International Sailing Federation Race Management Manual Part 2

International Sailing Federation Race Management Manual Part 2 Fleet Racing Edition 4 February 2006 Updated to RRS 2009 -2012

Preface to Fourth Edition • Part 1 – Regatta Organisation and Management • Part 2 – Fleet racing • Part 3 – Offshore racing • Part 4 – Match Racing • Part 5 – Team Racing ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 2

How to use this Manual • As a Powerpoint Presentation – Use on a PC or Laptop for personal use – Use with a data projector in a classroom situation • As a hard copy – Printed from Notes pages in Powerpoint ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 3

The Start of the Regatta • Registration • Measurement and Inspection ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 4

Sample Race Committee Daily Timetable • 0830 • 0845 • • 0900 0930 1030 1100 Meet at Race Officers Conference RO; DRO; Safety; Mark Layers; Organising Representative; Jury; Team Leaders Race Committee go afloat Commence wind tracking Commence laying the course START ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 5

Race Officers working plan • Develop a working method what are your upper and lower wind limits? which mark do you lay first? how do you locate your marks relative to each other? Be clear in your delegated duties ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 6

Race Officers working plan • Be able to adapt your working method to suit the experience of your race committee and other venues ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 7

Briefings • Briefings – Competitors – Coaches – Team Leaders • Race Officials Meeting ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 8

Wind direction • Finding the average wind direction – Wind indicators – A wind vector – The average wind ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF 9 9

Wind strength • Finding the wind strength – Anemometers – Lower wind strength – Upper wind strength • Follow the published wind range guidelines ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF 10 10

Selecting a suitable course Course geometry – Triangle and windward-leeward – Trapezoid – Gates – Offset marks ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF 11 11

Gate length Depends on - Size of the fleet - Speed of the boats - See conditions - Depth of water and bottom type Boat length zone Min Max 3 (default) 7 9 - 10 2 5 7 -8 4 9 11 - 12 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 12

Windward-Leeward-Triangle Course • Course angles can be; – 600 – 450 (900 at mark 2) – 700 (to give a close reaching leg and a broad reaching leg) 4 4 • The finish can also be located downwind of mark 4 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 13

Windward-Leeward • Alternatives for this course are; – No gate at Mark 4 – More rounds – Finish upwind of mark 1 4 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 14

Trapezoid – Inner and Outer Loops • Two parallel windward-leeward courses • Use with two classes, or • One class using flights ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 15

Course description in SIs W 1 Start – 1 – (1 a) – Finish W 2 Start – 1 – (1 a) – 4 s/4 p – 1 – (1 a) – Finish W 3 Start – 1 – (1 a) – 4 s/4 p – 1 – (1 a) – Finish I 1 Start – 1 – 4 s/4 p – 1 – 2 – 3 p – Finish I 2 Start – 1 – 4 s/4 p – 1 – 2 – 3 p – Finish O 1 Start – 1 – 2 – 3 s/3 p – 2 – 3 p – Finish O 2 Start – 1 – 2 – 3 s/3 p – 2 – 3 p – Finish ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 16

Location of the Race Area • Important factors affecting race management – Clean winds; avoid cliffs and areas that create bends in the wind – Even depth of water; ease of setting marks – Tidal currents; these should be avoided if at all possible – Space for more than one course; do not overlap course areas ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 17

The windward leg • There are three things to be considered when positioning mark 1 – The mean wind direction – The distance to mark 1 from the start line – The effect of any cross course currents ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 18

The downwind leg • The accuracy of this leg to the wind is very important – Especially for asymmetric boats – Cross currents can have a greater detrimental effect on this leg than on the upwind leg ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 19

The reaching legs All angles 600 750 450 600 900 Mark 2 450 The advantage of the triangle is the variety of course angles for the reaching legs ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 20

The offset mark Position 1 Mark 1 Position 2 Wind Alternative positions for the offset mark – Distance and angle depend on the requirements of the class – Designed to keep boats commencing run with spinnakers separate from boats approaching mark 1 on a beat ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 21

The gate • Most windward-leeward courses have a gate as the leeward mark – The gate requires three boat length circles around each mark, with a space between the circles – Therefore minimum width of a gate is seven boat lengths – Most gates are set between 9 and 10 boat lengths ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 22

The trapezoid • The trapezoid was introduced to accommodate two classes on the same course area using; – The same start line – The same finish line – But having two almost separate courses ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 23

Tidal Compensation - windward leg • A rule of thumb guide is; W 2 for every knot of tide set the windward mark downtide 80 • in light winds, double the allowance • for tides diagonal to the wind, halve the allowance W 1 80 Force 3 wind 1 knot tide ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF 24

Tidal Compensation - leeward leg • The adjustment of the running leg to the tide is critical for a good race • The same rule of thumb applies but greater accuracy is needed Force 3 wind 1 knot 80 L 2 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 tide L 1 25

Tidal Compensation – a compromise • Since a square leeward leg is more critical than a square upwind leg, this is a good compromise • But, don’t over compensate 1 40 Force 3 wind 1 knot tide 2 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF 26 26

Tidal compensation – other courses The ‘X’ course The ‘zigzag’ course Wind Current ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 27

Position of the Start Line • When positioning the start line within the course area the following need to be taken into consideration – – Tidal data (time of high and low water) Depth of water Sea bed The weather forecast ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 28

The starting line - length • The formula is: – Number of boats x length of the boat plus 10% to 50% • Other factors are: – – size and manoeuvrability of boats sea conditions wind strength current ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 29

2008 Olympic Regatta Class Boat length (ms) Multiplying No of boats factor RS: X 2, 86 2 35 200 Finn 4, 54 1, 5 26 180 Laser M 4, 24 1, 5 40 250 470 M 4, 7 1, 5 30 210 49 er 4, 9 2 19 190 Tornado 6, 09 2 16 190 Star 9, 92 1, 7 16 190 Yngling 6, 35 1, 7 15 160 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF Start Line length 30 30

The starting line - bias Wind Bad Good • Bias used to be applied to give the Port end starter a slight advantage – The longer the line the less bias required – The shorter the line the more bias required • It is better to start with a line at 900 to the wind and then fine tune it later ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 31

Adjusting bias for tidal effect Wind Move pin Bad Current Good down wind Boats are carried towards the pin by the current, By moving the pin as shown, boats can now clear the pin ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 32

Laying the start line • Anchor the Race Committee Boat; – So that the course can be adjusted to a new wind without moving the CB – Use a long anchor line so that the start line can be ‘fine tuned’ by pulling in or letting out the anchor line. – Position the pin end at 900 to the mean wind ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 33

Adjusting start line bias if one side of the course is favoured Mark 1 Factors to consider are: Weak tide in Bay Wind Strong tide wind shift wind velocity waves current Starboard bias on the start ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 34

Deputy Race Officer duty • The Deputy Race Officer should at this point – Organise the committee boat personnel · · · All visual signals ready All sound signals ready Watches all checked and times verified Recorders in position Course ready for display • This leaves the Race Officer to concentrate on preparing for the race ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 35

Displaying the course • The rules require that the course to be sailed is displayed no later than the Warning signal. – Use the system described in the Sailing Instructions to display the course – If a magnetic bearing to the first mark is required this should also be displayed at the same time ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 36

Starting • The standard starting system is described in the rules – This should be used whenever possible – The time between the warning signal and the preparatory signal can be varied – When racing ‘back-to-back’ a Sailing Instruction is required to warn sailors of an impending starting sequence – Decision to Race - Windsurfing – Starting penalties are incorporated into the preparatory signal ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 37

Postponement • There are four Postponement signals – Indefinite Postponement – Specific time Postponement – Races Postponed – further signals ashore – Races Postponed to another day ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 ISAF February 2006 38 38

The Warning Signal • The first signal in the starting sequence – This should be displayed precisely at the time stated in the Sailing Instructions – Sailors will start their stopwatches on this signal – To assist sailors, many class flags bear the sail insignia of the class about to start – Accompanied by one sound signal ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 39

The Preparatory signals • There are five preparatory signals – ‘P’ – no penalties – ‘I’ – round the ends – ‘I with Z’ – ‘Black’ ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 40

Round the Ends rule • Flag ‘I’ and 1 sound signal – Can cause the fleet to bunch at each end – May create a large gap in the middle of the line ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 41

20% penalty rule • Flag ‘Z’ and 1 sound signal – The penalty area is the triangle formed by the start line and mark 1 – A boat which enters the penalty area in the minute before her start can dip back over the start line to the pre-start side – Each time she infringes the penalty area after a General Recall or an Abandon signal, she is subject to an additional 20% penalty ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 42

The Black flag • The ‘Black’ flag and 1 sound signal – This penalty should only be used as a last resort – For the race committee it creates as many problems as it solves – A good Race Officer will use this flag very reluctantly! ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 43

Removal of the Preparatory signal • This is done precisely one minute before the start signal – A long sound signal is made at this time – If a penalty signal has been used as a preparatory signal, this is the time when the penalty period commences ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 44

Voice Recorder • From approximately 90 seconds before the start signal, record all you see on your tape recorder – Describe the scene as if you were a commentator making a radio broadcast – Wind conditions – Sea state – Boat numbers – The position of boats on the line – Your ability to see the pin end – Any other relevant information which will be of assistance in a redress hearing ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 45

Sighting the Line • Stand behind the mast at least 1 metre away. Do not fall overboard! • Sight on the pin-end • Have the correct number of people sighting the line • Repeat at the pin-end • Don’t forget that both ends of the line are moving • Record everything on your voice recorder. ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 46

The broad start line • The concept of the ‘broad start line’ was first used in 1998 at the World Championships of Sailing – With modern high performance boats accelerating quickly across the start line it is extremely difficult to be very precise in judging the line – If the start line were painted on the water at a width of 30 cm then a boat entering that area is given the benefit of the doubt ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 47

Communication with the Pin End • The most efficient method is by mobile telephone – It is a closed circuit – Both parties can speak at the same time • By radio – Open to anyone to listen – Only one person can speak at once ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 48

Individual Recall • Flag X and 1 sound signal – This signal must be displayed within 4 seconds of the start signal – It must be accompanied simultaneously with a sound signal – It remains on display until all OCS boats have returned and started or for 4 minutes or until 1 minute before the next signal – It is removed without a sound signal – Make every effort to identify all OCS boats ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 49

General Recall • Flag 1 st Sub – 2 sound signals – Should be used if all boats over early have not been identified – A good start line will reduce the need for this signal – A short start line with fewer boats will make this signal almost redundant – Take care when penalty signals are used as the Preparatory signal, especially the Black flag – Removed with 1 sound signal ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 50

After the start race control • Once the race has started the Race Officer has a number of duties – Monitoring the weather conditions · · · Is the wind speed dropping? Is it still safe to race? Are the time limits being met? Has the wind moved left or right? Are all the marks still in place? – Recording · At the end of each round (or mark) ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 51

Abandoning a race • Flag ‘N’ with 3 sound signals – This signal can only be used after the start • There are two other Abandon signals. Each require 3 sound signals – Both can be used at any time – ‘N over H’ – ‘N over A’ ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 52

Changing the next leg of the course • Change of bearing of the next mark • Flag ‘C’ with a repetitive sound signal – This must be displayed with either · A new bearing for the next mark Or · A red rectangle when the new position is to port of the original Or · A green triangle when the new position is to starboard of the original ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 53

Changing the next leg of the course • Increase or decrease in wind strength • Flag ‘C’ with a repetitive sound signal – This must be displayed with either · A plus sign if the leg is to be significantly increased in length Or · A minus sign if the leg is to be significantly reduced in length ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 54

Mark change signal boat position Signal boat + Track to next mark Track of boats approaching the mark ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 55

Mark change signal boat position Boats approaching mark 1 from the Start or mark 4 S/4 P 1 10 Boat lengths mark 1 2 90 4 S This boat shall be anchored 4 P Direction from last mark (Start or mark 4 S/4 P) 3 S 3 P ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 56

Mark change signal boat position Boats approaching mark 2 from mark 3 S/4 P 10 Boat lengths 1 mark 1 2 90 4 S This boat shall be anchored 4 P Direction from last mark (Mark 3 S/4 P) 3 S 3 P ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 57

Mark change signal boat position Boats approaching mark 2 from mark 1 1 This boat shall be anchored 2 4 S 4 P 10 boat lengths 90 3 S Direction from mark 1 3 P mark 2 ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 58

Mark change signal boat position Boats approaching mark 3 S/3 P from mark 2 or mark 4 S/4 P from mark 1 1 Direction from last mark (mark 1 or mark 2) 2 10 boat lengths 4 S 4 P 20 m 3 S 3 P This boat shall be anchored ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 59

Race Management and Rule 42 • Some classes allow parts of rule 42 to be – Switched off – Switched on • Different classes have different wind speeds at which this system becomes operative • Race Committees are responsible for the decision and application of the appropriate SI ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 60

Rule 42 signals Flag ‘O’ – rule 42 does NOT apply Flag ‘R’ – rule 42 applies A repetitive sound signal is made when either flag is displayed ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 61

Position of boat making the signal Wind direction Mark boat making the signal. This boat must be in position before the first boat approaches the mark and remain there until all boats have passed. A repetitive sound signal is made until the last boat rounds the mark. Course to next mark ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 62

Wind speeds • The wind speed at which this system operates is to be found in the class rules • If the wind speed is 12 knots then the Race Officer requires a consistent wind of 1 knot above or below this speed before activating the system • Before activating the signal the Jury boats should be informed and a response received ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 63

Communication with the Jury • The Jury should be informed at an early stage so that; – They are able to get their Jury boats into position – They are aware that there is a change in the pumping rule ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 64

Mark missing • Flag ‘M’ with repetitive sound signal – The object displaying this signal replaces a missing mark – The object may be a boat or another buoy • Before taking the above action, try to replace the mark or use a substitute of similar appearance ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 65

Shorten course • Flag ‘S’ – two sound signals – One or more legs cut off the course displayed at the warning signal – Signal made as boats commence leg towards new shorten course finishing line – Signal displayed on committee boat is further away from fleet than any other time a signal is displayed – Shortening a leg – Some events do not allow shorten course ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 66

Location of the Finish Line • There are three possible locations for the finishing line – Upwind near or at the windward mark – Downwind using the original start line – On a reaching leg ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 67

Laying a Finish Line • On an upwind finishing line the line must be set at – 900 to the wind direction • On all other legs of the course the finishing lie must be set at – 900 to the last leg of the course • The finishing line should be 50 to 60 metres in length ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 68

The Blue flag • The Blue flag indicates that the Race Committee boat is ‘on station’ at the Finish. • It should be displayed, without a sound signal, when the leading boat commences the last leg to the Finish Line ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 69

The Finish of the race – A boat finishes when any part of her hull, crew or equipment crosses the finishing line from the direction of the last mark Both boats have finished but are still racing – A boat is racing until she finishes and clears the finishing line Both boats have finished and cleared the finishing line ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 70

Clearing the finish line and marks This boat has finished and cleared the finish line. He may go home This boat has finished and hit the finish mark BEFORE clearing the finish line. He must now take a penalty Once he has completed the penalty and crossed the finish line a second time, that is his recorded position. ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 71

Recording • Recording the finish – Recording teams are a reader and a writer – The reader calls the numbers out, recording them on a voice recorder. – The writer keeps a paper and pencil record. – Always have at least two recording teams – For big fleets have more • Remember – A start you can do over and over, the finish only once! ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 72

Consistency from day to day Follow same procedures from day to day. These include: – – – When races are delayed Calling OCS Starting penalties Length of starting line and finishing line Course configuration and procedures for setting the course ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 73

Post Race tasks • Accounting for all boats – For safety – For scoring • Results service • Protest time • Talk to the Jury Chairman ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 74

Evaluation • Always analyse your performance • What could you do better • Talk to the other officials, but most important, talk to the sailors ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 75

Redress hearings • Do not get upset because a competitor is questioning your eyesight! • Record all timings and RC actions on paper and on tape • Try to correct before the redress hearing • Be factual in your presentation of evidence • Describe your operating procedures • Do not argue ISAF Race Management Manual – Part 2 – Fleet Racing – February 2006 76

This document is solely for the use by the International Sailing Federation. No part of it may be circulated, quoted, or reproduced for further distribution without prior written approval from the International Sailing Federation. This material is for presentation purposes only and is not a complete record of any discussion. Ariadne House, Town Quay, Southampton, Hampshire SO 14 2 AQ, UK Tel: + 44 (0)23 80 635111 Email secretariat@isaf. co. uk www. sailing. org