collision on the part of S, it should dismiss her protest. When the committee finds that S did change course and that there was reasonable doubt that P could have crossed ahead of S if S had not changed course, then P should be disqualified.
So “REASONABLE DOUBT” becomes a pretty good thing – if you don’t think they were going to make it, (Or in this case the leeward boat was going to be able to pull off the tack) then bail out and protest.
The term seamanlike is used, but not defined, in the rules. But the rule makers and protest officials usually look to see if the maneuver was safe in the given conditions. This becomes a very subjective matter – especially because the rules don’t take into account different levels of ability. Seamanlike is based on (According to Appeal 77) “what can be expected from a crew with average experience”
As I have written many times the tactical game, of which the rules are a part, is played in the future. Great sailors are playing out what will happen “when boats meet” well in advance and have a plan for keeping their boat moving at top speed towards the next make.
Because of this, I am often puzzled by protests. If two boats are headed in different directions (port v starboard for instance) then they must have a reason for going that way. Why wouldn’t they want to continue along unobstructed by another boat. You often see the best sailors wave port tack boats across their bow, not because they are magnanimous, but because they are headed the right way, and are happy to see their competition going the other direction. Too many sailors use their right of way as sword, when in fact it should be a shield.
So when should you hail, what should you say, and who should say it?
When…
YOU MUST SAIL SAFELY! So if you are unclear whether the other boat sees you. Hail.
I have to chuckle when, while making eye contact with a starboard tack skipper, they scream STARBOARD! I see you, you see me seeing you, there’s no need to shout. I also chuckle when I see starboard tack boats, that can’t see any of port tack boats crew not say a word. It is those times that hailing makes good sense, because it is likely that the port tack boat hasn’t seen the starboard tack boat.
At mark rounding it is also a good idea to talk through what is going to happen in a few boat lengths. The leeward mark is no place for surprises.
Regardless of whether you are on starboard or port, windward or leeward, clear ahead or behind – you must have 360 degree of awareness. You must have a lookout. Being on starboard does not allow you to blindly bowl across the course. In the case of racing on the Potomac River, there is so little useable water, having someone watching out all the time is absolutely necessary to preventing fouls, or worse.
Not having a lookout, or not seeing another boat is evidence that can be used against you in a protest hearing.
What…
From a rules perspective there are very few required hails. You are required to hail when you are protesting. You are required to hail when you need room to tack at an obstruction or continuing obstruction. And I think you should be required to hail when safety suggests you should.
The language that should be used is clear, concise and consistent with the rule book. Cursing has no part of on the water communication. Neither does sarcasm or inflammatory statements.
Who…
I would suggest that the language be courteous and used only to inform or respond or to prevent dangerous situations. As well, boat to boat conversations should be handled by one person onboard. The rest of the crew should be focused on keeping the boat going fast.
I hope this has been helpful and I look forward to the conversation.
Thick as a brick
July 14, 2009
Training update!
Today I did my second brick workout. According to the training website this should have occurred about week 16 of training. Let’s just for the sake of conversation say that I have not been training for 16 weeks. Anyway – did it. Loved it. Felt pretty good.
Today was a ride/run brick. Oh yeah, “What the heck is a brick?” Well besides what I feel like, it is a workout that consists of doing two of the three disciplines back to back in the same workout. So today I rode (1 hour about 18 miles) and then ran 40 minutes (don’t ask… it wasn’t fast).
I get by with a little help from my friends
July 14, 2009
Hey there! Happy Summer. I hope this note finds you tan, happy and well. I have found a few days of catch up time, so I apologize for the several blog blasts that I will be sending along in the next few days – but I might as well get it all out there.
I thought I’d start with a little appeal first as the news about summer sailing in Nova Scotia, racing events in Key West, and the rest might overshadow my little request.
As you probably already know (I never shut up about it) I am the commodore of the Ocean Conservation Yacht Club. The OCYC (rolls off the tongue doesn’t it?) is a partnership with Oceana – the biggest baddest Ocean Conservation group in the world, and me. The goal is simply to engage more sailors with the truth about the health of our oceans and what sailors (or anyone for that matter) can do about it.
OK, so start with that. Now jump ahead (Tarrentino style) to Sunday July 26th. I will be running the New York City Triathlon as part of the Oceana/OCYC/Nautica Team. Swim the Hudson. Bike the West Side Highway. Run Central Park. Now you might ask out loud – I didn’t think kb was a triathlete. And compared to the competition, I might not be. But I’m swimming and biking and running and finishing this one. And I’m going to do it faster than the last one (Chicago) that I did more or less off the couch.
OK, now come on back to today. Come on back. Never one to let an opportunity slide by, I am raising some funds for ocean conservation via this event. Oceana has helped me to set up a really slick website so that kind, giving, ocean loving folks like you can make a tax deductible charitable donation to the cause. The funds I raise go directly to help protect species, improve fish stocks, reduce pollution, and fight bad guys.
Here is the link to my Oceana Fundraising Page. As you will see when you check it out, someone already made a $100 dollar contribution. I am only asking for $10 at a time – but there’s nothing stopping you from giving more. Thanks in advance for your support. If everyone gave just $10 I would make my goal of $1000.00 a reality. So please check it out, give a little, and I’ll keep you posted on how it goes.
Keep you eyes on the Gale Force and OCYC blogs. I’ll be squawking about my training and the event between now and the 26th!
Thanks, I look forward to catching up with you soon –
kb
OCEANA CAMPAIGNS TO PROTECT AND RESTORE THE WORLD’S OCEANS.
Our team of marine scientists, economists, lawyers and advocates win specific and concrete policy changes to reduce pollution and to prevent the irreversible collapse of fish populations, marine mammals and other sea life. Global in scope, Oceana has campaigners based in North America (Washington, DC; Juneau and Anchorage, AK; Portland, OR; Monterey, CA; St. Petersburg, FL; Boston, MA; New York City, NY), Europe (Madrid, Spain; Brussels, Belgium) and South America (Santiago, Chile). More than 300,000 members and e-activists in over 150 countries have already joined Oceana.
Oceana’s major campaigns and projects include dirty fishing, destructive trawling, sharks, seafood contamination, sea turtles, fishing subsidies, and global warming.
The dirty fishing campaign works to stop wasteful bycatch, which is the massive quantity of fish and other ocean life that is thrown back, dead or dying, by commercial fisheries. In a nutshell, Oceana’s approach to the problem is the three C’s: Count, Cap, and Control. We are calling on the federal government to address dirty fishing as is required under existing law and immediately implement these three critical measures to end wasteful fishing practices.
The destructive trawling campaign works with scientists, lawyers, commercial and recreational fishermen, U.S. ocean policy managers at the regional and federal levels, the White House, U.S. Congressional members, state public officials, and other interested private organizations to protect deep sea coral communities and other critical ocean environment from destructive fishing gear including bottom trawlers and dredgers.
The sharks campaign is working worldwide to protect sharks, increase awareness on the need for shark conservation, and promote international cooperation on these highly migratory animals. To protect sharks in U.S. waters, Oceana is pushing for better management of shark fisheries, encouraging the government to address shark bycatch problems, and reducing the demand for shark products, such as squalene. In South America, Oceana is pressing for a shark finning ban in Chile, and in Europe, we are working as part of the Shark Alliance to close loopholes in European policy regarding shark finning.
The seafood contamination campaign works to protect children, adults and marine life from mercury poisoning. Our campaign targets grocery stores and chlorine plants. Our campaigners call on the major grocery chains to post warning signs in the stores where the fish of concern are sold, and working to phase out mercury-emitting chlorine production in the United States.
The sea turtles campaign works to protect sea turtles from commercial fishing gear, including dredges, gillnets, longlines and trawls, which are the greatest threat to sea turtles. We have also petitioned the U.S. Department of Commerce and the U.S. Department of the Interior to uplist the loggerhead sea turtle population from “threatened” to “endangered” under the Endangered Species Act.
The fishing subsidies campaign works to curb overfishing by stopping global fishing subsidies, in which governments essentially pay fishermen to overfish. Working with the World Trade Organization, our campaigners are working to “cut the bait.”
The climate change project works on Capitol Hill, advocating for reduced greenhouse gas emissions, the planning and mitigation of the effects of climate change on our oceans, and funding for climate change research, including research on ocean acidification.
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Greetings From Chester, Nova Scotia
July 7, 2009
Chester Taxi
Well it has been far too long since I last posted. I have been running around chasing all manner of new opportunities and have (not that this is particularly new) neglected this site and this blog.
I am in Chester, Nova Scotia. A sailors’ paradise. The Canadian Maritime Provinces are one of the most beautiful places on earth, and the little harbor that I am sailing in here is unparalleled. On top of all that there are great sailors and kind people, a great sailing heritage, a warm and open yacht club, and a class of little one design sailboats that are more fun than just about anything I have ever sailed. If I sound smitten – it is because I am.
I am here providing private coaching for sailing fundamentals and racing clients who race Bluenoses, International One Designs (IOD’s), and other vessels. I am putting on several sail trim and balance, strategy and tactics, and racing rules lectures for the Chester Yacht Club and others.
I am also training for the New York City Triathlon that I am doing on behalf of Oceana and the Ocean Conservation Yacht Club. I am trying to raise awareness and funding for ocean conservation and encourage you to go to my Oceana fundraising site to make a tax deductible charitable donation.
The Nautica New York City Triathlon is so unique. It’s thrilling to think that I’ll be swimming in the Hudson River, biking on the West Side Highway and then making a dash for the finish line through Central Park. What’s just as exciting is the work Oceana is doing to help protect the world’s oceans. As the largest international NGO working exclusively on ocean issues, Oceana’s advocates, lawyers and scientists are spread out around the world, working towards the conservation and recovery of this amazing BLUE planet. I hope that you will support me in this cause and help me reach my fundraising goal.
My swim training pool
There are lots of great things on the Gale Force Sailing calendar. Private coaching, racing events, clinics and more. If you are looking do some sailing onboard your boat, learn new skills, or would like to schedule a clinic for your fleet or you club please don’t hesiate to contact me. I am always available via cell phone and email. Yes, even when I am in special places like Nova Scotia.
Speaking of which, I still have a few open days on the calendar up here. If you are interested in getting away from the heat and the hassle, let me know. I’ve got a room at the world’s best B & B and a georgeous little wooden sailboat just waiting for you. If racing is your thing, then get up here for the oldest regatta in North America, Chester Race Week. As always if there is anything Gale Force Sailing can do for you and your sailing goals. Please let me know. Until next time (which will be sooner than later since I found internet access) – Fair winds and good sailing!
About me
I am the owner of Gale Force Sailing and write about all things related to coaching, instruction and team building. contact me>>
