Virgin Island Weather
March 30, 2010
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WHEN A DSQ BECOMES A DNF
March 30, 2010
WHEN A DSQ BECOMES A DNF
By Jos M Spijkerman, International Umpire/Judge
Summary of the Facts
Between the preparatory and starting signals, Ephesian on starboard tack and
Jupa on port tack approached each other head-to-head. Both boats were heavy
keelboats, 33 feet (10 m) long. Neither boat was aware of the other. The
bowmen on both boats, who normally would have been stationed by the
forestay, were handling their genoas, and no other crew members were keeping
a lookout. Ephesian was moving slowly with limited manoeuvrability. They
collided, causing serious damage to Jupa, who therefore retired. In the
resulting protest, Jupa was disqualified under rule 10 (opposite tacks), and
Ephesian was disqualified under rule 14 (avoiding contact). Ephesian
appealed, claiming that she could not have avoided Jupa by changing course
or speed.
Decision
Rule 14 begins ‘A boat shall avoid contact with another boat if reasonably
possible.’ This requirement means a boat must do everything that can
reasonably be expected of her in the prevailing conditions to avoid contact.
This includes keeping a good lookout, particularly in a crowded starting
line situation.
The protest committee concluded that if either boat had seen the other a
collision could have been avoided, even at the last minute, particularly if
Ephesian had hailed Jupa when it was clear that Jupa was not changing course
to keep clear. Until that moment, rule 14(a) allows a right-of-way boat to
delay acting to avoid contact. It follows that at that moment she must begin
to act in an effort to avoid contact. The word ‘act’ is not restricted to
changing course or speed. Hailing was an action that Ephesian could and
should have taken. Ephesian broke rule 14. Because the collision resulted in
damage, the protest committee’s decision to disqualify Ephesian was correct
(see rules 14(b) and 64.1(a)). Her appeal is therefore dismissed.
Clearly, Jupa broke rule 10. As a result of the serious damage she suffered
in the collision, she retired from the race and thus took the applicable
penalty (see rule 44.1(b)). Rule 64.1(b) prohibits penalizing her further.
The disqualification of Jupa is reversed and she is to be scored DNF.
Source: http://rrsstudy.blogspot.com/2010/03/pillowcase-of-week-9-107.html
Singles on Sailboats (SOS) Spring Training Presentation
March 14, 2010
Today I spoke to two groups of more than 50 folks at the Singles On Sailboats Spring Training. This is the third year that I have done this program and I really enjoy doing it every spring. I get to try out some new things and the feedback is great!
Here is a slide show of the material presented. I will be doing voiced over slide shows of the segments this week, so stay tuned!
Gate Marks – Rule 18.4 – Which Way Do We Go?
March 13, 2010
Editors note: Weekly I receive quite a few queries about rules, sail trim, strategy and tactics. I am making an effort to share those questions with everyone who reads this blog. So if you have a question you want addressed please send it in. I’ll answer in email and then edit your question (with your permission of course) for the blog. Here is an example of one I got today, that even came with it’s own diagram. I love this stuff!
On the attachment. A windward leeward course with a leeward gate. Does the starboard tack boat (which will round the starboard mark of the gate) have rights over all port tack boats (rounding the port mark) even in their 3 boat circle? If so, why would anyone round the port mark in traffic unless that side of the course was heavily favored?
Thanks in advance.
Thanks for the note. I hope you feel comfortable sending these sorts of questions anytime. As I think I mentioned in the BVI its my pledge to anyone who suffers through a course, lecture or bar napkin discussion (let alone a week of cohabitation) to be “tech support.”
A windward leeward course with a leeward gate. Does the starboard tack boat (which will round the starboard mark of the gate) have rights over all port tack boats (rounding the port mark) even in their 3 boat circle?
So the situation you’ve outlined has become fairly common with the increased use of gates for leeward marks. Because of this, the rule writers made changes in the most recent iteration of the rules to deal with this specific situation. It is important to point out that part of the challenge of these sorts of situations actually rests on the shoulders of Race Committee’s which SHOULD place gate marks far enough apart so that each ZONE (commonly thought of as the three boat length circle) is independent of the other. Of course, that doesn’t happen that often – especially in mixed size fleets.
So something that is important to remember is that even when boats are approaching a mark or are in the zone, rule 10 (Opposite Tacks) is still in effect. Take the mark away, and the port boat in your situation would have to keep clear. So when we add the MARK and ZONE the next question must be asked – IS THERE AN OVERLAP and if so WHO IS INSIDE?
In your case, the Starboard tack boat is INSIDE OVERLAPPED with the port tack boat. So Port tack must keep clear of starboard.
Now, in the event this was a single mark leeward rounding (aka no gate) then the Starboard tack boat would be LIMITED in how far she could sail from the mark before she gybed and went around. According to rule 18.4 she would have to gybe when it was her PROPER COURSE to do so. NOTE: Proper course has a definition, which is course a boat would sail to finish as soon as possible in the absence of the other boat being referred to in the rule. So that means in this case – when she would gybe if port wasn’t there.
BUT! Because this is a GATE, Rule 18.4 does not apply and starboard is free to sail to either gate, gybe when she please, etc.
If so, why would anyone round the port mark in traffic unless that side of the course was heavily favored?
You’ve answered your own question. If the port mark (looking downwind) was; more upwind, leads to the favored side of the course or strategic advantage, you were sure the starboard boat was headed to the other gate and you wanted/needed to split from them or that gate mark was less crowded, then you would likely make for that mark. The rule doesn’t force either boat to make a choice of marks, it just makes clear which boats must give MARK ROOM and/or KEEP CLEAR.
The tactical, and therefore rules, game is played in the future. You must be able to anticipate what will happen and what your rights and obligations will be at that moment. As I mentioned at the beginning of this note, this happens often at crowded GATE MARK roundings. It is worth spending time learning how to SLOW DOWN at marks in order to maintain as many options as possible. In this case, if port really wanted the (looking downwind) left hand gate, they should have slowed down (taken the kite down early, over trimmed their sails, steered erratically) and gone astern of Starboard.
Keep those questions coming!
Garbage Island – Part 2
March 10, 2010
Teamwork Featured in Spinsheet Magazine
March 7, 2010
This winter I sailed the Fort Lauderdale to Key West Race with the J122 Teamwork . We were fortunate to win the event. Below is an article from Spinsheet Magazine about the race and our early morning efforts to help another competitor who was in distress. Thanks to Molly Winans and the whole Spinsheet crew for another great article.
15 Minutes of Fame – Kristen Berry in GQ Magazine
March 2, 2010
Well, it proves yet again that it is better to be lucky than good. My work with the Ocean Conservation Yacht Club and Oceana helped me to be the 2009 GQ Gentleman’s Ball honoree for conservation, and this month they have featured some pictures from the dinner. Pick up an issue (if you can find one, since my mother is buying them up like crazy) or check out the page below. Thanks!
Important Video – NOTE! Some Adult Language
March 1, 2010
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