2005 Grand Prix de Marseille des multicoques
Photo: Yvan Zedda
"Since we never reckon that we understand a thing till we can give an account of its "how and why",
it is clear that we must look into the "how and why" of things." Aristotle.
In 1960 for the first 2,800 mile OSTAR (Observer Singlehanded Transatlantic Race) hosted by the Royal Western Yacht Club (RWYC), Plymouth, U.K., the 'box' for boats by organizer Blondie Hasler was just: "One man, one boat, the sea". While the basic of naval architecture is that the longer the waterline length, the faster the boat can sail - in 1960 a sailboat of 39ft was considered the biggest a solo sailor could handle. As for sail area/displacement/beam/righting moment, with singlehanded sailors, it was left to their sense of self preservation.
By the third OSTAR, multi-hulls were competing and the mono-hulls were getting longer and 1972 saw Pen Duick IV, a 67ft trimaran winning by 16 hours over the 128ft Vendredi Treize a three masted mono-hull rigged with boomed staysails, which had been relying on its greater waterline length speed potential.
Skippers of mono-hulls were not then ready to give way to the multihulls, and in the 1976 OSTAR, the 236ft mono-hull Club Méditerranée was at the OSTAR starting line. The story at the time, was that the shore crew on board to hoist the four masted schooner's sails and get it sailing, had to jump overboard prior to the 15 minute gun and be picked up by the 'Club Med' tender, as the tender couldn't go fast enough to go alongside to take them off.
To stop the length competition from getting increasingly out of hand, OSTAR from 1980 set the maximum length at 60ft for both mono and multi-hull. Now called 'The Transat' and held every 4 years, the first race (1960) saw a finish time of 27 days, 23 hours, 30 minutes for the 2,800 miles. Forty years later (2000), the winning finish time had been reduced to 9 days, 23 hours, 21 minutes, showing the value of a rule that allows for 'development'.
Following the 2000 race it had become clear that it was no longer feasible to combine professional and amateur sailors in the same event. It was therefore decided to run a race in 2004 for the professional sailors in yachts of 60ft & 50ft, and to organize a Corinthian race in 2005 for the mainly amateur fleet in yachts under 50ft, and the RWYC decided that it would be better for the 2004 race to be organized by a professional corporation, and for RWYC to have a Corinthian Single Handed Transatlantic Race a year later (STAR 2005) for the amateur sailor, in yachts between 30ft and 50ft.
Another successful 'rule' is that of another 'Brit' Bob Salmon, who in 1977 started a Trans-Atlantic (Mini Transat) race to be run every two years to cross the Atlantic single-handed on a monohull of 6.5 meters (21 feet). Its concept was that by restricting boat size, it was possible to provide 'entry level' economically to Formulae 1 Ocean sailboat racing, both single-handed and double-handed.
The Mini 650 rule is a simple box rule - Maximum length 6.5m, maximum beam 3m, draft 2m. Rig height is 12m, average freeboard 750mm plus minimum deck camber and cabin top volumes. The boat has to right herself from 90 degrees with movable ballast in the worst possible configuration and with 45kg (99 lbs) attached to the top of the mast. The boats must also comply with stringent safety requirements such as foam buoyancy and watertight bulkhead and a life raft.
The rules encourage development of many principles not allowed in other modern classes, such as swing keels and also keels that move fore and aft. These rules are intended to foster the research and development of security and performance of these 21ft sailboat's in offshore racing - for more on the Mini6.5 [click here]
Then there is the world's premier mono-hull ocean race, the eight-month Volvo Race Around the World, acknowledged as the 'Mt. Everest' of sailing, with fully crewed boats built to a box rule, which starts 2005. Television Corporation PLC, will produce and distribute several hundred hours of programming that promise to bring the drama and intense competition of this global event to an audience of up to two billion people worldwide.
For this next race, a new, faster box rule boat - the Volvo Open 70 - will be used, MoviStar a Volvo 70 on its maiden voyage in April 2005, set a new 24 hour record of 530.19 n.m. four days out of Wellington (New Zealand) en route to Cape Horn and Spain.
"We felt confident that we could beat some record, but this was a pleasing surprise" said skipper Bekking.
Flying the flag of the United States in the eight-month 2005-2006 Volvo Ocean Race, will be Pirates of the Caribbean 11, entered by the Walt Disney Company, Volvo Car Corporation and AB Volvo. Glenn Bourke, the Volvo Ocean Race CEO, said: 'The excitement and intrigue which this entry brings to the race takes us to a whole new level in terms of global profile and exposure . To link up with a Hollywood icon such as the Walt Disney Company is a fillip for the event and for sailing in general.' (The film Pirates of the Caribbean is due out in 2005).
Each Volvo Open 70, will be equipped with some six to eight camera's and will be able to show the key moments of the battle between the world's top professional sailors operating in the worst that the oceans can throw at them with a 'panic' button on deck which, when touched by a crew member, will automatically record the drama on board as the yachts touch speeds of 40 knots.
The attraction to TV cable news/sports networks and their advertisers around the world, is that programming of Formulae 1 car racing and now Formulae 1 sailboat racing is viewed by affluent men/women of 40 years and under, a key segment of the population that sponsors and advertisers have to reach.
The sport of sailboat racing has been in a decline for some 30+ years, and it needs TV exposure. Just as championship Golf and Tennis on TV has resulted in local golf courses and tennis courts getting more players, it is expected to increase Club weekend and week night sail boat racing numbers.
At the November 2003 meeting of the Offshore Racing Congress (ORC), previously Offshore Racing Council, it was reported that good progress had been obtained in partnership with RORC and US Sailing in developing a Grand Prix Circuit Rule, that it will be a 'box rule' and will be available in late 2004.
For the planned three classes for a Grand Prix Circuit, a 'box rule' would be expected to set a maximum length of 50ft, 40ft and 30ft, with minimum beam waterline/maximum beam, draught, righting moment, displacement, sail area, in order that the design team that produced the best shape, most efficient sail plan, deck layout, best executed by a builder of the owners choice and best sailed would win.
However the RWP (Rules Working Party) of the ORC is reported to be adding a VPP (Velocity Predicted Program) to its 'box' rule, which could surely only insert boats that didn't meet the 'box rule' as written, into the 'box' to the detriment of owners who invest their money with designers/builders to build within the 'box'.
See Part One of this article on why St. Francis Yacht Club dropped Americap II (the US adaption of IMS Club with VPP) from its 2004 Big Boat Series in the tidal waters of San Fransisco Bay.
For interviews with George Stagg, president of Farr International and others on VPP in a 'box rule', check out Seahorse magazine (individual copies can be obtained from West Marine stores in the US) - see 'KISS' page 35 in February 2004 issue (George Stagg), and page 31 'Unenviable but Crucial' in March 2004 issue (for dangers of VPP).
With no development rule universally acceptable, what is termed 'Grand Prix' racing has become the home for One-Design classes - identical in hull, rig and sails, as compared to boats out of a 'box' rule which aspires to develop sailing performance.
The first major event in the US for 2004 (Terry Nova Trading Key West Race Week, January 17-21), had a total of 314 boats competing: 196 One-Design (in mono-hull: 58 Melges 24, 29 J/105, 23 Farr 40, 20 J/80, 13 Mumm 30, 8 Swan 45, 8 J/120, 8 Tartan 10, 6 C&C99, in multi-hull: 10 Corsair 28R, 9 Corsair 24), while only 112 raced under PERF and only 6 under IMS.
A one-design, with sails and rig (in top condition), a clean hull - provides straight forward racing, without the complications or possible unfairness of a handicap system. It provides a great way to learn and improve one's sailing ability, as in many of the successful fleets, the 'top helmsmen', if only to keep themselves challenged, can by various means, one of which is the exchange of crews in club races, can improve the sailing skill of all.
However, a One-Design with its basic design frozen in the year that it was created, is the exact opposite to a boat built under a development rule. Take the Star (22' l.o.a.) which is now approaching 100 years old year. Since 1932 it has deservedly been a keelboat class in the Olympic Games, as it is only a combination of physical fitness, skill and expertise of its two man crew that is the factor in winning/losing.
But outside of Olympic and one-design sailing, what public interest could there be in an outdated design racing at Grand Prix level. It would be like the Indy 500 Car Race being run in slightly modified 1930's Model T Ford's, or the America's Cup being sailed in modified schooner's built to the lines of the 1851 schooner America.
February 2004. The Cruising Yacht Club of Australia announced that the Overall Winner of the 2004 Rolex Sydney Hobart Yacht Race will be the boat that wins the IRC (International Rule Club) handicap category overall on corrected time. The Tattersalls Cup has for the past ten years been presented to the boat that wins the IMS (International Measurement System) handicap category. Prior to that, the trophy was awarded to the boat that won the IOR (International Offshore Rule) handicap category.
In announcing the change to IRC, CYCA Rear Commodore Roger Hickman noted: "The CYCA keeps the position with the handicap rating rules under constant review. The IMS rule, and before it the IOR rule, served the race well as the primary grand prix rating rules of their time.
"However, we now find ourselves in a position where IMS has declined in popularity and support, thus rendering it inappropriate as the handicap category from which the Overall Winner of the Rolex Sydney Hobart Yacht Race is determined ... . Whilst the IRC rule has now has gained international recognition through the International Sailing Federation (ISAF), it was not designed as a rating rule for grand prix boats and is not an open and transparent rating system.
"Thus the CYCA does not see it as a long term replacement for IMS as the handicap category for the Tattersalls Cup," he stressed. "In the absence of a broadly accepted grand prix rule for 2004, the CYCA finds itself in state of transition," Rear Commodore Hickman explained. "Much work is being done on the development of a new rating rule, but that work will not be completed in sufficient time for it to be assessed for its suitability for the 2004 race. Indeed, unless progress is made quickly, it may be difficult to contemplate applying the new rule for 2005. "Against that background, the CYCA Board has determined to apply the IRC rule on a year-by-year basis until a suitable alternative is identified." -- Peter Campbell (CYCA)
May 21, 2004, ORCA launched in US -- A new rating rule initiative named ORCA has been launched in the United States, led by a consortium of clubs, race organizers, marine industry leaders and sailors with support from US Sailing. The immediate mission is to coordinate the different levels of offshore racing in the US with specific focus on rule(s) targeted for the more competitive owners and sailors. These will include development of what is commonly referred to as a grand prix rule.
An earlier Offshore Racing Club of America was created in the mid 70s. According to member Terry Kohler: "ORCA was established to communicate the interests and objectives of offshore racers to further the sport of sailboat racing". That mission is part of the new ORCA as well.
The growing membership of this new US initiative includes Stan Honey, Pete Reichelsdorfer and Jim Teeters of the former international rule working party, as well as John Winder, chairman of the Bermuda Race Organizing Committee, Bill Lee, designer and rule-maker (Transpac 52 and MaxZ86 classes), Dan Nowlan of US SAILING and Barry Carroll, lately of Carroll Marine. Teeters and Winder are co-chairing the effort. Discussions are being held with numerous clubs, race organizations and individuals to identify what is working and not working for their sailors and then put together a rules program based on those needs.
The board of the Cruising Club of America (CCA), co-organizers of the Newport Bermuda Race, last week renewed its own commitment to developing rating rules. Commodore Truman Casner: "The CCA strongly believes in the goals of the ORCA initiative and hopes that other clubs will join in and provide support." It should be noted that the CCA, in it history, has been centrally involved in rating rule development, particularly the CCA and MHS Rules.
ORCA has reached an agreement with the Transpac 52 Class to embrace that growing fleet as central to its grand prix rule. These boats embody much of what grand prix racing is about: fast, fun and seaworthy boats with close racing and simple scoring. Moreover, this is where the market is and where it is going. New boats have hit the water this year and class events will be held at the NYYC spring regatta, Chicago/Mac Race and 9 boats expected for St. Francis Big Boat. At least 4 TP 52s will compete in the Newport Bermuda Race.
Emphasis is on following the market and supporting existing high level sailing as much as on developing any new rules or re-tooling old ones. The initial response from the US professional community is overwhelmingly supportive, with a strong desire to back the initiative.
Although ORCA is a US-based organization, it also believes that an
international rule with broad acceptance would be a boon to sailors
worldwide. We will keep our colleagues at ORC, RORC and other
international organizations informed of our progress. -- Jim Teeters and
John Winder - Offshore Racing Club of America (ORCA) -- Click here for web site
June 16, 2004: While the rule-makers continue to talk and talk and talk about a new Grand Prix handicapping rule, the 'players' seem to be taking things into their own hands. Last weekend, five Transpac 52s had their New England Championship, and at a subsequent owner's meeting, plans were laid for an eight or nine boat TP 52 level-racing regatta at the Big Boat Series in San Francisco this September. This owner-driver class has also established an 'honor system' 2600 pound weight limit. Although the crews will not weigh-in prior to racing, each boat is subject to a weight limit protest at any point during a regatta - which could eliminate the fasting and gorging rituals seen in other classes.
Interestingly, the existing fleet of TP 52s has been designed by six different naval architects and the boats have been built in six different yards. And it now appears that this class will soon be spreading into Europe - aided enormously by the efforts of H.M. Juan Carlos, King of Spain. Apparently, the King took it upon himself to develop some TP 52 brochures that included information about how this box rule works, a list of existing TP 52s with photos, as well as the entire text of both the TP 52 Box Rule that was developed by the Transpacific YC and of the Class Association Rules. In recent weeks he has spread these brochures to key people in Europe.
Based on the interest generated, it looks very much like there could be three or four TP 52s racing in the Mediterranean next summer and twice that number the following year. More importantly, the Europeans seem totally committed to embracing every aspect of the TP 52 Association Rules in a sincere effort to foster international competition. It's quite possible there could be international Grand Prix racing sooner than anyone expected - Scuttlebutt 6/16/04
Click here for Offshore Racing Club of America (ORCA) web site
July 21, 2004 - All-day Handicap Racing Seminar sponsored by the Storm Trysail Club
was held at the Larchmont Yacht Club, NY. Representatives of One Design classes,
PHRF, IMS, Americap, Box Rules, ORCA, Caribbean Sailing Association
(CSA) Rule and the International Rule Club (IRC) joined with members of
US Sailing and area yacht clubs last week to discuss the status of
existing handicap racing rules and the future of these rules as related
to big boat racing in North America.
"IRC, with nearly 6,000 certificates issued to boats in 31 Countries, seems to be the handicap rating rule for the future of the majority of the world's big boat sailing regattas," said Storm Trysail Club Commodore Dick Neville, summing up the day's deliberations.
Neville welcomed attendees to the seminar before STC Vice Commodore Rich du Moulin worked through a matrix of all the existing rules, outlining the following features for each rule or handicap system: Goal, Theory, Process, Cost, Demographics, Strengths, Weaknesses and Current Events.
"This was a very enlightening summary and STC will be publishing this matrix report," Neville said.
Jim Teeters and John Winder presented an explanation of ORCA's goals, while Mike Urwin, Technical Director of the RORC Rating Office and Peter Wykeham-Martin, General manage of the RORC, made a detailed presentation of IRC and fielded questions from a very interested audience.
After some healthy discussions over lunch, a Panel group of Mike Urwin, Jeffrey Chen (Chief Measurer for the CSA Rule), Dan Nowlan (Offshore Director at US Sailing), Olin Stephens, Bill Tripp (yacht designers) and Bob Monro (PHRF of LIS) was moderated by STC Past Commodore Charles "Butch" Ulmer.
"After much debate, the consensus of attendees seemed to indicate that PHRF is a very good system for entry level racing and top level racing is accommodated by box rules for the moment," Neville said.
"There is a great need for a simple and efficient "mid-level" rule to accommodate the majority of handicap racing sailors," Neville said. "The two rules that seem to work best are Americap and IRC.
"As a growing international rule with seven years of success and a positive, easy-to-follow marketing package, IRC seems favored to fill this role of a mid-level rule. We're looking forward to a healthy dialog as sailors come to grips with this issue."
News and information about the Storm Trysail Club is at www.stormtrysail.org
Transpac 52 Mediterranean Fleet formed on Saturday, July 24th, 2004, in Puerto Portals on the Island of Mallorca, Spain, with five boats firmly committed - three from Spain, one from Italy and one from Greece. H.M. Juan Carlos has been my very gracious host along with Jose Cusi the owner of Bribon the current IMS boat the King helms. Over dinner and a cigar with the Bribon crew, the King told me of his enthusiasm for helming a TP 52 next year and his support for the TP 52 class.
The TP 52 Med Fleet owners have already agreed to the 2005 Race schedule, a mixture of six relatively short offshore & coastal races and windward/leeward buoy races at exciting venues in the Med. They wish to begin in early June with a mixed regatta in Punta Alla, Italy, a spectacular 250 mile race from St Tropez France to Italy (Giralla) in Mid June, a regatt in Valencia Spain in early July, the Breitling Regatta in the exclusive Puerto Portals, Mallorca in later July; the Copa del Rey (King's Cup) in early August and a buoy regatta mid September in Sardinia.
The Med Fleet wants all the TP 52 owners worldwide to know they can come to the Med and sail according to the box rule and class bylaws. In a survey, 100% of them voted to be part of the TP 52 Class and also to form their own fleet association. They were all in agreement concerning a weight limit adopted by the class and look forward to that issue formally ratified by the class. -- Tom Pollack, Transpac 52 Executive Director - [click for more]
October 14, 2004. The New York Yacht Club (NYYC) and the Storm Trysail Club (STC) jointly announced Thursday that they will be racing under IRC beginning in 2005. The handicap rule will be used at the NYYC's Rolex Transatlantic Challenge starting May 21, 2005 and the NYYC's 151st Annual Regatta June 10-12, 2005. STC will offer IRC classes in the Lauderdale-Key West Race in January, the Pineapple Cup (Florida to Jamaica) in February and will use it at Block Island Race Week June 19-25. The commitment to IRC is from 2005 to 2007, or for a minimum of three years.
The rating rule for cruiser/racer sailboats is owned and administered by the Royal Ocean Racing Club (RORC) Rating Office in Lymington, UK, and Union National pour la Course au Large (UNCL) in Paris. Presently there are about 6,000 yachts rated and racing under IRC in Europe, as well as in more than 30 other countries, including Australia, South Africa and Hong Kong. Most recently IRC was used for the first time in this country at the St. Francis Yacht Club's Big Boat Series in San Francisco, is used at the Fastnet Race in England and will be used in the next Sydney-Hobart Race in December in Australia.
Reasons for the change include:
- A desire to improve and reinvigorate handicap racing in our local (NYYC, STC and U.S.) fleets;
- To encourage increased U.S. participation in international regattas and international participation in U.S. regattas;
- IRC's popularity worldwide;
- It produces a single-number rating;
- Fairly rates a wide variety of types;
- Vast data base of hundreds of popular designs. This helps to keep measurement costs down.
IRC will also be used in this country in 2005 at the Annapolis Yacht Club's Annapolis-Newport Race, said Commodore Mark A. Myers; the Stamford Yacht Club will use IRC for the NORT and the Vineyard Race, according to Commodore James F. Love Jr.; St. Francis Yacht Club will use it for major handicap events including the Big Boat Series again next year, according to Commodore Terry G. Klaus, and it will be offered by Premiere Racing at Key West Race Week and Miami Race Week, says Peter S. Craig. Also, Larchmont Yacht Club will offer IRC classes in the Edlu Distance Race and Larchmont Race Week, said Commodore Peter E. Kelly.
The USIRC Management Committee will be formed. On it will be members of yacht clubs that elect to utilize the IRC rule in America and major-event organizers. It will establish a Technical Committee and Promotional Committee. USIRC will be affiliated with US Sailing, the sport's national authority, that will process the certificates. The executive director of USIRC is Barry Carroll (sailirc@cs.com)
December 6, 2004: Three top US yacht clubs announced today their combined effort behind a mid-level handicap rule initiative for the three most visible and prestigious distance races in the US. The announcement by Rick Lillie, Chicago-Mackinac Race Chairman, Commodore Truman Casner of the Cruising Club of America (CCA) and Commodore Jerry Montgomery of the Transpacific Yacht Club (TPYC) marks the formation of the Offshore Racing Association (ORA). Working in collaboration with US Sailing, ORA will focus on the management and development of Americap II, the VPP and measurement-based rule currently used by those clubs. US Sailing will retain administrative functions such as certificate issuance while ORA will undertake promotional and developmental tasks providing an increased level of manpower not previously directed toward the rule. In developing the midlevel rule initiative, the ORA has reached out to include such experienced advisors as Olin Stephens and Stan Honey. Additionally, the Royal Bermuda Yacht Club (RBYC), co-organizers of the Newport-Bermuda Race with CCA are supportive of the initiative, as are the Marion Bermuda Cruising Yacht Race organizers.
The Newport-Bermuda, Transpac Race and Chicago-Mackinac Races have been using VPP-based rules for some years now with the intent of providing the fairest method of handicapping available for their racing fleets which include a wide range of existing boats designed over the past several decades. For those presently holding Americap II certificates, improvements will be made but the fundamentals will remain the same. In response to requests from racers, 2005 certificates will show single number time-on-time and time-on-distance ratings for each of the standard course/wind mixes, allowing both simplified scoring and on-the-water estimates of fleet position. Wind tunnel and towing tank test data, mixed with analysis of race results, will guide another seven modifications to the VPP for 2005.
The Chicago-Mackinac and Marion-Bermuda Races will be run once again under Americap II in 2005. In the meantime, ORA will develop the rule to be even more inclusive of diverse boat types and enhance its ability to handle closed course racing. Look for the new name Offshore Racing Rule (ORR) to replace Americap II on certificates for 2006.
May 21, 2005 The Onion Patch Series - in 2006 will be scored under the IRC rating rule. "The 2006 Onion Patch Series consists of the New York Yacht Annual Regatta, the Centennial Bermuda Race co-organized by the Royal Bermuda Yacht Club and the Cruising Club of America, and the Royal Bermuda Yacht Club Anniversary Regatta," said Onion Patch Chairman John Mendez of the New York Yacht Club. "Both the NYYC and the RBYC had decided to score all of their club events with IRC which is recognized by ISAF as an international rating system," Mendez noted, "Now that the Bermuda Race Organizers have decided to race under IRC and ORR, the Onion Patch Committee has decided to score the entire series under IRC. We didn't feel we could have an equitable event unless all entries race the same courses under the same rules. In addition, the committee and event organizers agreed that the use of IRC as the series scoring system could influence greater participation in this International event." -- Talbot Wilson [click here for complete report]
The New ORC Level Class Rules, Rev 3 - have been distributed to designers and event organizers for comment. The Rules define three new "box rule" classes for grand prix racing without handicap, the ORC 26, ORC 33 and ORC 42.
The most noteworthy amendments from REV 2 are;
Only one permanent backstay (adjustable aft) allowed
Mainsail roaches and areas reduced in accordingly
All drafts reduced
All freeboards increased
All max beams reduced
Mast weights and relevant VCG´s are still under evaluation by mast builders
Minimum interior volumes have been redefined, reducing the height of the coachroof.The new formula will be proposed to Congress in November also
for the IMS Racing Division for 2006The Rules for the ORC Level Classes are to be published and distributed in June 2005.
The new ORC Classes will be officially presented for the press and owners by ORC Chairman Bruno Finzi and Grand Prix Classes Project Coordinator Paolo Massarini in Punta Ala, Italy 3rd June, following awards at the IMS Mediterranean Championship. Further presentations are scheduled in Spain, the USA and the UK.
Work is in progress also for the event scheduling and administrative aspects of the ORC Level Class Rules. It is planned to initially offer races for the new Classes at existing major events in 2006. Both European and Transatlantic circuits are to be mapped out and sponsorship principles agreed.
The Fastnet Race August 2005. This Race entails 608 miles of racing from Cowes to Plymouth, via the Fastnet Rock off the southern tip of Ireland and the 2005 Fastnet showed how even the best of Handicap Rules can fail to provide any semblance of a 'level' playing field! Click here for review of IRC and IRM in the Fastnet of '05]
August 29, 2005, ORC Newsletter 6. The Offhore Racing Congress, after only eight months of intensive work, is now unveiling the "ORC Level Rule". This is a BOX RULE expressly studied and designed for three different size boats: 26, 33 and 42 foot.
Targets, strongly maintained during the whole research period, have been to promote the conception and construction of boats fun to sail, seaworthy and with considerable longevity.
In the development procedure many contributions have come from more than 50 design offices including the most famous ones in the world. The ORC is grateful to all of them and is glad to present the Level Rule on the market conscious that it will change again the way to race and to sail at the highest level.
Briefly the rule is designed to create one offs in the frame of a very tight shape and construction controls. Owners are happy to maintain some design freedom and the Rule opens up the opportunity for them to select their own designers and builders. Good benefits of course have come from the presence and evolution of other Box Rules worldwide.
The ORC Level Rule principle characteristics are a light displacement, simple fractional rig with non-overlapping jibs, no runners and a large sail area boats with great performances and relative affordable costs. It means that this rule will allow owners and sailors to compete in elapsed time at the same manner of the "old" Ton Level Classes.
Owners, boat-yards and design offices are studying since several months and they will be ready soon to present their products to the sailing community. Interested Owners are asked to communicate their intentions to the ORC, in order to prepare at the soonest the constitution of an International Class Association intended to work with the ORC for the preparation of the International calendar.
The ORC is in fact now negotiating with different companies to be able to launch a Regatta Circuit for 2006 shortly.
Paolo Massarini
ORC Level Classes Manager
December 17, 2005. Improving IRC Competitiveness - now that the 2006 IRC Rule changes have been released, Greg Stewart at Nelson/Marek Yacht Design, Inc. has prepared a write-up to help understand the favored IRC type, to explain the changes for 2006 and to suggest a few ideas to maximize your boat's competitiveness under IRC. Here's an excerpt.
For boats not designed to the IRC, there are several things to consider that may improve the
rating/performance. A partial list in increasing order of complication include:
Update Sail Dimensions -- For yachts that will be using existing sails in 2006 it may be worth having the Mainsail, largest Jib, longest Luff jib, and largest spinnaker re-measured. Refinement to the Mainsail cross width requirements for 2006 increases the potential for a handicap reduction if the cross widths are less than the defaults and within the rated range.
Bow Down Trim -- The IRC favors bow down trim to decrease the forward overhang and maximize the aft overhang. Since the IRC measurement is done empty, it can be difficult to alter the natural trim of the boat without permanently relocating allowable onboard items.
Fit New Keel -- Since the rule favors high stability and no internal ballast, it can be advantageous to fit a keel that includes all of the ballast. If the keel is of the same IRC type, the TCC should decrease even if the boat becomes stiffer by putting the Internal ballast weight into the keel. Before fitting a new keel, a through engineering check of structure inway of the keel attachment and chainplates, etc. should be undertaken.
Change Rig Type -- It is our expectation that the simple rig type described above will continue to be favored by the IRC and will be one of the biggest means of improving the IRC TCC for existing boats with more complicated rigs. Before fitting a simple rig, a through engineering check of structure inway of the chaninplates, maststep, etc. should be undertaken.
Note: The IRC allows up to 6 Trial Certificates to be run each year that can be run to study the affect of hypothesized change. - For copies of the entire write up: nmyd@cts.com
December 29, 2005 Philippe Kahn in Scuttlebutt -- HOW TO MAKE SAILING BETTER, RIGHT NOW!
Here are some thought about what we can learn from the success of golf (I am not a golfer!)
1. Introduce Sailing handicaps in regattas like golf handicaps: In golf a beginner can play against Tiger on the same course at the same time and have a real competition. The handicap system works wonders and makes any game a real challenge. Why not do the same in a regatta. A beginner in the Star fleet would get for example 125 points from Torben Grael in a 9 race event encompassing 40 boats, and so on. Then we'd post the corrected results in the rating computer and after a little while this would make the handicaps as good and interesting as they are in golf. Now we get to race against everyone at all levels, and the competition is meaningful. They play 18 holes in golf, we race 9 races over a weekend. Same principle.
2. Return to Meaningful records: Every time we read "record smashed," it is almost hilarious: It takes a 100 ft canting keel maxi to "smash" the record established by a 60 ft sloop in the Sydney Hobart race. Check each major race around the world and you'll find new hyped, but meaningless records. Records in sailing should be about tremendous human achievements, performance, achievement and courage. We must get back to meaningful records. Just like in golf: The record on any course is meaningful. Certain technologies for balls or clubs are banned.
3. Define Olympic classes that make sense: Why have classes with redundant weight combinations. Let's make sure that there are classes for sailors from 100 to 250 pounds to compete in. That's no different than what is possibly the oldest Olympic discipline in the world: Weightlifting. All sizes and shapes get to compete. Success is not measured by body fat content, but by real performance in each weight division. Sailing should be the same because in small boats the sailor's weights mean a lot as far as performance is concerned. This will help grow the sport through participation. People watch golf on the tube because people play golf. There are no crashes, multi-million dollar machines, adrenaline rushes. Golf is a participation sport. The same should be true with sailing: We'll get TV coverage when we grow participation and people watch, like they watch golf. If we limit participation to those between 110 pounds and 175 pounds, we'll cut the participation in half.
4. Simplify the rules and regulations: If there is wind, even if it comes from "the wrong direction," we should race. We should race in 3 knots and in 30 knots. If someone doesn't want to race, then they are free to pull-out. We should simplify the rules down to the bare bones. Just like with golf: There are rules, but they are simple and easy to understand.
5. Make the starts objective, using high tech: Let's invest as a sport into a high tech digital starting system that is objective and eliminates the guessing. No more OCS, general recalls or black flagsŠ You're over or you not. It's that simple. Just like a golf ball is out of bounds or on the course.
I think that these five simple suggestions could help. Things won't happen overnight. However we need to start somewhere. We can make our great sport even better! -- Philippe Kahn, Pegasus Racing
(Thanks for the input from Russell Couttts and Jeff Madrigali who as accomplished golfers had the patience to play golf with me in Key Largo. We had a great game, they gave me a handicap and it came down to the last hole. We were all intense. And I can't play. That really was in contrast to what would have happened in a sailing regatta. Time handicaps etc. are silly. Points for a regatta - just like golf. PK)
Part One of Handicap Rating Systems
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