International Sailing Federation Race Management Manual Part 2

International Sailing Federation Race Management Manual Part 2
Fleet Racing Edition 4 February 2006 Edited by the ISAF Race Management Sub-Committee © International Sailing Federation First Edition 1994 Second Edition 1997 Third Edition 2002 Fourth Edition 2006 (including revisions and updates presented throughout ) Copies of this Race Management Manual and other ISAF publications can be obtained from: ISAF (UK) Ltd. Ariadne House Town Quay Southampton SO14 2AQ Telephone: Fax: Or Downloaded from the ISAF Website: February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Preface to the Fourth Edition of the ISAF Race Management Manual The Manual has been completely re-written during 2005 using a new format based on Powerpoint. Hard copies can be found by printing the ‘Notes pages’ of Powerpoint. Along with the new format and utilising the flexibility of a Powerpoint Presentation, the order in which the slides and notes are presented, represents the logical progress of a Regatta from its inception to its completion. It is intended that these slides should be used by all Race Management Instructors, suitably adapted to suit the level and particular skills required for an event. This can be achieved by ‘hiding’ selected slides that are deemed not to be necessary for that particular group. An example of this is the section in Part 1 of the Manual on the ‘Position of the Press’. Slides 49 to 56 can be hidden so that they do not appear on screen in a presentation. These cover a very specialist area and are probably only necessary for a few events. Another innovation is the division of the Manual into specific parts each dealing with a different aspect of Race Management. Everyone should read and digest part 1 – Regatta Organisation and Management. This covers all aspects of ‘Event Management’. Parts 2 to 5 deal with ‘On the Water Race Control’ for different types of racing. Finally, the last major advantage of the system is that it can be updated quickly with individual pages being replaced easily. Tony Lockett This edition includes revisions and updates presented throughout , coordinated by Tomasz Chamera and Nino Shmueli. February 2006 ISAF February 2006 – Part 2 Fleet Racing

How to use this Manual As a Powerpoint Presentation As a hard copy
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 Powerpoint Presentation This format may be used on a PC or Laptop as a personal tutorial, or it may be used with a data projector, as a classroom presentation. The slides have the main paragraph headings (or ‘punch lines’). The detail will be found in the ‘Notes’ pages of Powerpoint. Hard Copy This may be obtained by printing out the ‘Notes pages’ in Powerpoint. To achieve this use the following procedure. Open the Powerpoint file, ‘Regatta Organisation’ Click on ‘File’ and then ‘Print’ In the ‘Print what:’ window select ‘Notes Pages’ Click ‘OK’ Or Click on ‘View’ Click ‘Notes Pages’ Click ‘Print’ February 2006 ISAF February 2006 – Part 2 Fleet Racing

The Start of the Regatta
Registration Measurement and Inspection Registration Registration (this covered in Part 1 - Regatta Organisation and Management) is a simple procedure by which a competitor makes a formal contact with the Regatta Organizing Committee, a kind of "report in". First and foremost it is the moment at which such formal matters as registration as a competitor, payment of the entry fee, issue of Sailing and Measurement Instructions, etc., are dealt with. At the same time, it is also an opportunity for distribution of a competitor's packet, if one has been prepared. Such a packet may include sponsors' gifts, a map of the locality, public transport timetables and stations, a programme, and anything else that is relevant. It is also an opportunity to introduce visiting competitors to local people and generally to make them feel welcome. Measurement and Inspection The requirements of Measurement Committee will vary from a simple acceptance of a previously obtained measurement certificate or registration on the one hand, to a complex series of checks and measurements on the other. The purpose is to ensure fairness in class racing and to make certain that no competitor has an unfair advantage through deliberately or inadvertently infringing the Class Rules. If there are special requirements for measurement, they should be included in the Notice of Race. The Sailing Instructions shall then, when appropriate, specify the measurement or inspection procedure. Usually measurement matters have been completed before the first day of racing, but under certain circumstances a boat may give its measurement certificate, if required, before the end of the event to the Race Committee. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Sample Race Committee Daily Timetable
0830 Meet at Race Office 0845 Race Officers Conference RO; DRO; Safety; Mark Layers; Organising Representative; Jury; Team Leaders 0900 Race Committee go afloat 0930 Commence wind tracking 1030 Commence laying the course 1100 START Sample Race Committee Daily Timetable This is a sample of a daily timetable. To achieve consistency times shall be based on GPS time. The requirements and timings will vary considerably from venue to venue depending on the infrastructure available. For example the difference in timings required for an event run from a marina with all its facilities and a beach launched venue can vary tremendously. This timetable should be issued to every member of the race committee so that they are aware of the need to be punctual. The deadline is the start of the race. The whole timetable has to be arranged so that this deadline can be met without undue pressure on the race committee. A postponement because the race committee are not ready is not acceptable. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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. Race Officers working plan Most race officers develop a working plan without realising that they have done so. When a team of people operate together over a number of years at major events, many of the actions become automatic. They have worked together so often that they can predict the race officers requests and are in position ready to carry out the request as soon as it is received. Upper and Lower wind strengths Be clear what your parameters are for the conditions to be suitable for racing. It is the extremities that create most problems. Is there enough wind? Is there too much wind? Is the wind stable enough in direction? The type of boat, the age and fitness of the crew will have a bearing on the first two questions. Wind stability can only be related to the predicted wind issued in the latest forecast. Mark location There are many ways to transfer the course from the chart to the water. Your race management team will get to know your preferred method. Delegation of duties Be very clear as to who does what in your race management team. Once delegated, let them get on with the job and only step in if you see a major error about to occur. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Race Officers working plan
Be able to adapt your working method to suit the experience of your race committee and other venues Adaptability In recent years more race officers have been appointed to venues outside their own club. This will grow with the ISAF intention to appoint race officers for major events. This brings in a complete set of new requirements. When a race officer is appointed to an event at a venue he has not used before, there are several factors he must be aware of: There will be someone at that club who feel that they should have been appointed and not an outsider. Therefore the first skill required is one of diplomacy and team building. The race management team will not be aware of the skill level or the working method of the incoming race officer The visiting race officer will not have the local knowledge which is essential t the success of any event. The visiting race officer will need to adapt his working method to suit the skill level of the local race management team while also gaining as much information about the local conditions as possible. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Briefings Briefings Race Officials Meeting Competitors Coaches
Team Leaders Race Officials Meeting Competitors, Coaches/Team Leaders Briefing Regattas vary greatly in the duration and content for competitors. For many smaller regattas briefings are not even considered necessary. However, a meeting can be very helpful in building up contact between the Race Officer/the Race Committee and the competitors, especially when there is no opening ceremony. A competitors briefing, particularly with reference to local conditions of wind and tide, can neutralise the advantage gained by local competitors. The briefing usually precedes the practice race or the first race and may be undertaken either by the Chairman of the Race Committee or by the Race Officer. Subjects which may be covered at the Competitors Briefing include: ∗ a friendly word of welcome (if there has not been a formal opening ceremony); ∗ an introduction to key officials; ∗ an identification of main shore locations (Race Office, Protest Room, etc.); ∗ location of the Official Notice Board; ∗ identification of Committee boats, Marks, etc.; ∗ hazards and prohibited areas; ∗ the course area and the time taken to sail to the race area from the marina or beach; ∗ food arrangements; ∗ social arrangements; ∗ prize giving; ∗ specific rules of the Host Club; ∗ etc. Because the meeting has no authority in terms of the rules and the Sailing Instructions, statements made are not protestable and there is a responsibility upon the official conducting it to exercise great caution not to mislead. Best practice requires the competitor with a query on the Sailing Instructions, to present the question in writing. The official answer, duly signed by the Race Officer, is then placed upon the Official Notice board. Using this method allows everyone to read the question and the answer. Race Officials Meetings In multi course events the PRO should have a pre regatta meeting with his Race Officer’s to discuss the logistics of the regatta, each persons responsibilities and to confirm the line of communications between them. Each Course Race Officer should also have a team meeting with their race officials to confirm each persons responsibilities and to answer any of their questions. This meeting should cover all aspects of the event so that each person knows who is responsible for all required duties and to ensure that they are all fully coordinated so that the regatta runs as smoothly as possible. At this meeting emphasis on time-keeping is essential. It only requires one person to be late and the whole timetable leading up to the start can be delayed. This is unacceptable. The Protest Committee The Principal Race Officer and, in a multi-course regatta, the Course Race Officers, should have a meeting with the Chairman of the Protest Committee. At this meeting the Race Officers will outline the mode of operation and how they intend to run the Regatta. Interpretation of the Sailing Instructions should be clarified. Provided that there has been consultation on the Sailing Instructions between the PRO and the Chairman of the Protest Committee during the drafting stage, there should be no problems in this area. It is important to try to avoid amendments to the Sailing Instructions unless absolutely vital. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Wind direction Finding the average wind direction Wind indicators
A wind vector The average wind Wind direction and strength One of the first tasks that has to be completed by the Race Officer is to establish the ‘mean’ (average) wind direction. This wind bearing will be the one used to position the start and finish lines and all the rounding marks. He also has to establish the strength of the wind. This information is required so that a course of the required length can be set. This will obviously vary according to the strength of the wind and the sea state. The following guidelines are recommended for major events: The race should start at the scheduled time if the wind conditions are within the set criteria. Waiting for ‘better’ wind is unfair. Do not wait for the wind to ‘stabilize’. Sailors can compete in oscillating conditions. Wind indicators There are a variety of methods used to check the wind direction from hi-tech electronic instruments down to a simple piece of cotton on a pencil.The advantage of the pencil and cotton is that it can be easily kept in a pocket and brought out instantly when required. Each Race Officer will develop his own method which he trusts will give him the accurate information he requires. When checking the wind direction there are several factors which should be taken into consideration. There should be a clean, uninterrupted airflow past the wind direction indicator. On a boat there are many items that can deflect the wind thus giving a false reading. Avoid masts, superstructures and people. The height at which the wind reading is taken is also critical. There can be a considerable difference between the wind at the top of a 10 metre mast and the wind at deck level. Always try to take a reading at a height above the sea that matches the centre of the mainsail on the racing yachts. A position well forward on the boat is usually the best position but beware the wind being deflected upwards and sideways by the bow of the boat. Always have more than one person on the Committee Boat checking the wind direction. Reports from the Pin end start boat and the number 1 mark layer are very important. This information should be passed by radio to the Race Officer on a regular basis. To reduce radio traffic and let the Race Officer concentrate on his task, reports should only be sent into the committee boat when there is a change from the previous report. No change, no report. Another indication of the wind direction is the fleet. Sailing boats react far quicker to changes in wind direction than the race committee. Watch the fleet sailing and practising during the pre-start period. This will help the Race Officer choose the correct wind bearing. Wind vector and the mean (average) wind direction A steady wind will flick 50 either side of the centre. At other times the wind direction can vary by a large amount. There will be times when the wind vector (the wind vector is between the two bearings at the extremities recorded) is very large. Twenty degrees either side gives a wind vector of 40o. This will test the skill of the Race Officer, his local knowledge and the ability to relate the current wind to that of the forecast wind. Somewhere in this vector the Race Officer has to choose a wind bearing on which to set the course. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Wind strength Finding the wind strength
Anemometers Lower wind strength Upper wind strength Follow the published wind range guidelines Wind Strength Anemometers The same rules that apply to establishing the wind direction also apply to the position of the apparatus for checking the wind strength. Wind strength The two critical factors here are the lower and upper wind strengths. Many classes have very specific race management guidelines on this topic. These should be used by the Race Officer as guidelines only. The ultimate decision to race or not to race is that of the Race Officer. The Race Officer shall follow wind range guidelines. If the published minimum wind speed is 4 knots, race shall start in these conditions even, if wind speed increase is expected later in the day. On the other hand the race shall not start in condtitions outside published quidelines. The lower wind speed for most dinghy classes in major championships is around 4 knots. Below this wind speed it is not advisable to start a race. Remember that the fleet have to sail the whole course, therefore the wind has to ’fill in’ over the whole course area, not just in the immediate vicinity of the start line. Upper wind strengths are much harder to determine and vary tremendously depending on boat design and sea conditions. The important factors that should be considered are; Is it safe? Can the patrol boats extract people from the water safely. Is it a race or a survival course? There comes a point in higher winds where the fleet are not racing against each other but just managing to ‘get round the course’. It is easier not to start a race under these conditions than to start the race and then have to Abandon it later. This aspect of a Race Officers duty is one that always leads to controversy. Some will say the race should be sailed others will agree that it should not be started. This is dealt with in detail later in this manual. Policies for major events are as follows: Lower wind speed limit - the races should not be started in less then 4 knots of wind (6 knots for boards) established over the entire course area. This lower limit may actually be higher if there is strong current in the racing area. Upper wind speed limit - the races should not be started in excess of 25 knots. Once a race has been started and winds exceed 25 knots the race should be allowed to continue unless there is a danger to life. For multihulls and high performance dinghies these limits should be set around 5 knots less. For most of keel boats the upper limit may be 2-5 knots less in heavy seas or with gusty winds. These limits may also vary depending upon sea conditions, current or rapid changes in velocity. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Selecting a suitable course
Course geometry Triangle and windward-leeward windward-leeward Trapezoid Gates Offset marks Course geometry In the past courses usually provide a combination of beating, reaching and running - each leg testing particular tactical and boat handling skills. Recent developments have shown a preference by many classes, for windward-leeward courses removing the long reaching legs where passing opportunities are difficult to find. Exceptions are long-distance point-to-point races, where often changes in weather provide the variations desired. Some courses have no regular geometry. Race Committees often use harbour beacons and other permanent marks as a convenience and some races use geographical features such as islands. Before deciding on the course geometry, the Race Officer and the Race Committee should liase very closely with the Class Association. The officials of the Class will be more familiar with the characteristics of the boat and what type of course geometry is most suitable for their event. A good Race Officer will not impose his will on the class but should be able to advise them of the affect course selection will have on the efficient race management of the event. Knowledge of local conditions which can have an adverse effect on the efficient running of the event, should be brought to the attention of the class association at an early stage of the planning. Whatever the course configuration, convention and common sense should play a part in the course selection. Courses should be consistent and not complicated. Even for a course around harbour marks, all mark roundings, where the rounding could be either way, should be consistently port or starboard. Port-hand roundings are often preferred at a windward mark, because they simplify observance of the port-starboard rule. Therefore, for major events, where there are no geographical constraints, a port hand course is always used; except in match racing, where the organizers look for maximum tactical complexity, and therefore often prescribe starboard roundings. Looping around marks should be avoided. On a beat a fleet tends to spread out - the leading boats have clear air and less interference from other boats. On a run the leading boats may be blanketed and the fleet closes up. Because of this and because an upwind start is the fairest, a race should start with a beat or have a beating leg as soon as possible after the start. The selection of the type of course to be used for a regatta, and indeed for a particular race within a series, will depend upon such factors as the area of water available, the anticipated wind strength and the speed of the competing boats around the course. The Class rules, for certain (principal) events may describe the configuration desired although the Sailing Instructions can always override such a description, and indeed, on occasion, it may be necessary that they do so. Gates A gate is usually set at the leeward mark. It gives the skipper wishing to move to the port wing of the course on the beat, the opportunity to round a mark of the gate to starboard and thus avoid having to cross the fleet sailing downwind. The width of the gate will depend on the size of the fleet, the speed of the boats and the sea conditions. The minimum width should be five boat lengths, thus allowing a boat length between the two boat length circles round each mark. It is normal practice to make the gate between 7 and 8 boat lengths in width. The maximum recommended is ten boat lengths. Off-set mark This is the term applied to a mark which is set some 50 to 100 metres on the port side of mark 1. It is designed to take the fleet away from mark 1 before the boats set off on the run and hoist spinnakers, if any . Its location in terms of distance and angle from mark 1 are very class specific and the advice of the class association should be sought at an early stage of the planning process. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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) The finish can also be located downwind of mark 3 Triangle and windward-leeward This was always known as the ‘Olympic’ course. This is no longer the case. The triangle and windward-leeward, as it was known, is not used in the Olympics because in the context of that Regatta it is no longer an efficient use of resources and time. However, when there is a one class Championship, and the class require reaching legs, then this should be the preferred course. It has the advantage that when mark 2 is positioned correctly it can give a variety of reaching angles. Some classes prefer an equilateral triangle, giving 600 at all marks. Other classes prefer a slightly broader reach and so they have 450 between marks 1 and 2 and 900 at mark 2. Finally, there are those classes who would like a close reaching leg and a broad reaching leg. This is best achieved by having 700 at mark 1, thus giving a close reach from mark 1 to mark 2 and a broad reach between marks 2 and 3. In the initial negotiations with the host club, the advice of the class association should be sought as to the most suitable reaching angle for the particular class of boat. The windward-leeward leg covers the other two aspects of racing, the beat to windward and the downwind run. Position of the start and finish lines The most usual position for the start line is immediately downwind of mark 3. Some 50 metres is sufficient distance. If the race area is restricted, some race committees have set the start line upwind of mark 3. Care should be taken when doing this that there is sufficient distance between the start line and mark 1 to allow the fleet to spread out before reaching mark 1. The traditional place for the finish line in this course is approximately 50 metres upwind of mark 1. This allows the fleet to finish on a windward leg and usually makes for easier recording of finishing places on the Committee Boat. However, this is not the best place if more than one race per day is to be sailed back-to-back. It creates a delay while the fleet returns to the starting area. To overcome this, the start line is reduced in length, and becomes the finishing line. Care has to be taken when recording boats at the finish as sometimes their numbers can be obscured as they cross the finish line. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Windward-Leeward Alternatives for this course are; No gate at Mark 2
More rounds Finish upwind of mark 1 Windward-Leeward This is the simplest of courses to set. If there is a large fleet, then an additional mark is required, so that mark 2 can become a gate. A gate is recommended in this course because after the fleet have spread out on the beat, the back of the fleet will start to catch the leaders on the run. A gate gives Competitors the opportunity to choose which side of the next beat to use without having to cross boats running downwind with spinnakers. Position of the start and finish lines The most usual position for the start line is immediately downwind of mark 2. Some 50 metres is sufficient distance. Because the windward-leeward course is frequently used when more that one race per day is to be sailed and there is no scheduled start time for race 2 and subsequent races, the start line (reduced in length) becomes the finish line. Some classes vary this by moving the finish line 50 metres upwind of mark 1 for the last race of the day. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Trapezoid – Inner and Outer Loops
Two parallel windward-leeward courses Use with two classes, or One class using flights Trapezoid Because the Trapezoid course has been used in the last few Olympic Regattas, it has been given the title of the ‘Olympic’ course. This is not correct. The trapezoid is two windward-leeward courses parallel to each other and is designed to accommodate two different classes or two flights of the same class, on the same course area and using the same start and finish lines. The reaching leg between marks 1 and 2 is there as a ‘spacer’ between the Inner and Outer Loops. The length of the reaching leg between marks 1 and 2 should be approximately two-thirds of the length of leg 1. The trapezoid requires a greater area of water than the other courses. It is the most difficult course to set and the most difficult course to adjust to a new wind after the race has started. The course length is to be set to give the first boat of each fleet the best chance af achieving the target time. Getting the course length correct, particularly when there are two classes with different boat speeds, is essential, otherwise a faster class can quite easily catch up the slower class. Another disadvantage of this type of course is that there are times when the wind on the inner loop and the wind on the outer loop can vary in strength and direction. If resources allow, it is better to have two course areas and race committees sailing windward-leeward courses than one race committee with two classes sailing a trapezoid. Gates These are usual at marks 3 and 4. Mark 4p/4s shall be laid after the start (second start in case of multiple fleets) and not in case of the medal race, if sailed. Position of the start and finish lines The most usual position for the start line is immediately downwind of mark 4. Some 50 metres is sufficient distance. The finishing line is set on a reach from mark 3 to the finish. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Location of the Race Area The course location should be selected to give as fair conditions as possible within the locality having regard for tidal currents, vagaries of wind caused by headlands and buildings, and shallows. It may be better to sail extra laps of a smaller size in order to avoid foul wind or foul ground which introduce advantages from local knowledge. It is assumed here that the race course will be purposely set for the races that are to take place, using separate marks and starting and finishing lines to be positioned depending on the wind direction. When racing is to take place around fixed harbour buoys or landmarks, the positions of starting and finishing lines may vary depending on the wind direction. Some clubs have a designated race area that may even be indicated on the chart. With a set of coordinates, each Club's Race Officer will therefore always lay his course in the same area. For multi-course regattas, each Race Officer will also be allocated a Race Area beforehand, again defined by a set of coordinates. If the Race Officer has to pick his own spot, the following applies: He will need a chart of the racing area showing relevant features which can be used for fixing positions, a cardboard shape or an outline on clear plastic film (e.g. overhead transparency film) of the desired shape made to the chart scale, instruments for transferring compass bearings to or from the chart, and a method of marking off distances. In enclosed waters, the course shape will reveal how much flexibility the Race Officer has in placing the course with regard to the wind direction. It may also indicate to him that a starboard hand course is necessary, although a port hand course is always preferred to avoid congestion at the windward mark. In open water, the procedure is simpler. The use of GPS has simplified the laying of marks, however, care has to be taken when transmitting GPS data on the radio. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The windward leg This is common to all the courses described earlier. (The windward-leeward; the windward-leeward-triangle; the trapezoid) Laying mark 1 The quickest and most efficient way of placing mark 1 in it’s correct position is as follows: Anchor the committee boat Mark 1 mark layer comes alongside and using the GPS in his boat, marks the committee boat position. This is retained throughout the day unless the committee boat is moved. The mark layer then proceeds on the compass bearing and distance given to him by the Race Officer, using the GPS, until he reaches the required distance. At this point the mark layer ‘holds station’, that is, he does not anchor nor place the mark in the water. He remains directly upwind of the committee boat at the required distance until ordered to lay the mark. In this period he will be sending reports of any variations in wind direction and strength back to the Race Officer. This method allows the Race Officer to lay mark 1 at the very last moment thus reducing the possibility of wind shifts affecting the course. Leg length Getting the leg length correct is important and requires several factors to be taken into account: Race duration – many sailing instructions now have a target time for the first boat to finish the race. Calculating how long the legs need to be to achieve this target time is now of prime importance. Boat speed in different wind and wave conditions. The amount of water available for use in any particular direction. The stability of the wind. Restrictions imposed by the Sailing Instructions. Some have a mark 1 time limit. Boats must round mark 1 within this time limit or the race is abandoned. The good Race Office will always keep a record of wind speeds, time on each leg of the course, for each of the classes he works with. This data bank of information is invaluable in being able to achieve the correct size of course. Cross course currents A current which is at right angles to the wind creates complications for the Race Officer. The position of mark 1 might not be directly up wind. To compensate for the tide carrying the boats sideways as they travel upwind the windward mark is moved down tide. This is described later in this manual. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The downwind leg The accuracy of this leg to the wind is quite important. To give boats the opportunity to sail down wind tactically and have the chance of passing other boats, the ability to carry spinnakers on either gybe is essential. This can only be achieved if the downwind leg is within 50 of the wind direction. Anything greater will cause all the boats to sail on the same gybe and reduce passing opportunities dramatically. Cross course current This can have a greater impact on the race on this leg of the course than on the upwind leg. Unfortunately, when there is a cross course current the Race Officer has to compromise between an accurate upwind leg and an accurate down wind leg. This problem is dealt with later in this manual. February 2006 ISAF February 2006 – Part 2 Fleet Racing

The reaching legs All angles 600 450 750 600 900 Mark 2 Mark 2 Mark 2
Some classes still want the thrill of a good planing reach. To achieve this the best course to use is the triangle. Different classes will reach better at an optimum angle to the wind. At an early stage in the negotiations for an event, the Race Officer should consult with the class association with regard to the angles most suitable for the class of boat to be raced. Policies for major events are as follows: The raching leg angle will be 70o interior angle for the boats/boards without spinnaker. The raching leg angle will be 60o interior angle for the boats with spinnaker. Positioning mark 2 – the gybe mark Placing mark 2 in it’s correct position can be achieved by: Transmitting to the mark layer a GPS position. This can be open to error. Or, by giving the number 1 mark layer a course and distance from mark 1 to mark 2. Remember that this mark layer has the GPS position of the committee boat. He has also laid mark 1. By marking the position of mark 1 on his GPS he can now follow a precise course and distance to mark 2. The advantage of using this system is that no radio transmissions are required giving GPS positions. Therefore errors in transmitting and receiving latitude and longitude are omitted. Mark 2 Mark 2 Mark 2 450 450 The advantage of the triangle is the variety of course angles for the reaching legs February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Mark 1 Position 1 Position 2 Wind The offset mark This mark is used by some classes to separate the boats commencing their down wind leg and in the process of hoisting spinnakers, from those approaching mark 1 on their upwind leg. The angle and distance that the mark is laid from mark 1 is very class specific. It is again, one of the many negotiating points between the Race Officer and the class association in the very early stages of preparing for the event. At major events an offset mark shall be set with an interior angle of 80o and with a distance of 0.02NM (40 metres). The mark This is usually smaller than mark 1. A dan buoy is frequently used for this mark. If both the Mark 1 and the offset mark are the same size and shape, then a quick adjustment of the downwind leg can be made by moving one of the marks only. Alternative positions for the offset mark February 2006 ISAF February 2006 – Part 2 Fleet Racing

The gate Most windward-leeward courses have a gate as the leeward mark
The gate requires two boat length circles around each mark, with a space between the circles Therefore minimum width of a gate is five boat lengths Most gates are set between 8 and 10 boat lengths The gate Gates are a relatively new form of mark. They are particularly useful at the leeward end of a downwind leg. A gate allows a boat wishing to go upwind on the port side of the course, the opportunity to do so without crossing boats running with spinnakers towards the leeward mark. To achieve this boats must take one mark to starboard Gate width The Racing Rules require a two boat length circle around each turning mark. A further boat length is provided as a spacer between the two circle around the mark. This gives a minimum distance between the gate marks of 5 boat lengths. However, experience has shown that this makes for a very narrow gate which is unsuitable for many classes particularly the new designs of high performance boats. It is now recommended that between 8 and 10 boat lengths is more suitable, the greater distance being required in stronger winds and therefore bigger seas. Gate bias With some skill a Race Officer can put bias on the gate just as on a start line, to encourage boats to use both sides of the course. Laying a gate This is very similar to laying a start line. Usually the mark nearest the committee boat is laid first, some 50 metres upwind of the start line and in the middle of what would be the finishing line. The second mark is streamed, just as the pin end is streamed when laying the start line, and towed into position with only the anchor in the mark laying boat. Once the mark is in position the anchor is dropped. An alternative is to have two mark-laying boats which motor upwind each towing a mark and at the required width of the gate. On a given signal both boats drop their anchors at the same time. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The trapezoid This course requires a lot of resources in terms of marks, boats and personnel. It is a difficult course to lay and an even more difficult course to move when there is a wind shift during the race. Because of its size it requires a lot more space than any other course shape. When first used the reaching leg between marks 1 and 2 was equal in length to the windward leg. Recent practice has recognised that this leg is no more than a spacer between the two windward-leeward legs (between marks 1 and 4 – the inner loop and marks 2 and 3 – the outer loop). The recommendation is that this leg (Mark 1 to mark 2) should only be two thirds the distance of the windward leg. The advantages of a trapezoid When there are two classes or different groups of the same class, these can easily be raced on a trapezoid shape. This has the advantage of reducing fleet size and therefore the length of the start line. The disadvantages of a trapezoid The main disadvantage is created by wind shifts. In theory it should be possible to pivot the course on one mark but this would involve moving up to five marks. In reality what has developed is the movement of the two windward marks (marks 1 and 2) to new positions. This sounds simple but it effectively changes the whole shape of the course and can create further problems of alignment of the finishing line. On some occasions there has been two different winds on the inner and outer loops, both in strength and direction. Recommendation It is better, if resources allow, to run two separate windward-leeward courses, each with there own race committees, than to attempt to run one trapezoid under one race committee. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Tidal Compensation - windward leg
A rule of thumb guide is; 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 W1 W2 Tidal compensation Fortunately many venues do not have this problem! However, as Race Officers become more mobile and are employed in venues outside their own clubs, it is essential that they understand the problems created by tidal currents within the course area. The guidance offered here is based on the experience of many Race Officers over a large number of years. It is very much a rough guide, a ‘rule of thumb’ guide, to adjusting the course to compensate for a tidal current. The reason why it is only a rough guide is that no two venues are the same. Sometimes the start can be in an area with very little current but the windward mark may be exactly opposite with anything up to 4 or 5 knots of current. In some areas trying to work out the compensation is just impractical! The windward leg When there is a middle of the range wind, Beaufort scale 3, with a 1 knot tide at 900 to the wind, set the windward mark down tide by approximately 80. In light winds, double the allowance. For tides diagonal to the wind, half the allowance. Force 3 wind 80 1 knot tide February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The downwind leg Remember! The running leg should be laid more accurately to the wind so that boats can split gybes on the run. This applies particularly to assymetric boats. The objective is to give the sailor the chance to use tactical sailing to pass other boats. The same rule of thumb guide applies. When there is a middle of the range wind, Beaufort scale 3, with a 1 knot tide at 900 to the wind, set the leeward mark down tide by approximately 80. In light winds, double the allowance. For tides diagonal to the wind, half the allowance. Force 3 wind 80 1 knot tide L1 L2 February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Tidal compensation – a compromise The two previous slides illustrate what should happen when setting a course in tidal waters where there is a strong cross-current. However this creates it’s own problems. Having moved mark 1 approximately 80 down tide, mark 1 is now no longer directly upwind of the start line. This now creates a problem because we need an accurate down wind leg as described previously. By offsetting the leeward mark by 80 this moves the leeward mark even further away from the start line. The compromise Note that the degree of offset is only 4 degrees as illustrated above. This is not really satisfactory but may be the only option. Force 3 wind 40 1 knot tide 2 February 2006 ISAF February 2006 – Part 2 Fleet Racing

Tidal compensation – other courses
The ‘X’ course The ‘zigzag’ course Wind Tidal compensation – other course alternatives The two courses shown above are an alternative way of compensating for a tidal current. The ‘X’ course The ‘X’ course can create problems at the first mark if the tide is in the opposite direction, thus having to send the fleet round mark 1 to starboard. This course has been used successfully when there is a tide and a limited amount of space. The ‘Zigzag’ course This course, sometimes known as ‘walking the course down tide’, requires a lot of space and an extremely skilful mark laying team. One advantage is that each mark can be laid just before the fleet arrive at the previous mark. This will allow the Race Officer to calculate the tidal strength and the wind strength accurately for each leg of the course. This course has been used successfully in some parts of the world. Current February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Position of the Starting vessel and the Leeward Mark When moving into position for laying a start line there are several factors which govern it’s location: The weather forecast Tidal data Depth of water Sea bed Starting lines should generally be set square to the mean wind as measured on a free floating boat (apparent wind). Current, favoured side of the course, expectedwind shifts and other variables may justify variation from this quideline. If the wind is steady and matches the weather forecast, move to a leeward location within the designated racing area. Locate the position on the chart by means of compass bearings, back-bearings, and transits, from identifiable features. If the wind does not match the weather forecast, then it is important to decide where the wind is likely to be at start time and during the race. Anchor the Race Committee Boat in a position which will allow the whole course to be pivoted on the Committee Boat without having to lift the anchor and move. Record the average wind bearing and transfer it to the Starting vessel position on the chart. Remember that a wind vane must always be used in clear air, not where air flow is disturbed by a part of the Starting vessel. The best place is usually the bow. Place the course shape described above on the chart to define the course and possible changes, to determine suitability with regard to foul ground, headlands, shipping channels, etc. When satisfied, anchor the Starting vessel and recheck position. Note that the Starting vessel is always positioned at what will become the starboard end of the line. When anchoring consideration should be given to letting out a little extra anchor line as this will give you the opportunity of making minor last minute adjustments to the starting line (before the preparatory signal) by either pulling in or letting out further anchor line. Advise the other Committee vessels – and the other Race Officers, if any – immediately of your anchoring position and your wind direction. This information will help the other on the-water-managers to establish their own courses and will avoid conflicts between neighbouring race areas. Continue to check wind direction. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The starting line - Length The starting line needs to be of the required length. The formula is the number of boats x length of the boat plus 10% to 50%. Some Race Officers regard this as too generous but the formula is designed to allow boats to ‘manoeuvre in a seaman-like manner’. The wind and sea conditions as well as the manoeuvrability of the racing boats should be considered. There is a considerable difference between an Optimist dinghy and a 20 metre offshore boat in their requirements for space to manoeuvre. This is where the judgement of the Race Officer is crucial to a good start. The quality and experience of the fleet is also a crucial factor. In the Olympic Regatta and in those classes who reduce fleet size for their final rounds in their major championships, almost every boat will require a space on the start line. Therefore the above formula in calculating the length of the line is correct. However, where every boat that enters the competition, is allowed to start at the same time, then it is inevitable that the less experienced sailors will be in a second or third rank behind the start line, at the start. This makes the start line, using the above formula, too long. A very long start line presents other difficulties for the Race Officer. With very large fleets some start lines have been over one mile in length. Frequently the wind is different at either end and even, at times, in the middle of the line. Another difficulty encountered by Race Officers under these circumstances is to clearly identify boats that are OCS. Reducing the length of the start line to a manageable length gives the competitors a better chance of a ‘fair’ start, and also gives the Race Officer a better chance of getting the fleet away first time without having to resort to penalty flags. The opportunity for the Race Officer to achieve this is in the initial negotiations with the class, when he should endeavour to persuade the class to reduce start line length by utilising a suitable competition format requiring less boats on the start line. Below is a guide to the length of the starting line for the different events in the 2008 Olympic Sailing Competition. It may be advisable to use a larger multiplier in strong winds. Laser range finders should be used from the port end towards the race committee signal boat. Class Boat Length Multiplying factor Number of Boats Start Line Length (metres) RS:X Men RS:X Women Finn Laser Laser Radial 470 Men 470 Women 49er Tornado Star Yngling February 2006 ISAF February 2006 – Part 2 Fleet Racing

The starting line - bias
Wind Bad Bad Line bias It was customary to lay a starting line with approximately 50 of bias favouring the port end.. The purpose of the bias is to encourage the fleet to make use of the whole line instead of just the starboard end. Too much bias may lead to congestion at the port end as boats compete with each other to take advantage of it. The Race Officer should observe how the fleet reacts to the bias on his first starting line and adjust as required for subsequent starts. This is no longer the case. Race Officers are advised to set a square start line. That is a start line that is at 900 to the average wind direction that has already been established. Once laid this start line can be ‘fine tuned’ by moving either end of the start line by paying out or taking in, the anchor line. To get the start line adjusted correctly the Race Officer should watch the fleet as they test the line for any advantage. If the fleet starts to favour one end over the other, then, if there is time, the Race Officer may adjust the line as previously described. Whatever happens the line must be fixed by the Preparatory signal. No further adjustments can be made after this signal is displayed. Inner limit mark If an Inner Limit Mark ("ILM") is required it may now be laid. This mark protects the Starting vessel from competitors. An Inner Limit Mark should be set as near as possible to the line but never more than a half boat length to leeward of it. To protect the Committee Boat an alternative is to attach the mark to the Committee Boat on a short line. This becomes a permanent attachment and is considered part of the Committee Boat. It also keeps boats away from a stern anchor warp if one is used. 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 February 2006 ISAF February 2006 – Part 2 Fleet Racing

Adjusting bias for tidal effect
Wind Current Bad Move pin down wind Adjusting the bias to counter tidal effect When there is a current running parallel with the start line it will push boats to one end or the other. The diagram here illustrates what the Race Officer can do to counter this current. If the current is pushing the boats to the pin end of the start line, the pin end is moved downwind by a small amount to enable boats to clear the pin end easily. This is starboard bias. The converse happens when the current is in the opposite direction. Good Boats are carried towards the pin by the current, By moving the pin as shown, boats can now clear the pin February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Laying the start line Position of the Committee Boat within the course area Once the mean wind has been established, the Race Officer should compare this with the forecast wind. If the actual wind matches the predicted wind then locating and anchoring the committee boat is fairly straight forward. However, frequently in some parts of the world, the actual wind does not always match the predicted wind. Under these circumstances the Race Officer has to decide which way the wind is likely to move during the period when racing is to take place. This is one of the first judgments that the Race Officer makes. Local knowledge of the micro-climate of the race area is an essential element in making this judgement. This is particularly difficult if the Race Officer is not a local man. Having someone with good local knowledge on the committee boat is essential when this situation arises. To save time and energy, a good Race Officer will position his committee boat within his designated race area, to take into account any future wind shifts, thus allowing him to pivot the course on the position of the committee boat. Anchoring When anchoring the committee boat extra line should be paid out. There are two main reasons for this action. This will ensure that the anchor does not drag and the boat move out of position during the period of the race. It also allows the Race Officer to adjust the start line by either paying out more line (making the pin end favoured), or motoring forward and taking in some line without disturbing the anchor on the seabed (making the committee boat end favoured). The Race Officer also needs to know the condition of the seabed and whether or not it is good ‘holding ground’. The other very important information is the depth of the water. This may place constraints upon where the committee boat may be anchored. The Pin End The Pin End can take two forms: It can be a boat with a mast designating the start line (required at major events). The alternative is to use a buoy with a flag displayed, as the other end of the start line. The advantage of using the first method is that the same principles apply to this boat as those applying to the committee boat. A good anchor and a long line make for easier adjustment of the start line. Using a buoy has the one major disadvantage of only allowing the ‘fine tuning’ of the start line to be made from the committee boat. Placing this buoy in the correct position also takes considerably more effort and skill, by the crew of the mark laying boat. This is best achieved by the mark laying boat moving downwind of the pin end position, streaming the buoy (towing the buoy behind the boat) with the full anchor line out and just the anchor in the mark laying boat. The mark layer then motors slowly upwind towards mark 1. When the boat passes the position of the pin end, the instruction to ‘stand by’ is given. The boat continues to move slowly forward until the pin end buoy is in position when the order to drop the anchor is given. Provided the anchor line on the pin end buoy is not too short the pin end buoy will stay in the correct position. Where there is an element of doubt in the Race Officers mind about the skill of his mark laying crews, he can lay the pin end first and then take his committee boat and anchor that relative to the pin end buoy. In all this manoeuvring of the boats the object should be to set a start line at 900 to the wind. This can then be adjusted using the methods described above. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Adjusting start line bias if one side of the course is favoured
Mark 1 Wind Factors to consider are: wind shift wind velocity waves current Start Line compensation When one side of the course is favoured by the fleet, using starboard bias as shown will help to compensate for unbalanced tides over the course area. Failure to recognise this by setting a start line at right angles (900) to the wind will result in the fleet all trying to start from the pin end and probably causing a general recall. Weak tide in Bay Strong tide Starboard bias on the start February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Role of the Deputy Race Officer The Deputy Race Officer is the person onboard the race committee boat who can stand in and take over if ever the Race Officer is incapacitated. His main duty is to act as ‘office manager’. The race committee boat being the office. He ensures that all systems on the race committee boat are ready and operational. All visual signals are ready for immediate display Sound signals are ready, with back up in case of failure Watches are synchronised with the timekeeper Recorders have their recording sheets ready with spare pencils That the course is ready for display This relieves the Race Officer of these duties so that he can concentrate on the main activity of laying the course and the start line. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Displaying the course to be sailed There are many ways to let the competitors know which course they are to sail. Some clubs have standard courses for their club racing with a designated letter for each course. In many championship events the course is described as an appendix in the Sailing Instructions and requires a signal to let the competitors know which course to use. Many offshore fleets, when racing ‘round the cans’, receive their course information over the radio. Whatever method is used, the course must be displayed before or with the Warning signal. Once the Warning signal has been displayed the only way a Race Officer can change the course is to Postpone before the start or signal a General Recall or Abandon after the start. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Starting The standard starting sequence is described in the rule book. It is based on a 5 minute sequence commencing with the Warning signal and ending with the Start of the race. The Preparatory signal incorporates different penalties, which can be applied, depending on which of the five different signals is used. This system has one major advantage over previous systems. Irrespective of whether a first start of the day is being signalled, or a restart after a Postponement, a General Recall or an Abandonment has taken place, the sequence of signals is exactly the same every time. Decision to Race - Windsurfing Following guidelines are recommended for Windsurfing, especially for major events: No more than 2 races per day shall be sailed in non-planing or marginal planing conditions. A third race may be sailed if: The first two races were sailed in planing conditions or one of the first two races was sailed in planing conditions and planing conditions exist constantly before the start of the third race. Rest periods - when racing back to back: a) in non-planing or marginal planing conditions, the minimum interval between the closing of the finishing line and the new warning signal for that fleet/division is recommended to be 25 minutes taking into account weather conditions b) in planing conditions, the recommended minimum interval may be reduced to 20 minutes. c) If two races have been sailed back to back there is recommended to be a rest period of a minimum of one hour ashore for the last finisher per fleet/division in the second race before the warning signal for the third race for that fleet/division. Weather and other factors such as distance to shore should be taking into consideration when deciding to have the 3rd race back to back. Variations on the starting sequence In the standard starting sequence there is only one minute between the display of the Warning signal and the display of the Preparatory signal. Under some circumstances this period is insufficient and can be extended. A simple Sailing Instruction extending the period between the display of the Warning signal and the display of the Preparatory signal from 5 minutes to 10 minutes will suffice. Back-to-back racing The warning signal for the next race should not be given more than 10 minutes after the last boat finishes, unless specified by the class requirements. When more than one race is to be sailed each day and the second or subsequent races do not have a scheduled start time, it is necessary to give competitors some warning that a new start sequence is about to begin. This is particularly important at major events where competitors may be alongside their coach boats and will need time to disengage before the Preparatory signal is displayed. In the Sailing Instructions Guide of the Racing Rules, there is a Sailing Instruction covering this eventuality. It is recommended that this Sailing Instruction is used as follows: ‘When there has been a long postponment and when more than one race will be held on the same day, the warning signal for the first race and each succeeding race will be made as soon as practicable. To alert boats that a race will start soon , an ORANGE FLAG will be displayed with one sound for at least four minutes before a warning signal is displayed.’ Only in exceptional circumstances races shall be sailed ‘ahead of schedule’. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Postponement There are four Postponement signals
Indefinite Postponement Specific time Postponement Races Postponed – further signals ashore Races Postponed to another day The Postponement signals It is appropriate at this stage of the Manual to introduce the Postponement signals. The reason is that this group of four signals can only be used before the start of a race, that is, a race that has not started may be postponed for any reason. Each signal will be dealt with separately. Indefinite postponement (flag AP) This is when the flag AP is displayed on it’s own. There is no time limit on this signal, however there is a strong recommendation that this should not be displayed for a period longer than 1 hour. This is not always practical and there are many occasions when the signal, by necessity, has to be displayed for longer than one hour. There are many reasons why a Race Officer feels the need to postpone the start of the race. Here are some of the more common reasons: No wind; or insufficient wind to start the race A shifty wind; it is not possible to set a course because the wind is moving round the compass A major wind shift is expected later according to a known pattern or other reliable information (example sea breeze to establish to come from a ‘known’ direction). Otherwise start the race; the wind shift may not occur, the course can be corrected or the shift may occur after the race is completed. Too much wind; it is not safe for that particular class to sail Race committee not ready; a totally unacceptable reason but one which does occur sometimes Outside bodies interfering with the racing; this could be any one of many things from commercial shipping, cruising yachts, VIP’s; TV; etc. Do not postpone for competitors to reach the race area if they could have arrived with reasonable diligence. Many Race Officers have had reasons which cannot be listed here for postponing the start of a race. One of the main uses of the postponement signal is to stop the starting sequence with only a few seconds to go to the start. This is particularly important when there is a shifty wind, which causes the fleet to bunch at one end or other of the start line and is likely to create a bad start line with either many individuals being recalled, or even a general recall being signalled. This is even more important when a penalty signal has been displayed as the preparatory signal. A good Race Officer will always have someone standing by the AP ready to display it at the last second before the start. Do not penalise the sailors when it is not their fault! In case of postponing a race during the starting procedure for major events the following guidelines are recommended: Race officers should postpone a race during the starting procedure in response to adverse outside effects depriving boats of an equal chance of a good start. Postpone the race if the wind shifts ten or more degrees or other influence causes boats to bunch at one end of the start line. If a wind shift occurs before the starting signal -even in the last minute before the start- such that it increases the risk of a general recall or several boats OCS, a postponement should be considered. Be aware of shifts of ten or more degrees or other influences that cause boats to bunch at one end of the start line. The positions boats are taking on the starting line may indicate a bias in the minds of the competitors. This should be acknowledged and a postponement should be considered. It is better to signal a very late postponement than a general recall or an individual recall. Other reasons for postponing are: a drifting mark, a significant error in the timing of signals, other boats interfering with the competing boats, etc. When displayed ashore, this signal requires a Sailing Instruction extending the time between it’s removal and the next signal. This SI can be found in the Standard sailing Instructions Guide. This signal requires one sound signal when it is removed Specific time postponement (AP over a numeral accompanied by two sound signals) When conditions are such that it is obvious from the prevailing weather conditions and the forecast, that racing is going to be delayed for some time, it is better to signal a one or two hour postponement. In the Race Signals section of the rule book it shows numerals 1 to 6 available for use by the race committee. It is strongly recommended that a maximum of two hours is signalled at any time. This can always be extended. A longer duration cannot be reduced once the signal has been displayed. This signal can only be used when the starting time of the race is scheduled. This signal requires one sound signal when it is removed. Races Postponed – further signals ashore (AP over H accompanied by two sound signals) This is a useful signal. When the Race Officer decides that for safety or any other reason, the fleet would be better off on shore, this is the signal to display. Technically, the only way the fleet can find out what the Race Officers intentions are for the rest of the days programme, is to go ashore and look at the shore based flagpole. To assist the competitors, many Race Officers will display flag ‘L’ on the shore- based flagpole and then put a written notice on the Official Notice Board detailing the race committee’s intentions. There is no sound signal when this signal is removed. Races Postponed to another day (AP over A accompanied by two sound signals) When it is obvious that there is insufficient time to complete the days racing programme, AP over A is displayed. This signal, obviously, can only be used if there is time within the overall race programme to re-schedule racing on another day. AP over A should not be displayed too early. The entire day should be used if necessary to complete the schedule. Postponement of racing to another day should be co-ordinated for the different courses. Once displayed, there will be a requirement in the Sailing Instructions, for the new start time to be posted on the official notice board, usually before hours the night before. There is no sound signal when this signal is removed. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Signals It is important for the Race Officer and particularly his Signals Officer, to understand how the signalling system operates. It is inherited from the navies of the world. A signal flag should be hoisted to the yardarm, folded. A tug on the downhaul will ‘break’ the flag out. This signal tells you what is going to happen. In the Starting procedure, when it is removed (the executive signal), the fleet carry out the order. The main difference between naval signalling and racing signals is that many race committees do not break the signal out at the yardarm. However, various methods have been developed to ensure that the signal is displayed accurately on time. The best of these systems is to have the flags on bungee (rubber cord) and tensioned, so that when released they appear at the yardarm instantly. Another system is to have the flags on stick/poles. The flags, even in heavy conditions, can be handled by one person and be hoisted in a very quick way. The sound signal is made to draw attention to the visual signal. The visual signal is the governing signal. Radio silence Before commencing the starting sequence a general radio transmission should be sent out ordering radio silence from all the other race committee boats, unless there is an urgent message. Urgent messages are safety issues and changes in the wind strength or direction. All other communications are deemed to be none urgent. The Warning Signal The class flag, as prescribed in the Sailing Instructions, is used as the Warning signal. It is the first signal in the starting sequence and the one from which the fleet will start their stopwatches. The Race Officer should also start his own stopwatch at this signal. By referring to his own watch he achieves three objectives; He has a check that the timekeeper is calling the time correctly There is a second watch running in case the first one fails He does not need to keep asking how the time is running thus distracting the timekeeper Provided there is no Postponement signal displayed, every effort should be made by the race committee to display this signal at the time stated in the Sailing Instructions. It is accompanied by one sound signal. February 2006 ISAF February 2006 – Part 2 Fleet Racing

The Preparatory signals
There are five preparatory signals ‘P’ – no penalties ‘I’ – round the ends ‘I with Z’ ‘Z’ ‘Black’ The five Preparatory Signals This may seem a lot of signals, giving a confusing choice to Race Officers. Some Race Officers have their own particular favourite signal. The most important thing to remember is that imposing penalties on the fleet puts as much pressure on the race committee as it puts onto the fleet. With good race management and careful planning in the early stages of the event, the use of penalty signals can be greatly reduced. This applies particularly to the competition format which helps to reduce the length of the start line and the number of boats starting, to more manageable proportions. Flag ‘P’ The traditional Preparatory signal. Within the present context of the rules, this signal effectively becomes the ‘no penalty’ signal. Boats that are OCS can ‘dip’ back over the start line. With a good start line and a reasonable sized fleet, it should be possible to use this flag for the majority of the starts. The Race Officer should always take a first attempt of start with flag ‘P’. Flags ‘I’; ‘I with Z’; ‘Z’; ‘Black’ The use of penalty signals on the start is created by the length of the start line and the number of boats on the start line. The larger the fleet, the longer the line, the greater the use of penalty signals. The smaller the fleet, the shorter the start line, the need to use penalty signals is greatly reduced. The advantages and disadvantages of each signal will be discussed on the following pages. Flag ‘I’ with flag ‘Z’ means that both penalties apply. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Flag ‘I’ – Round the Ends rule The first penalty flag for many Race Officers. Some Race Officers regard this penalty as very unfair. It penalises a boat that is on the course side in the middle of the start line more than a boat at the end. This can create extra difficulties for the Race Officer by making the fleet bunch at both ends while leaving quite a large space unused in the middle of the start line. There are also other problems when using this signal. One other disadvantage of the rule if it is to be followed to the letter, is that it talks about the extensions of the start line. This means that Race Officers should display flag X if any boat is on the course side of the extension of the start line, which means that a Race Officer has to have eyes in the back of the head! February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Flag ‘Z’ – 20% scoring penalty The penalty area is the triangle formed by the start line and mark 1. Any boat which enters the penalty area when flag Z is removed, that is, in the one minute period before her starting signal, may return to the pre-course side of the start line by re-crossing the start line in the opposite direction (she may ‘dip’ back over the start line). If she starts correctly, at the starting signal, she is subject to a 20% scoring penalty. Each time she infringes the penalty area after a General Recall or an Abandon signal, she is subject to an additional 20% penalty, which becomes cumulative (20% + 20% = 40% + 20% = 60%, etc). The advantages of using this penalty for the race committee is that, should there be a general recall, there is no requirement to display the offending boat numbers on the committee boat. Boats which are OCS and fail to return are scored OCS. Flag X is displayed as with the two previous preparatory signals. Flag Z (rule 30.2) is not recommended for major events. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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! The ‘Black’ flag – BFD (Black Flag Disqualified) The penalty area is the triangle formed by the start line and mark 1. Any boat which enters the penalty area when the black flag is removed, that is, in the one minute period before her starting signal, is subject, without a hearing, to a BFD (Black Flag Disqualified). For major events the Race Officers are recommended to use the black flag for the second and subsequent attempts, after first attempt, so long as they are sure the line is set up properly. When the Black flag has been introduced into the starting sequence, it is essential that the Race Officer sets a very good start line which gives an important principle that the black flag is used when problems are being caused by the boats themselves and not otherwise. Under these circumstances, the onus is then on the fleet to start correctly or suffer a BFD. Especially when using the black flag in case of any problems with the line (length, or angle to the wind etc) AP is to be used even up to the last second before the start! When conditions are such, that setting a good start line is not possible, then the Race Officer must watch the fleet carefully in the last minute before the start. He will have someone manning the AP ready for a last second postponement. Under these conditions, it is prudent for the Race Officer to advise his signallers and timekeeper, that he will run the starting sequence down to 30 seconds before the start and then call for a late postponement if the fleet are reacting adversely to any wind shift. It is recommended that a very late postponement should be made no later than 5 seconds before the start, although some more experienced Race Officers have run down to 2 seconds before the start, when they have called for the AP to be displayed. It is most important that the Race Officer is aware that once the start signal has been made and there are boats OCS, they have to be BFD. He has to make an instant decision. Are boats over because they are too aggressive on the start line? Or, are they trying to take advantage of a wind shift which has created a bunch of boats at one end of the line or the other? The question he must ask himself is, what caused the boats to be OCS? If he believes that his line is a good one and that the fleet are testing him and his race management skills, then he proceeds with the start and scores boats BFD. However, in those last few seconds before the start, if he considers that the weather conditions have created the problem, in other words, it is not the fault of the sailors, then he will proceed into his late postponement. Recalls with the Black flag The Individual Recall (flag X) does not apply to a black flag start. A General Recall (Flag 1st Sub), may be used. Should this happen, the rules require the race committee to display the numbers of any boats that are BFD on the committee boat. These boats are then excluded from any new start of that race. Before publishing the numbers, the recorders should check carefully that all the numbers called as being OCS appear on the start sheet. If there is any doubt about the identity of a BFD boat then their number should be removed from the BFD list. Once this check has been completed, the numbers must be displayed before the new warning signal is displayed. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Removal of the Preparatory signal This is a critical action in the starting sequence. The removal of the Preparatory signal is an executive signal. That means that whatever signal was displayed as the preparatory signal, is now activated. The appropriate rule applies from this point until the start signal. The removal of the Preparatory signal is accompanied with a long sound signal. One minute to the start During this time there should only be two voices heard on the committee boat. The Timekeeper and the Race Officer. The Race Officer will be recording every thing on his tape recorder. There will be radio silence. The Race Officer will be constantly monitoring and recording the situation as the boats get ready to start. He will warn the rest of the race management team of impending signals immediately there is a change in the situation on the start line. A well trained committee boat team will be prepared to respond quickly to a changing situation. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Voice recorder This is one of the most important items of equipment in the Race Officers bag. Throughout the period of preparation for the race, during the start period and the race itself, any significant activity should be recorded on the voice recorder. This includes obviously the date, time, event, race number as an introduction. This will be followed by various wind direction and strength recordings at intervals of 5 to 10 minutes throughout the preparation period. To cover the events during the starting sequence, each person sighting the line should use a hand-held recording device and be recording, without stopping, from at least 90 seconds before the starting signal until after anything of interest after the start. The one-minute signal and the starting signal should be heard on the recording. A commentary of anything of interest should be recorded, such as boats getting close to the line, bunching, etc. The recording should include the signalling of flag X, or flag I or the black flag if used. For international events times (including countdowns) should be in English. In this period he should describe what he sees as if he were commentating on the radio to a world wide audience. In this manner he paints a picture of the wind and sea state, of the location of boats relative to the start line, noting boat numbers and any boats that might be getting too close to the line. An important element is to record the distance, in boat lengths, that boats are behind the line. Note also if they are spreading evenly along the line or if the boats are bunching at one end. Always endeavour to record the timekeeper as he counts down to the start. Sound signals should also be recorded but make sure it is only a background noise and not too close to the microphone otherwise it will drown out all other recording. At the Start signal the Race Officer should call ‘Line clear’ or alternatively record boats that are OCS. This latter recording is the most important recording to be made. It is difficult to record boat numbers immediately the start is made, therefore start recording boats that might be over in the 2 to 3 seconds before the start signal, or as soon as they cross the start line early. This way there is a good chance that every boat that is OCS will be correctly identified. Those numbers that are recorded but do not infringe the start, may then be deleted. To assist in finding this information later a note of the voice recorder counter position should be made by the recorder. Modern digital recorders allow the Race Officer to use separate folders for each race, which assists with locating the particular piece of information required. If tapes are used, they should be labelled and not erased until after the conclusion of the entire event. If digital recorders are used, each day should be saved and indexed for easy retrieval. You never know when a Protest Committee might require to here that particular piece of evidence. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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. Sighting the line This is more difficult than it seems. A lot depends upon what is used for the mast or pole on the committee boat that forms the at end of the start line and how much room there is on the committee boat. A yacht as a committee boat If a yacht is used as the committee boat it will have a tall mast. The taller the mast the thicker it is at the bottom. To judge the line accurately it is recommended that the Race Officer takes up a position one metre away from the mast with the leading edge of the mast in line with the pin end. On some boats it is not possible to achieve this position safely. The next best position is for the Race Officer to stand forward of the mast with is left shoulder firmly against the mast. This places his eyes some 30 cm on the upwind side of the start line. Therefore any boat that is sighted over the line is most definitely over! The final position o a yacht, is to stand looking at the pin end with your head firmly resting on the mast behind you. The latter two positions have the advantage that there is an unobstructed view of the whole start line and the boats making their approach to the start. Have a second person sighting the line A motor launch as a committee boat This type of boat usually has a temporary mast fixed to the guardrail. Standing one metre away and sighting on the pin end is therefore quite practical. Because the pole is usually much thinner than a yachts mast, it does not obstruct the view of the Race Officer in the same way. The Pin end When a boat is used as the pin end then the positions described above apply at that end of the line. When a buoy is used then the person sighting the line has to anchor his boat on the extension of the start line, lining the Pin end buoy with the mast on the committee boat. When anchoring he must leave sufficient room between his boat ad the buoy so that a boat may pass between the Pin end boat and the Pin end buoy when flag I has been displayed. Another pair of eyes Always have a second pair of eyes on each end of the start line. This will help in the correct identification of the boats. No less than four line sigthers (two at each end), inlcuding ISAF Race Officer shall sight the line at major events. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The broad start line Starting a sailing boat race at a very specific point in time, when the line that is being used to judge a ‘fair’ start is moving in several planes at the same time ( up, down, back, forward, side-to-side) and is invisible to the competitors, is asking a lot of the human ability to coordinate eye and brain! There has to be some discretionary powers within the Race Officers portfolio of skills. Judging the start is probably the hardest point in the whole race. Basically, the Race Officer has to decide if it is a ‘fair’ start. A fair start is one in which no boat has gained an advantage over the other boats at the start signal. All should have had the opportunity to make a start which, at that point in time (the Start signal), gives them an equal chance of reaching mark 1 before any other boat. The speed at which modern high performance boats cross the start line adds to the problems. To facilitate the start, the concept of the ‘broad start line’ has been developed. If it were practical to paint a start line on the water, the line itself would be some 30 to 40 centimetres wide. Once a boat is in that broad start line, it is cleared to start the race. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Communication with the Pin End The Race Officer has to make an instant decision at the Start signal. He has one of three choices to make; It is a good start – ‘Line Clear’ There are one or more clearly identified OCS boats – ‘Flag X, Individual Recall’ There are too many unidentified boats – ‘1ts Sub, General Recall’ To assist him in the decision making process he requires information from other race committee members sighting the line, in particular the Assistant Race Officer at the Pin end. At this stage the Race Officer does not require boat sail numbers. The information he requires is: How many boats identified? How many boats in total over the line? Once this information is transmitted to him as two numbers (2 and 3); two boats identified, three boats over in total. The first number is always the number of identified boats, the second number is the total number of boats over the line. The second number can never be less than the first number! This information, added to his own observations, allows him to decide between an Individual Recall and a General Recall. However, the final decision is that of the Race Officer, it is recommended that the port-end Assistant Race Officer and the signal boat Race Officer should agree the total number of identified OCS (or BFD) boats and the total number considered OCS (or BFD) - the policy used at major events. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Flag V The ‘Outside Help’ rule now
allows Race Committees to communicate with competitors during the start sequence By a visual signal By radio A suitable Sailing Instruction is in the Sailing Instructions Guide Outside help This rule has now been written in such a manner that it allows race committees to communicate with the fleet during the start sequence. The objective is to reduce the number of OCS calls by telling boats where they are relative to the start line in the two minutes before the Start. The communication system must be freely available to all boats. Two different systems have been devised to cater for the offshore fleets with radios and dinghy fleets without radios. Visual signal – flag ‘V’ – recommended for youth events The use of this signal commences two minutes before the Start and ends at the Start. Flag V is displayed on a pole forward of the start line on the bow of the committee signal boat only. If all boats are on the pre-course side of the start line the pole is kept lowered to the deck. Immediately a boat crosses on to the on course side of the start line, the pole with flag V, is raised to a vertical position. When the boat returns to the pre-course side the pole with flag V is lowered. Any boat glancing back at the committee boat will be able to tell if they, or another boat, are over the line. They can then correct their position, dipping back onto the pre-course side or, if flag I has been displayed, going round the end to get back to the pre-course side. By radio This is restricted to the two minutes before the Start and ends at the Start. The Race Officer can communicate directly with a boat telling them their position relative to the start line. This information is broadcast on a channel prescribed in the Sailing Instructions, and is freely available to all boats. Sailing Instructions Use of either system shall be described int the Sailing Instructions. The Sailing Instructions Guide in the RRS has suitable model Sailing Instructions for both systems. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Flag X – Individual Recall When there are a number of clearly identified boats OCS, flag X is displayed with a sound signal. Case law states that this sound signal and the visual signal must be made at the same time. It must also be made as soon as possible after the start signal. Again Case law has identified the maximum length of time as 5 seconds, therefore the recommendation to all Race Officers is to make this signal within 4 seconds of the start signal. Flag X remains displayed until; All the boats clearly identified have returned to the pre-start side of the start line and started, or For 4 minutes after the Start signal, Until 1 minute before the next signal. It is removed without a sound signal. Identifying boats The Race Officer shall make every effort to identify all OCS boats. This can be quite difficult at times, particularly when some boats are obscured from view by boats nearer to either end of the line. The Race Officer should not permit a race to continue if he/she is satisfied that unidentified boats were over early (or broke rule 30.1) It is normal practice to use the sail number of the boat for identification purposes. This immediately causes many problems for Race Officers where; Numbers extend into 6 digits Transparent sail material allowing the number on the reverse side to be seen Numbers set back near the leach of the sail Digitised numbers where a 5 and a 2 on opposite sides of the sail can cause confusion Reefing of sails so that the number is sometimes obscured To overcome this, the experienced Race Officer will note on his tape recorder other identifying features, such as Colour of hull Colour of foredeck Colour of clothing He will also have someone specifically to follow a boat with their eyes until they are able to clearly identify the boat. Bow numbers In many major competitions, a special competition number is allocated for the event. This number is fixed on both sides of the bow of the boat where it can be clearly seen. A further aid to identification, is to place this number, if it is practical to do so, on the starboard transom of the boat. This is the part of the boat that is seen by the Race Officer when a boat approaches the start too early and then has to bear away, thus pointing his transom at the committee boat. Calling OCS In many starts there can be one or more boats that cannot be clearly identified from either end of the line. This is because they have got lost in a bunch of boats. The Race Officer on the signal boat should make the decision whether there should be no recall, an individual recall (flag X, one sound) or a general recall (First Substitute, two sounds). When the Race Officer is satisfied that all boats over the line (or all boats that have broken the rule 30.1) have been identified, signal an Individual Recall. When the Race Officer is not satisfied that all boats over early (or that have broken rules 30.1 or 30.3) have been identified, signal a General Recall. It is undesirable to signal an individual recall and then a general recall. February 2006 ISAF February 2006 – Part 2 Fleet Racing

General Recall Flag 1st 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 General recall – 1st Sub A General Recall should be used when the Race Officer is not satisfied that all boats over early (or that have broken rules 30.1 or 30.3) have been identified. The Race Officer must always ask himself what caused the General Recall? There can be a variety of reasons. Here are some of the more common reasons. A wind shift causing a sudden and unexpected surge of boats at one end of the line A tidal current pushing boats onto the course side of the line A short start line on which the boats have difficulty finding a space. This will create a bunch in the middle of the line. A poorly defined start line. If the masts are not tall enough, the flags on the masts not big enough, then sailors have difficulty knowing where the start line is! In case of any problems with the line (length, or angle to the wind etc) AP instead of general recall is to be used even up to the last second before the start. In case of a race committee error discovered after the starting signal (eg. timing), the race shall be abandoned (use N) and general recall not to be used. The percentage game In discussing the operation of the Individual Recall signal – flag X, it was recognised that there are times when there are boats over the line who are not clearly identified because their sail numbers are obscured by other OCS boats, and the Race Officer orders the display of flag X. The difficulty for the Race Officer is deciding at what point he moves from an Individual (flag X) to a General Recall (flag 1st sub). This is the percentage game! What percentage of the OCS boats have to be unidentified before changing to the flag 1st sub? Another factor that has to be considered, is that, despite several boats being over, the vast majority of the fleet are making a perfectly good start. By displaying a General Recall signal, these boats are being penalised. There is no easy solution or guidance to this problem other than to say that, if the Race Officer considers the start to be ‘fair’, he should let it go and display flag X if necessary. An unfair start is one in which a boat, or boats, gain an advantage over the other competitors by crossing the line before their Start signal and cannot be easily identified. Under these circumstances the Race Officer probably has no other option than to signal a General recall. General Recall with penalty flags With the exception of the Black flag penalty, all boats are allowed to start in a the race after a General Recall. Some may carry a 20% penalty if flag Z has been displayed. A BFD (Black Flag Disqualified) can have a devastating effect on a boats overall position in the competition. Race Officers should be very wary of allowing a Start to take place in which there is likely to be a large number of boats over the line followed by a General recall. It can take some time to finalise the list of BFD boats and place them on display on the committee boat. All this has to be done before proceeding into the next start sequence. A good Race Officer will use the very late Postponement signal under these circumstances, thus avoiding making the Start and all the consequences described above. Action after a General Recall Flag 1st sub is left on display until one minute before the next signal. This may be the Warning signal for a re-start of the race, or it may be changed to one of the Postponement signals. If there is no alteration to the course or any other delay, the Race Officer should prepare for a new Warning signal as soon as the fleet are back in the starting area. To facilitate this, many Race Officers will have a fast boat sail across the bows of the fleet displaying flag 1st Sub as a means of making sure that the whole fleet return to the starting area as quickly as possible. The new start When the race committee are ready and the majority of the fleet are back in the starting area, flag 1st sub can be removed with one sound signal. The new Warning signal is displayed precisely one minute later commencing the new starting sequence. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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) After the start race control Once the fleet are progressing up the first leg, the Race Officer now has to switch his mind to other matters. There are several situations which can develop during a race, which can spoil the race and cause the competitor problems. With careful observance and a supply of information from the mark laying boats around the course area, the good Race Officer will be able to anticipate the problems before they reach a critical stage. Some of the things that can spoil what started as a good race are: Collapse of wind speed making the time limit impossible to achieve and therefore losing the race. Increase in wind speed; danger to life, turning the race into a survival course. This raises the question of whether or not the patrol boat fleet are able safely to carry out their duties. Has the wind changed direction? This may mean adjusting the course to a new wind. Are all the marks still in place? Are the anchors holding on a rising tide? Can all the marks still be clearly seen by the competitors? Other duties include recording the positions of boats as the race progresses. In many events this is done at the end of each round but for some of the top events, this duty is carried out at each rounding mark. There are various devices that the Race Officer can do to ensure that the race reaches a satisfactory conclusion. Shorten course – flag S (not recommended at major events; to be prescribed by the Sailing Instructions, if applicable) Adjusting the course to a new wind Replacing a missing mark Abandoning the race – this is the very last resort! Careful monitoring and taking decisive action early, can improve or save many races. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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’ Abandon – Flag ‘N’ When displayed alone, flag N can only be used after the start. It means that the race is Abandoned and a new start will be made as soon as practical. Abandon – Flags ‘N over H’ and ‘N over A’ These signals may be displayed at any time, that is before and after the start. Care must be taken with these signals because when displayed alone they apply to all classes. It may be necessary to qualify them with a class flag. They are similar to the two Postponement signals using flags H & A. The last resort Using flag N stops the race. This presents the Race Officer with many problems, because immediately the race starts, a boat will very quickly establish a lead over their opponents, equally, someone will very quickly become the last boat in the fleet. When the race is stopped by this signal, the leader will not be very happy, whereas the boat at the back will probably welcome the decision. It is a ‘no win situation’ for the Race Officer. The rule that allows a Race Officer to Abandon a race requires him to ‘consider the consequences for all boats in the race or series’ before he Abandons. Studying the rule that authorises the use of the Abandon signal is very important. This rule lists five reasons for Abandonment. It is strongly recommended that the following policies, however related to major events, are followed with respect to the use of this signal anytime: On the first half of first leg, abandon in the event of a major wind shift (more than 25 degrees) or the wind dying. After that, let race continue and change course. Collapse of wind – It is appropriate to abandon the race when the situation is such that the leading boat would be unlikely to reach Mark 1 within the Mark 1 time limit or complete the course within the overall time limit, even if a new wind were to arrive. It has to be considered whether a new wind is likely. The further into the race, the more unlikely it is to be appropriate to abandon. Increase of wind speed; danger to life – When there is a danger to life, the race should be abandoned immediately. The number of boats available for rescue (not currently involved in rescue) should be considered. The decision should also be based on the wind speed upper limits in the class rules and previously agreed with the class association and the organizing authority. Unusual occurrence making the race unfair – This can happen when there is some outside influence that has an adverse effect upon the fairness of the race. These occurrences should not happen in a well-policed race area of the Olympic Games. Everything should be done by the race committee to ensure that other vessels do not interfere with racing. Frequent and violent wind shifts – Under these circumstances the race committee may not be able to adjust the course sufficiently or quickly enough to maintain a race of the required standard. The race should be abandoned. For Windsurfing events: If pumping becomes the main method of propulsion, the race shall be abandoned. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 A green triangle when the new position is to starboard of the original Changing the next leg of the course When there is a significant alteration in the bearing of the wind, the Race Officer may change the course orientation to match the new wind. This requires flag C to be displayed with a repetitive sound signal with; A magnetic bearing of the new position of the next mark or A red rectangle when the new mark is to port of the original mark A green triangle when the new mark is to starboard of the original mark The new mark does not need to be in position when this signal is made. Every efforts should be made to maintain proper configuration of the course. A ‘significant’ wind shift A guide as to when to change the course that has been in practice for many years is: A shift of 100 or less; do nothing A shift of 150; think about making a change. Move the mark layers into position ready to make the change. A shift of 200; make the change Moving the original mark or laying a new mark and removing the old one There are two methods used to achieve a change to the position of the next mark. When resources are low, it may be necessary to lift the original mark and move it to a new position. This is a slow process particularly if there is rough water. Under these conditions the mark layer may have difficulty ‘capturing’ the mark. He will then have to lift the anchor before moving to a new position. This is a time consuming operation. For many of the more important events, a new mark is laid in the new position and then the old mark is removed. To distinguish the new mark from the old, a black band is usually placed around the new mark. Suitable sailing Instructions can be found in the Sailing Instructions Guide. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Changing the next leg of the course When there is a significant alteration in the wind strength, the Race Officer may shorten or lengthen a leg to match the new wind strength. This requires flag C to be displayed with a repetitive sound signal with; A plus sign when the leg has been significantly increased in length Or A minus sign when the leg has been significantly decreased in length The new mark does not need to be in position when this signal is made. It is strongly recommended that the following policies, however related to major events, are followed with respect to the use of this signal anytime: Change in wind direction With a wind shift of 10° or less the course should not be changed unless necessary to adjust for current or to provide a square run. Between 10° and 15° consideration should be given to adjusting the course to the new wind provided that the race officer is confident that the change is permanent. With a wind shift in excess of 15° the course should be adjusted to the new wind. With a wind shift in excess of 45°, the race officer should consider the stability of the shift and its influence on the race. Frequent and violent wind shifts – Under these circumstances the race committee may not be able to adjust the course sufficiently or quickly enough to maintain a race of the required standard. The race should be abandoned (same as item 5 under abandonment). Changes in current or a difference in the angle of the current relative to the wind may justify changes outside of these guidelines. 2. Variation in wind speed A reduction in the length of a leg is appropriate to ensure that a race finishes within the time limit. Lengthening a leg to cope with a rising wind is only appropriate if the original course was deliberately made short due to lack of wind at the start. When a normal length course has been set it is not appropriate to lengthen legs. Change in leg lengths should be no less than 50% or more than 150% of original leg length. Do not make many changes in length to achieve target time. Changes in current may justify changes within these same guidelines. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Mark change signal boat position
+ Signal boat Track to next mark Mark change signal boat Use the signal boat to form a gate on the approach side of the mark. The signal boat should be located in a reasonable distance to be heard by the sailors. The repetitive signal must be made to each boat as it passes through the gate so that it receives it before it commences the new leg. Track of boats approaching the mark February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The pumping rule Only certain classes allow this system to operate. In the early stages of negotiation of a contract to run a major championship, this is one of the items that needs to be clarified at an early stage. Operating this system will but an extra burden on the race committee and the Race Officer. Establishing the wind speed at which this rule is switched off or on is very important. The appropriate class rules for the limiting wind speed should be consulted. This can be very critical if two classes using the same course area require different wind speeds. Race Officers are advised to argue strongly in favour classes using this system to race on different course areas or to establish a wind speed that is acceptable to both classes. The Race Committee have sole responsibility for implementing the system. This is because they are the only people on the course that have complete knowledge of the wind speed over the whole course area. This emphasizes that the information on wind speed and direction that is provided by the mark laying boats at each mark continues to flow into the Race Officer throughout the race. To avoid constantly turning off and restoring rule 42 the race committee should be certain that the increase or decrease in wind speed is going to remain constant over the course area. The wind speed should be consistently above or below the limiting speed before any change is implemented. It is essential that Jury boats are kept fully informed at all times of the Race Committees intentions. Sailing Instruction The following Sailing Instruction shall apply: (a) If flag O is displayed before or with the warning signal rule 42 applies as altered by the class rules. (b) If flag O is displayed with repetitive sounds at any rounding mark, rule 42 applies as altered by the class rules. This instruction applies to a boat after she has passed the mark. (c) If flag R is displayed with repetitive sound signals at a rounding mark, rule 42 applies unaltered. This instruction applies to a boat after she has passed the mark. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Rule 42 signals Flag ‘O’ – rule 42 does NOT apply
Pumping – Race Committee Signals These are the signals that should be used. Note that the sound signal is a repetitive sound signal and has to be made to each boat as they round the mark. Flag ‘R’ – rule 42 applies A repetitive sound signal is made when either flag is displayed February 2006 ISAF February 2006 – Part 2 Fleet Racing

Position of boat making the signal
Wind direction Position of boat making the signal The Mark Boat making the signal should be in position before the first boat approaches the mark. It should be on station until the last boat has rounded the mark. The visual signal should be clearly visible to all competitors. This may require the flag to be painted on a board for display purposes. The repetitive sound signal should be made to all boats as they pass between the signal boat and the mark. The section on ‘Position of the Press’ should be read at this time to ensure that the signal boat does not block or interfere with the line of sight of any press/media boats in the vicinity. 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 February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Wind speed Before ordering the display of either signal, the Race Officer should be satisfied that the wind speed will remain consistently above or below the designated speed. This consistency can be established by checking regularly during the race, the speeds at any rounding mark on the course. As much information as possible should be gathered before proceeding. Switching off at one mark and then back on at another is not good. If there is any doubt that the wind speed is not reliable and that it will consistently be flickering around the designated wind speed then do not make a change. It is at this stage that consultation with the Jury is vital to the success of this system. Judges on the water have to monitor this rule very carefully, therefore if it is a marginal decision that has to be made ask the Judges for their opinion. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Communication with the Jury A standard method of communication, by radio, between the Race Committee and the Jury will assist in the rapid response of all concerned to the decision to implement either flag ‘Oscar’ or flag ‘Romeo’. When the Jury have been informed that the change signal is to be displayed at a particular mark, the Jury should respond by acknowledging the call. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Mark missing The reasons for marks going adrift are usually bad seamanship on the part of the mark laying crews. The usual one is incorrectly laid anchors or short anchor lines on a rising tide. The action of the race committee will depend on the particular circumstances at the time the mark moves off station. If there is time it should be ‘captured’ and towed back into the correct position with extra line attached. However, there are times when inflatable marks get punctured and start to deflate. Under these circumstances a replacement mark will be required. All good race management teams will have spare marks at sea ready for use. If it is not possible to do either of the two above, then a boat should be anchored in the position of the mark, display flag M and make a repetitive sound signal. The very last resort is to Abandon the race. If the race becomes unfair, the unfairness being caused by the mark having moved while the fleet is still rounding it making some boats sail a greater distance than others, then the only course of action is to Abandon. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Shorten course – flag ’S’ When this signal is displayed, with two sound signals, the course is shortened. This means that the course which was displayed at the Warning signal has one or more legs cut off. This may require a new finish line at rounding mark of the course. Displaying the signal The leading boat in the race expects to sail the course as displayed at the Warning signal. He will sail tactically with this in mind. When the course is shortened by removing one or more legs, the tactics employed may change. For example, three rounds of a triangular course have been set. As the boats approach the leeward mark for the second time the wind begins to fade away. The Race Officer, to save the race and get a result, decides to shorten course at the end of the next windward leg, setting a finish line off mark 1. As the leading boat rounds mark 3, the leeward mark, he watches his opponents behind him. They split tacks, one going left the other right. The leading boat decides that both are a threat to his leading position. His tactic is to cover them both in what is known as a loose cover. Suddenly, the Race Officer displays flag S, with two sounds. The race is to finish at the end of that leg. The leading boats tactics change. He now covers the boat that is the greatest threat to his position. For this reason, it is important that the signal is both seen and heard, although it might be some considerable distance upwind of the fleets position. Some race committees have a large version of the S flag on a board which can be placed across the stern of the committee boat, so that it can be seen from a distance away. If possible, display the signal as soon as the leading boat commences the leg to the shorten course finishing line. The shorten course finish line This is; At a rounding mark, between the mark and a staff displaying flag S. At a line boats are required to cross at the end of each lap, that line At a gate, between the gate marks Some events do not allow this signal to be used. A suitable Sailing Instruction is to be found in the Sailing Instructions Guide. Shortening a leg, even the final leg, is allowed by using a minus sign as specified in rule 33. Policies at major events Courses should not be shortened (except shortening their legs) at major events. The policy that do not allow courses to be shortened using flag S shall be described by the Sailing Instructions. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Location of the Finish Line Finishing line should be set before the first boat starts the final leg. The location of the finish line in relation to the course can be very critical and can affect the efficiency of the race management when more than one race is to be sailed back-to-back. The ability to read sail numbers or other means of identification can be affected by a badly positioned finish line. Upwind – at the end of a beat The final beat may be extended by positioning the finishing mark some distance to windward of Mark 1. This was the traditional place for the race committee to locate the finish line. Either using mark 1 as the pin end of the finish line or laying a separate finish line some 50 to 70 metres upwind of mark 1. This leaves Mark 1 clear of finishing boats. This is especially valuable if the Race Officer wants to change the direction of the final leg because of a wind shift. Without a separate finishing line he would not be able to do this in the case of a drawn out fleet with tail-enders, or a fleet that started later, still rounding Mark 1. Mark 1 would not be included as a mark of the course for boats sailing the final beat to the finish. This type of finishing line makes it easy for the person calling the boats number over the finish line. Usually the numbers are clearly visible on the sail. If bow numbers are used these may, at times, not be visible as the hull of the boat heels to the wind. The disadvantage of this position relative to the course, is that the boats then have to sail back to the starting area for the next start. This takes time and slows up the process of starting the next race. Downwind – a running finish This is probably the most difficult position in which to record boats over the finish line. The mainsail number is frequently impossible to see as the boats cross the line due to the sail being almost parallel with the finish line. The prudent race officer will start to record the numbers before the boats actually cross the line, making a final decision on a close call as the boats actually cross. Numbers displayed on spinnakers will assist in identification. Bow numbers are sometimes covered by the jib in those boats who lower the jib once the spinnaker is set. It may help to have a boat downwind of the finishing line looking up the course, to identify boats. When racing back-to-back, this location allows the race committee to operate a quick turn round and go into a new start sequence without losing too much time. Reaching finish A recent development has seen the finish line set off the bow of the start vessel so that the last leg of the course is a short reach from the leeward mark to the finish. This has the advantage of the fleet finishing in the vicinity of the start line ready for a quick turn round, while the sail numbers are easier to read than in a direct down wind finish. Distance from mark 3 (3/s) to the finishing line should allow the boats to reach starting line without tacking, anyhow no longer than 0.2NM. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Laying the finishing line The finishing line is not set until the race is well on its way, however it should be set before the leading boat starts the final leg. Whether the finishing line is contiguous with Mark 1 or some distance to windward of Mark 1, the procedure for line setting is the same. The Finishing vessel anchors so that the line between the staff at one end and the mark (either Mark 1 or a separate Finishing Mark) at the other, is at 90 degrees to a line to the wind direction. On all other legs of the course, the finishing line is set at 90 degrees to the last leg of the course. The Finishing vessel should normally be at the starboard end of the finishing line for a port hand course and the port end of the finishing line for a starboard hand course. This ensures that boats take the finishing mark on the same side as all previous marks of the course. The Finishing line should be 50 to 60 metres long for most dinghy fleets. Shorten course finish line The same rules apply to laying a shorten course finish line except that, in many instances, the shorten course finish line uses a rounding mark as the pin end. The exception to this is when finishing through a gate when the finishing line is between the gate marks. The finishing vessel then has to be positioned outside the gate, so that the person sighting the finish can line up the gate marks to form a finish line. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 The Blue flag When displayed at the finish of a race, the blue flag indicates to the competitors that the race committee vessel recording the finish is ‘on station’ at the finish. It does not define the finish line. This should be described separately in the Sailing Instructions. In some Sailing Instructions the finishing line is defined as being between two blue flags. Under these circumstances many race Officers do not display a second blue flag. The Blue flag should be displayed, without a sound signal, when the first boat commences the last leg to the finish line. This is particularly useful to the competitors when there are more than two laps of a windward-leeward course being sailed. It helps them to keep rack of how many rounds they have done. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 A boat is racing until she finishes and clears the finishing line The Finish of the race The definitions of finishing and racing should be clearly understood by the race officer sighting the finish line. Once any part of a boat, its hull, crew or equipment in its normal sailing position breaks the plane of the finish line that is its finishing time or position. The whole boat does not have to cross the line. The boat stops racing when it has finished and then cleared the finish line and the finish line marks. It can clear the line by continuing to sail forward, over the line, until its transom is clear of the line. It can also clear the line by falling back onto the course side of the line after finishing. Immediately its bow drops below the line it is clear of the line. When a boat ‘clears the line and the marks’ it stops racing according to the definition of racing. However it is still subject to the RRS because it must keep clear of boats that are racing. Both boats have finished but are still racing Both boats have finished and cleared the finishing line February 2006 ISAF February 2006 – Part 2 Fleet Racing

Clearing the finish line and marks
This boat has finished and cleared the finish line. He may go home This boat has finished and cleared the finish line. He may go home Clearing the finish line and marks The Blue boat - In the diagrams the blue boat crosses the finishing line from the direction of the last mark. He has finished. He continues to sail and when his transom clears the finish line he has stopped racing according to the definition. He may now go home. The Green boat - The green boat crosses the finishing line from the direction of the last mark. He has finished. He continues to sail and when his transom clears the finish line he has stopped racing according to the definition. He fails to concentrate on what he is doing and touches the pin end finishing mark. Because he has complied with the definition of finishing and the definition of racing he only has to keep clear of boats that are still racing. He may go home. The Yellow boat – The Yellow boat crosses the finishing line from the direction of the last mark. He has finished. Before he clears the finishing line (he is still straddling the finish line), he touches the pin end finishing mark. At this stage he has finished, he is still subject to the RRS because he has not cleared the finishing line and its marks and therefore he has to take a one turn penalty for hitting a racing mark. On completion of the one turn penalty, he then should re-cross the finishing line from the direction of the last rounding mark and follow the procedure of either the blue or green boats. He may then go home. The recorders should note both finishing positions and put a note alongside the first time the boat crossed the line stating that he was observed hitting the pin end finishing mark. His correct finishing position is when he crosses the second time having taken his penalty. 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. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Recording Recording the finish Remember
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! Recording the finish It is essential that an accurate record of all boats that cross the finish line is kept. When a boat sails outside the finish line and across it’s extensions, a note should also be kept of where it would have finished if it had crossed the finish line. This is just in case there is a request for redress. Recording teams should consist of two people. One person sights the line and calls the numbers of the boats as they cross the line. This is also recorded on a tape recorder. The writer uses pencil and paper and records everything said by the reader. It is very important that all boats are recorded as they cross the line, in particular: If a class is divided into fleets – do not try to see which fleet does the boat belong; if the fleets are mixed it may take a lot of time to re-place them properly. If a boat does it more than once! This boat may have taken a penalty for hitting a finishing mark, taken a one turn penalty and then crossed the finish line again. Both positions should be recorded and the decision as to which one is the boats final position made later. Always have more than one recording team. The second team should be independent of the first and sat at a slightly different angle to the finish line. This will give a good check on the accuracy of the main reader. If there is a close finish, then this team may finish up with boats in a different order to the main recording team. It is the main recording teams position that is taken as the boats position. For an accurate record the use of a recording machine is essential. The modern digital recorders allow each race to be placed in its own folder making it easier to find the recording. A boat that is known to be OCS cannot trigger the time limit. Her time and position should be recorded but the first boat that starts correctly is the one that triggers the time limit, although this boat may cross the finishing line 3rd or 4th. A boat that misses out a mark of the course, hits a mark etc. cannot be DSQ. Her time and place should be recorded and than protest form submitted. Sound signals at the finish The instant the first boat finishes, sound a clearly recognizable signal, so that the other competitors have a time reference to the first finish; record the hour, minute and seconds, and calculate the time limit. No other sound sound signals should be made. There is no reference to a sound signal being required in the RRS, when a boat finishes. Making a sound signal for every boat is a nuisance when the Race Officer is recording the finishing positions on a Dictaphone. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Consistency from day to day The Race Officer shall make every effort to have consistency during the whole regatta. The following issues should be taken into consideration: When races are delayed OCS vs General Recall Starting penalties Length of starting line and finishing line Course configuration and procedures for setting the course February 2006 ISAF February 2006 – Part 2 Fleet Racing

Post Race tasks Accounting for all boats Results service Protest time
For safety For scoring Results service Protest time Talk to the Jury Chairman Post race tasks Accounting for all boats In association with Mark boats, Patrol boats and the Race Office, the Race Officer satisfies himself that all competitors and RC boats are accounted for. Especially in difficult conditions the "all clear“ is not given until all competitors and RC boats are ashore, on moorings or at least in sheltered water. The tally system, if used, should be carefully checked to ensure that all the regulations have been complied with. Scoring All boats which entered the race and sailed in the vicinity of the start line rank as starters. Each boat should appear on the finishing list with either a race position or one of the acronyms used to designate their score, e.g. OCS or BFD, etc. Results service The results should be transmitted ashore as soon as they have been checked for accuracy by the recorders onboard the committee boat. Once processed, a copy of the provisional results should be placed on the Official Notice Board so that they are available as soon as the competitors come ashore. Provisonal results are the positions in which boats are recorded across the finish line. The final results are those which are published after all protests and requests for redress have been heard. Protest time The Jury secretary will require the time which controls the period in which protests have to be submitted. This will depend on what is written in the Sailing Instructions. This time limit has to be posted on the Official Notice Board. Calculating the time will vary according to the venue and the length of time it takes competitors to reach shore, obtain a protest form, complete it and submit to the Jury secretary. Talk to the Protest Committee Chairman The Protest Committee, particularly if they have been on the water, may have some comments to make about the way the race has been managed. February 2006 ISAF February 2006 – Part 2 Fleet Racing

Evaluation Always analyse your performance What could you do better
Talk to the other officials, but most important, talk to the sailors Evaluation Always evaluate your own performance and that of your Race Committee. What went wrong? Why did it go wrong? What can be done better? Get the opinions of others. Be prepared for criticism. Listen to it, it may be useful. Talk to other officials, but most of all talk to the sailors. February 2006 ISAF February 2006 – Part 2 Fleet Racing

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 Redress Hearings Redress hearings are part of the modern day scenario for Race Officers. It is therefore very important that the Race Officer at the very highest level should know how to conduct themselves when called into a hearing. If it is possible, try to correct the reason for the Redress hearing before you reach the Jury room In preparation for just such a call, the Race Officer should have as much factual information recorded on tape and backed up by paper copies. Before entering the Jury room, have your evidence prepared in strict order of action, with any tapes you expect to use re-wound to start at the correct place. Always be factual in your evidence. Always be positive in your statements to the Jury. Because you are presenting factual evidence you should avoid being drawn into arguments. February 2006 ISAF February 2006 – Part 2 Fleet Racing

International Sailing Federation Race Management Manual Part 2

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International Sailing Federation Race Management Manual Part 2

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