Saturday AM Thoughts About Chester Race Week
August 18, 2009
Tim Wilkes Shows What Chester Race Week Is All About
August 17, 2009
Tim Wilkes and his team are a great addition to any regatta. They really know how to capture the action on the race course and the images they produce are top flight. If you are interested in seeing some of the shots from last week’s Chester Race Week, check out the gallery of images from the boat I was coaching – Pea Green. We even made the list of one of Tim’s favorites!
Great shots Tim! Although, with a boat like Pea Green, it doesn’t take too much to make her look so awesome!
Here is a fine little video piece with Tim explaining what he and his team do, and how they feel about Chester Race Week.
Friday AM at Chester Race Week 2009
August 15, 2009
And you learn something new everyday…
August 15, 2009
It’s the birthday of British novelist and military strategist T. E. Lawrence, better known as Lawrence of Arabia, born in Tremadoc, North Wales (1888), the third illegitimate son of the seventh Baronet of Westmeath and his young governess wife.
He got into Oxford University, and during one of his summer vacations, he decided to go explore the Middle East alone, on foot. He set out for Syria in the summer of 1909, and before he returned to school in the fall, he’d walked more than 1,000 miles in Syria, Palestine, and Turkey, visited three dozen castles, and written journals full of meticulous notes. He came back to Oxford and wrote his final thesis based on these travels, entitled “The Influence of the Crusades on European Military Architecture — to the End of the XIIth Century,” which earned him Oxford’s highest graduating honors and also a post-graduate fellowship in archaeology.
The British Museum invited him to be part of a prestigious archaeological dig they were conducting that year in Syria, at a Hittite site on the Euphrates River. There, the young graduate student decided that that academic research in any field was not for him, writing home to his mother: “I am not going to put all my energies into rubbish like writing history, or becoming an archeologist. I would much rather write a novel even, or become a newspaper correspondent …”
But he stuck around for a few more years on digs in the Middle East, including ones in Egypt and Palestine. On a dig in Carchemish, he befriended the 14-year-old water boy at the site, teaching him how to read and write. Lawrence then dedicated to the boy the book that is considered his most important, The Seven Pillars of Wisdom (1927), a cross between historical narrative and spiritual memoir.
Lawrence had learned to speak and read Arabic, and when World War I began, he went to work for Britain’s intelligence agency. Then, in 1916, he decided to join the armed forces on the ground, to encourage Arab revolt against the ruling Ottoman Turks, who had allied with Germany for the war. He wore long robes and headcloths and his comrades did, and he led Arab tribes in guerilla warfare in the desert, blowing up railroad tracks to impede enemy transport. He led his Arab forces in a decoy mission to distract the Turkish army so that British forces were able to invade Palestine and Syria. At one point, Lawrence was captured, beaten, and raped by a Turkish governor.
He accompanied the Arab delegation to the Peace Conference in Paris, and then Winston Churchill appointed him the political advisor on the Middle East. He was 31 years old and famous all over the world. But he also was unhappy in his new position, and he resigned and joined the Royal Air Force under a fake name, John Hume Ross. He was discovered, and he joined another branch of the British military under a different pseudonym. He spent a decade on a base in India, and also time in Afghanistan repairing engines. He didn’t earn much money, so for extra income, he translated Homer’s Odyssey for an American publisher. It took him four years to complete the translation, and it became a best seller. In his 40s, he retired to a quiet cottage in the English countryside and rode fast motorcycles; he owned seven of them. He died in a motorcycle at the age of 46. He’d swerved to avoid hitting two bicyclists and lost control, slammed into the ground, and died in a coma within a week.
The film Lawrence of Arabia, which came out in 1963, was based on his book The Seven Pillars of Wisdom, along with other accounts of his life.
Be well, do good work, and keep in touch.®
Gale Force Sailing Mentioned in Spinsheet Magazine!
August 13, 2009
Check it out! Gale Force Sailing and our efforts to help save the World’s oceans have been promoted in the best dang sailing magazine out there – Spinsheet. Go to page 17 via the online viewer below to read more!
Chester Race Week Comments – Day One
August 13, 2009
Chester Race Week Kick Off
August 12, 2009
Bluenose 88 Racing in Chester, NS in 2009
Today is the first day of Chester Race Week 2009. Yesterday’s forecast predicted grim conditions for today, but the sun is out, the skies are blue, and the breeze is blowing. Now, the wind is blowing from the Northeast which could cause a bit of gradient (weather driven) vs sea breeze (thermal driven) weirdness, but who cares. It is race week!
I am sailing on a Bluenose (see picture) and we have 25 of these classic looking boats in our class. The start line is short, the races are short, and the competition is high. It is hard to swing a dead cat and not hit a champion, former Olympian, or all around great sailor in this town and in this class. But that is what makes this so much fun.
I will be Twittering from the race course (weather permitting – i.e. I might forget because I am working on my tan), so check the Gale Force Twitter account for updates. I will also try and do a post day debrief.
I am functioning as a protest arbitrator for the Alpha Course (big boats). Basically that means that if protests are lodged I listen to the two sides (no witnesses), give an opinion and leave it up to the competitors as to whether or not they really want to go to the protest room. The process is designed to streamline the protest procedure. I am not likely to make friends in this process:)
More to come!
Chester Yacht Club Race Week A Historical Perspective
August 12, 2009
Since the sea gives Chester its character, sailing naturally occupies a position
of importance here. Yacht racing has been a major summer sport in Chester
for well over 150 years.
‘Its roots are firmly planted in the mid 19th century
when the fishermen raced each other to markets in Halifax or New England.
As sailors and fishermen have been wont to do since time immemorial, they
loved to get together and talk shop. Sailing races for pleasure and bragging
rights was inevitable. As the gatherings and races occurred more regularly,
the Annual Fishermen’s Regatta was born.
The regatta was a show case for locally built boats of different designs, as well as for sailing skills.
The first documented regatta was in 1856. It is reported to have been
attended by 3,000 people who participated in a parade, amusements, land
races as well as the sea races.
In 1858 a rowing race for ladies was added and
a dance took place at the Mulgrave Inn which had been hosting guests from
Europe, US and Canada since 1820. In 1860 the press reported the regatta
pleasures were “enhanced by a large party consisting of 150, accompanied by
the city band, who arrived in the steamer ‘Neptune’ from Halifax”.
In 1885 the two day regatta had boats from Mahone Bay, Lunenburg as well as from
the two Tancooks. The big excitement was a circus which featured a hand
cranked Ferris wheel on the parade ground. According to the Lunenburg
newspaper, the 1888 Annual Regatta attracted 2,000 spectators who were
treated to “the closest and most exciting match of its kind ever witnessed in
the South Shore”.
After CYC was established in 1902, it became the focal point for racing.
Charter member Ned Fader remembers, “Citizens donated prizes: 100 pounds
of sugar, a barrel of flour, maybe a little cash. A boat crew could get a
wonderful view on life for a dollar … best of ale, fifty cents a gallon, good
rum at one dollar a quart. They were all good God-fearing people, but they
did not let it spoil their lives too much.” In 1902 there were 5 classes for
racing yachts based on the old Rater Rule (water line and sail area) As
interest increased and designs evolved, competitive requirements led to more
classes, designs and sizes. And so it shall always be.
In 1903 Hackmatack Inn brochure claims that during Regatta Week
competition attracted boats from Halifax, Yarmouth, Sydney and Digby
yacht clubs. The annual cruise to Chester enhanced the fun of racing.
Race starting line was in the Front Harbour for a few years, but that soon
proved to be too narrow. It was moved to the Back Harbour where it
remained until 1926 when CYC acquired the present Club House and wharf.
There were slow years during World War I but the Twenties were years of
great Chester racing successes. The competition between Chester yachts and
those of the Royal Nova Scotia Yacht Squadron was intense and it continued
throughout the Depression and the rest of the Thirties.
.
World War II years closed RNSYS and seriously disrupted Chester Yacht
Club with decreased membership and funds. The Club stayed open but big
yachts and men were mostly absent. Rationing of fuel and other necessities
limited provincial travel.
By 1945 folks were returning to Chester and inter club racing. Chester
yachts cruised to Halifax for their big open cup competition. RNSYS
returned the favour by accompanying the yachts back home. For the first time
since the turn of the 20th century there were four clubs competing in Regatta
Week. Yachts from Bedford and newly formed Armdale Yacht club joined
RNSYS. The competition was keen. The Visitors’ Cup was won by a
Halifax skipper in “Restless” one of the Heisler Chester C’s.
Chester continued winning most of the trophies. The difficulties of two world wars and a major depression left their mark, and
by the 1950s Regatta Week was much diminished. The Members were keen
to restore the fun of a “Race” Week. They enthusiastically and successfully
promoted the big Race Week regatta. More yachtsmen from LaHave,
Lunenburg and the two Halifax Clubs participated. In 1955, the visiting
yachtsmen for Race Week were entertained by 20 members, in their homes or
at their costs. The Club had finally been granted a liquor license in 1952.
There should have been less need to entertain at Members’ respective homes,
but the greater club house entertaining was demanding of volunteer
contributions of time and material. Cooks and bar tenders were hired.
An annual cruise to Lunenburg had been a regular event since before the
Lunenburg Yacht Club was officially established in 1948. Now it was
becoming a major celebration (Prince’s Inlet Race) at the end of Race Week.
This consisted of a morning race from Lunenburg followed by a race of the
entire Race week fleet back to Lunenburg. The early Fifties had between 15
to 25 participants by the end of the decade the average participation had
ballooned to 40.
By the Sixties change was the rule of the day. As wooden boats disappeared,
the number of fiberglass boats grew. Race courses, rating systems, trophies
and classes of racing yachts changed. The former First class was divided into
A1 and A2. Second class became B and Third became C. As usual Race
Week was the highlight of the racing season and the racing committee was
keen on increasing participation.
In 1964 after much deliberation and consultation with local racers as well as
with those from other clubs, Chester Race week was fixed for the third week
of August, all boats were in the water by then and crew availability was good.
This event would make Race Week even more attractive to local and visiting
sailors. That year, enhanced by the perfect weather, at least 16 boats crossed
the line for every race. The previous year, the most valuable trophies had
been contested by no more than three boats. Three years later as part of the
1967 Centennial celebrations, Race Week was scheduled for July. Race
Week was a disaster but a July Race Week will definitely not happen again
for one hundred years!
Kit McCurdy, Rod Fraser and Bob Downie, the founders of Race Week as we know it to-day. When the three of them
acted together, at Chester Yacht Club events, they wore these jackets, fashioned after those worn by Cunard Captains at
the turn of the 20th century.
The 1970s began with Race Week at low ebb. The Executive embarked upon
a major Race Week rejuvenation program. Promotion efforts included letters
and personal contacts with other yacht clubs and sailors. In 1972 a special
effort was made by the Executives of Lunenburg and Chester clubs to bring
back the Prince’s Inlet race. They succeeded: greater numbers registered and
much fun was had by all. In the past most post race entertainment had been
private parties on boats or homes, now parties and dances were held at the
Club House. The amount of drinks which were dispensed through a small
window on the back wall of the Club House was mind boggling.
The following year the official end of Race Week was on Wednesday but by
popular request, a handicap race was held on Thursday and a ‘rum run’ to the
Lunenburg Yacht Club for the liquid trophy. This was to encourage as many
boats as possible to go to LYC for the race back to Chester on Saturday
morning after a hearty LYC breakfast.
Seventy eight yachts raced back to LYC that afternoon! By 1975 an unprecedented 115 yachts started, 108
finished. Chester Yacht Club served food for 400 people on Lunenburg
organized Prince’s Inlet race day. Many food items arrived directly from
members’ kitchens.
Although participation in Club races was disappointing, Race Week kept
growing with good fleets in all areas, including the major cup races. The
larger Universal rated and CCA cruisers were being replaced by the smaller
fiberglass handicap racing boats. In 1973, the Solings had their own class and
a Junior Regatta was part of the festivities. Handicap races in 1974 included
10-16 boats each, and up to 10 competed for the big cups. In 1975, racing
boats paid a $5 registration fee to defray expenses, such as boats rented for
the gun and ferry services. Coffee, donuts, hot dogs and sandwiches were
available at the Club House, proceeds going to the Juniors who did much of
the work involved.
Race Week was getting increasingly complicated. The Rear Commodore,
whose duties included organizing RW, required the patience of Jobe to be all
things to all people. During this period, the task of Rear Commodore fell
upon the shoulders of a highly respected clergyman sailor. In the middle of
race week fracas, one sailor innocently asked him how things were going.
Patience wearing thin, he announced in more sailor-like than ecclesiastic
language, that things were indeed “going as normal, all .. ..up”. Witnesses
still tell the story with joyful reverence.
One Rear Commodore characteristically reacted to high stress by pacing and
scratching his head. After one particular bad day, while problem solving on
the wharf he paced and scratched his way right off the edge of the wharf -
backwards. His rescue was more hilarious than anxious. At a later date, the
Juniors who had witnessed the event presented the situation to the members
in a memorable skit.
By 1976 the Club was really stretched to accommodate the large number of
people participating in Race Week. Although limiting entries was
considered, the financial boost and the reputation of Chester Yacht Club as
the friendliest club in the area prevailed. In an attempt to simplify
administration a special Race Week committee was organized with the Rear
Commodore as chairman. A Prince’s Inlet registration fee of $10 was added
to the $5 general registration fee.
Another attempt at greater efficiency in working out race results was the
donation of a 400lb computer. Launched into the computer age, members
were happy to heave and push this great machine up to the third floor.
Unfortunately the fog and dampness of the summer “upset its innards and it
could no longer remember what it was supposed to”. According to the Rear
Commodore, it was ceremoniously taken out behind Tancook and “given the
deep six”.
Executive members met with their colleagues from other yacht clubs to
coordinate schedules and Race week ’76 was a major success with 65 yachts
registered. Chester land spectators were rewarded by the sight of 75
spinnakers arriving at the finish line from Lunenburg for the morning leg of
Prince’s Inlet race. That afternoon 115 registered yachts started the race to
Lunenburg. The spectator fleet consisted of 20-30 boats. Regardless of all
the great success and hoopla, the grand finale of Princes Inlet collapsed in a
beautiful sunny, but breezeless day! The legendary partying met
expectations. After this very successful Race Week, the Handicap fleet
which had experienced a spectacular growth was split into Class A and Class
B. The Rear-Commodore added a suggestion that race week be limited to 65
boats, preference given to boats having participated in previous RWs.
The middle 1970s were years of imaginative and energetic leadership at
Chester Yacht Club. Great advancement resulted in all areas, especially the
Junior program and Race Week (even with a near nil bank balance). Chester
Race Week was the only race week left in the province and the members felt
that it was important, not only for the Club, but also for the province. It was
growing and its good reputation was spreading. Sailors from all around the
province had an arena in which to test their skills. Furthermore, this was the
only venue where the old Universals could gather and compete as they had in
the past.
In the evenings, sailors loved to re-race the day’s events over a brew or two
while perching on the railing around the club house verandah. Some
occasionally may have stayed too long and indulged in too many brews. One
evening an intrepid fellow holding aloft a large bottle of lady’s perfume
equipped with atomizer ran along the verandah. The railing cleared in a heart
beat. Arriving home reeking of perfume was not in these sailors’ plans.
The number of participants kept growing. Every day saw a fleet of 100 boats
racing. There were 125 for Prince’s Inlet in 1977, 120 boats in’79. Valuable
suggestions for improvements surfaced: security measures, paid person to run
the races and a permanent Protest Committee. A skipper unhappy with a
Race Committee decision had cut free one of the rented race markers near the
yacht club. The members barred him from anything pertaining to the club for
one year. A committee was struck to study and implement means of
improving Race Week.
The 1980’s began with at least one merciful improvement: crews were
offered the use of portable showers and toilets (Johnnies-on- the-Spot.)
There must have been a noticeable decrease in summer business for Chester
plumbers. Cleaning up the grounds was a big issue with which the Juniors
were a great help. Race Week had 108 boats registered with 171 for Prince’s
Inlet. Discussions about improving the tabulating of race results continued.
The memory of the failed computer project remained but computer assistance
was becoming more attainable. A simple means of increasing registration
efficiency had been attempted by sending registration forms to other clubs 3
weeks before Race Week. Only 40 were returned.
Two representatives of NS Sailing Association received an honorarium for
helping with race results. With minimum 6 yachts necessary to start a class,
there were classes for IOR, Universal, and Handicap A & B, One Design
(Soling, Etchells 22, J24, Kirby 25 and Roué 20). Schooners and planing
hull boats were not allowed to race. Events were for the full week starting on
Sunday with the Outer Island Race. Fridays were for any postponed races
and Saturday was Prince’s Inlet. Any yacht wishing to enter a protest had to
pay a $10 fee to the Race Committee before protest could be heard. A
successful protest refunded the fee.
The 1981 notices sent to all Clubs announced a $5 reduction off fees for early
registration. The result was minimal, but registration was down due to
Marblehead Race. Registration now was $35 and $5 depending upon the
yacht. Insurance coverage was compulsory and all yachts had to be
registered. Apparently some past race participants had merely showed up.
1984 had a major sponsor –Olands Light Beer. Daily evening social events
at the Club House were added to lunches. Participants and friends enjoyed
dinners of chili, chicken barbecue, pizza and Olands’ steer barbecue followed
by dancing with live band.
By mid-1980s there were up to 30 boats from Lunenburg alone. They had
been hosting Prince’s Inlet race since 1951 and a great rivalry was growing
between Chester and Lunenburg. By 1986 racing classes which had to have
at least 8 boats, included a handicap C. Competitors raced for 21 trophies.
By the end of the 1980s, Lunenburg’s Prince’s Inlet cruising race was
extremely popular. The racing fleet averaged 100 participants. Hundreds of
spectators on land and sea thrilled to the sight of the starts and finishes but
especially, that of the fleet racing through the narrow passage of Indian Point.
Concerns about safety and liability led to the demise of the race in the early
1990’s.The beauty of all those spinnakers flying over the horizon is a real
loss.
Race Week continues with unabated success. The week is shorter. Clubs
from all over the Maritimes, even New England, are regular competitors.
Small boats especially Bluenoses, have a considerable presence. Larger boats
have their own starting line, large and small form a cruising class. Classic
designs are being revived. Each year has several one design classes added to
the handicap classes. Professional judges and race organizers run the races
with Club volunteers. Evening entertainment includes dinner and live music
every night. Afternoon events are organized for friends and family of sailors.
And the computer? Well, it is the central engine which keeps up to 150
competitors organized and aware of their standings almost as soon as the last
boat crosses the line.
Race Week still held on the third week in August is a boisterous, busy time.
Billed as the largest fixed keel regatta in Eastern Canada, Race Week offers
an unsurpassed racing venue. Nova Scotia professional sailors have
proclaimed it the best in the world – when the weather co-operates. Hundreds
of participants and spectators enjoy the associated on-shore entertainment.
Arguments and protests about handicaps and race rule infractions cause
sparks to fly, nonetheless verandah races still bring great pleasure. Nova
Scotians at home and away continue to plan vacations around Race Week.
This piece was written by Claudette Sapp, June 2008.
Claudette Gaudet Saap is the author of Sailors & Rattling Teacups, A
History of the Chester Yacht Club.
Chester Race Week
August 11, 2009
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.
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