Rule Changes

Contents (Scroll down for the full article or click on underlined titles to go to that section)

The Rules have Changed

If you plan to race this year you should know that the racing rules have changed. The International Sailing Federation (ISAF) and the Canadian Yachting Association (CYA) have published a new set of rules which took effect April 1st. (no Aprils fools jokes). By the time you read this hopefully you will have attended a seminar on the new rules such as the one held at the club on April 7th. If not, please see some of the suggested sources of information at the end of this article.

The new rules were written to be simpler and easier to understand. They have however introduced several changes to the way the game is played. There are changes both from the 1993-1996 rule book (used for most lake racing in the past four years) and the experimental rules (used for midweek races at The R.C.Y.C. over the past three years). This article isn’t long enough to cover them all, but here are couple of the key changes:

Avoid Contact. Sailing is a non-contact sport. (see Rule 14)

Leeward boats must now give windward boats room to keep clear when they are luffing. They may no longer luff "as they please". (see Rule 16)

Mast abeam no longer has any effect. Leeward boats with luffing rights may now luff as long as the two boats remain overlapped. (see Rule 11 and 17))

Right of way boats may now alter course as long as the give the give way boat room to keep clear. As an example Starboard tack boats can now alter course to force a port tack boat who was going to be able to cross, to tack. (see Rule 16)

It is much more difficult to come into the weather mark on port tack. Don’t try it until you have had a chance to study the rule. (see rule 18.3 and 13)

There is no longer a restriction against gybing to close. If you are sailing on a run on Port Tack, beware of a leeward boat who may suddenly gybe onto Starboard. (no rule)

A boat sailing backwards by backing a sail must keep clear of all other boats who aren’t. (see Rule 20)

The 720 degree turn alternative penalty is now in effect for all racing unless the sailing instructions say otherwise (the sailing instructions for Tuesday midweek racing will say that 720 turns do not apply). (see rule 44.1)

There is only space in this article to discuss one of these changes. Hopefully later in the summer I will get a chance to cover a few of the others.

In the diagram, P has approach the weather mark on Port Tack and tacked within two boat lengths. Under the old rules as long as P completed her tack ahead of SL and SW before they had to alter course, she was clear. Under the new rules she has broken rule 18.3a by forcing SW to sail above close hauled to avoid her and she has broken rule 18.3b by not keeping clear of SL who has become overlapped insider her. It is now very difficult to come into the weather mark on Port Tack within two boat lengths.

To discover more look for the following:

The CYA Rule Book available from the R.C.Y.C. pro shop.

"Out With The Old, In With the New" by Livius Sherwood in Spring 1997, Canadian Yachting

"The Rules Corner" by Dick Rose in January 1997, Sailing World

"The Rules in Practice" by Bryan Willis published by Fernhurst Books and available from various sailing stores around town.

The Rules have Changed - Part II

In the May issue of Kwasind I summarized some of the changes in the racing rules. I also showed an example of one of the changes. Here I will show a second example. Please refer back to the May issue for a summary of all of the changes and pointers to other places to discover more.

In the diagram at position 1, A and B are sailing directly downwind on Port Tack. As leeward boat, A has right of way under rule 11. At position 2, A gybes onto starboard. She is now right of way under rule 10. A did not alter course so rule 16 does not apply. If there is contact between A and B (such as between their booms), B would be penalized. If this contact resulted in damage, A could also be penalized for not avoiding contact (rule 15)

Under the old rules A would have been gybing too close (see old rule 41.1). The equivalent new rule only talks about tacking (rule 13) and altering course (rule 16).

Their is a warning here. If you are sailing on a run on Port Tack just to windward of another boat, make sure that you are far enough to weather, that the leeward boat can gybe with out hitting you.

In the May article I listed some other sources of information. Here a few more:

The CYA Rule Book available from the R.C.Y.C. Marine Chandlery.

"Understanding the Racing Rules of Sailing Through 2000" by Dave Perry, published by the United States Sailing Association and available from various sailing stores around town.

The racing rules section of the ISAF Web Site "http://www.sailing.org" on the Internet.

The Rules Have Changed - Part III

This month we will start a look at the luffing rule. This is one of the biggest changes for sailors familiar with the old rules.

In the diagram at position 1 boat W is clear astern and slightly to windward of boat L and moving faster.

At position 2 boat W has gained an overlap on boat L. Boat L starts to luff up. She can do this as long as she complies with rule 15. She must give boat W room (time and opportunity to respond promptly in a seamanlike way) to respond. Under the old rules boat L could have luffed as quickly as she liked. This is the first change.

W responds. At position 4 W hails mast abeam. Obviously the skipper of boat W hasn’t been to any rules seminars this year. The second change in the rules is that "mast abeam" has disappeared. Boat L may continue to luff.

At position 5, W is clear ahead. Now she is the right of way boat. According to rule 12, a boat clear astern (L) must keep clear of a boat clear ahead (W). L must keep clear of W as W returns to her course to the mark. W must give L room (time and opportunity to respond promptly in a seamanlike way) as she alters her course, presumably back to her original course to the mark.

In this situation L was allowed to luff because W established the overlap from clear astern at position 2. Next month we will look at the other situations where can and can’t luff.

The Rules Have Changed Part IV

Last month we looked at the changes in the rules when you have luffing rights. This month we are going to look at who has luffing rights and who doesn’t. There are very few changes from the old rules here, but it is still worth a review. The applicable rules here are Rule 17.1, Rule 11 and Rule 16. Rule 11 says that windward boats must keep clear of leeward boats. Rule 16 says that right-of-way boats (in this case leeward boats) can alter course as long as they give the other boat (in this case the windward boat) room to keep clear. These two rules would allow all overlapped leeward boats to luff. Rule 17.1 restricts who can and can’t luff. Rule 17.1 says "A boat that establishes a leeward overlap from clear astern within two of her hull lengths of a windward boat shall not sail above her proper course ..." . The only change here is that the old rules talked about three boat lengths. The new rules talk about two hull lengths (the "hull length" does not include the spinnaker pole which could make a big difference for the International 14s).

The first diagram shows a leeward boat that establishes a leeward overlap from clear astern within two of her hull lengths and therefore can not luff above her proper course.

Last month we saw a windward boat who established an overlap from clear astern. In this case the leeward boat was allowed to luff.

The other ways that an overlap can be established are shown in the next few diagrams.

In diagram 2, L establishes a leeward overlap from clear astern more than two of her hull lengths from W.

In diagram 3, Boat A and B start on opposite tacks. According to the definition of overlap in the rules, they are not overlapped. When B gybes on to starboard tack, they become overlapped. Since this overlap was not established by the leeward boat from clear astern, B can luff above her proper course. This would also be true if B had tacked to leeward of A.

Next month we will look at the rest of rule 17.1.

The Rules Have Changed Part V

Last month we look at which leeward boats are restricted from luffing and which leeward boats are free to luff. Two months ago we looked at how much you can luff when you are allowed to. This month we are going to look at the end of rule 17.1.

Rule 17.1 says:

"17.1 A boat that establishes a leeward overlap from clear astern within two of her hull lengths of a windward boat shall not sail above her proper course during that overlap while the boats are less than that distance apart, unless as a result she becomes clear astern." (authors underlining)

Those of you were following along with your rule books last month may be wondering what that last part of this rule means and why it is there.

If we look at the diagram we see that at position 1 L is clear astern of W. At position 2 L has established an overlap from clear astern. L is therefore subject to the restrictions of rule 17.1 as shown above. If the exception were not at the end of this rule, then L would not be allowed to tack even though she is able to do so without interfering with W. The exception at the end of rule 17.1 says that L can sailing above her proper course as long as "as a result she becomes clear astern" as she does in the diagram at position 3. This exception gives the leeward boat the opportunity to get clear. During a tack the leeward boat will always end up clear astern.

There is another interesting variation on this diagram. It would probably only become an issue during a match race. It can be be seen in the second diagram.

In this diagram, The leeward boat starts to tack in position 3 as she did in the first diagram. This time the boats are closer together. L is unable to complete her tack because of W. L returns to her proper course at position 4. W can protest L since at position 3 L sailed above her proper course without "as a result becoming clear astern".

Next month we will look at the term "Proper Course". What does it mean.

The Rules Have Changed Part VI

In the past few months we have looked at when Leeward boats are restricted to sailing no higher than their "proper course" and when they are free to sail as high as they want. This month we will describe what is meant by "proper course". The rule book defines it as "A course a boat would sail to finish as soon as possible in the absence of the other boats referred to in the rule using the term. A boat has no proper course before her starting signal." This wording has changed slightly from the old book, but the meaning is pretty much the same.

The last sentence is self explanatory. It has an important implication. Before the start there is no restriction on how high a leeward boat can sail as long as when altering course she gives a windward boat room to keep clear (rule 16).

Some people think that the proper course is the course to the next mark. This is often not the case. The easiest way to think about proper course is to think about what course you would sail if the other boat was not there. On a reaching leg you would probably sailing directly to the next mark. On a weather leg, your proper course is probably close hauled. On a running leg or a very broad reach, the proper course depends on your boat. Some boats sail quickly directly down wind. Their proper course would be the "Direct Route to the Mark" as shown in the diagram. Most boats will get to the leeward mark more quickly by gybing downwind. Their proper course would be one of the "Reach, Reach" courses shown in the diagram. The best angle varies from boat to boat. Boats with asymmetrical spinnakers like International 14s usually sail at a much higher angle than boats with large symmetrical spinnakers. Whatever this "best" course is, is probably your proper course. Boats sailing white sail may find it quickest to sail a reach followed by a dead run. This proper course is shown is "Reach, Run" .

If there is a wind line with stronger wind to weather as shown in the diagram, or less current up to weather of the current course, then it might be quicker to finish by sailing up into that wind line or lower current area. This is your proper course.

If two boats converge, both sailing their "proper course" then the windward boat must keep clear of the leeward boat.

The definition makes it clear that the definition of proper course is the course that "a boat would sail..in the absence of the other boats referred to in the rule.." In the diagram, Boat L again overtook from clear astern so may not sail above her proper course. Now both boats are about to overtake boat O. L may now sail up higher than her previous course to pass O to weather since that is her course to finish as soon as possible in the absence of W.

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The Rules Have Changed Part VI

Last month we looked at the meaning of the term "proper course". Usually the term is used when we are describing the limits on how high a leeward boat without luffing rights can sail. This month we will look at restrictions on a weather boat or on a boat that is clear ahead. The rule that I am going to talk about this month has not changed from the previous rule book, but it is often described as the most frequently broken rule in the rulebook. I constantly see it broken in our midweek races.

Let’s say you are sailing along on a reach towards the gybe mark "on your proper course". You look behind you and see that your closest competitor is trying to overtake you too leeward. He either wants to pass you or at least get an overlap for bouy room at the gybe mark. It is natural to decide to bear off and try to cut him off. The problem is that the rules say that if he is within two boat lengths and on a course to you can’t do that.

Rule 17.2 says:

"Except on a beat to windward, while a boat is less than two of her hull lengths from a leeward boat or a boat clear astern steering a course to leeward of her, she shall not sail below her proper course unless she gybes."

We have four pairs of boats in the diagram. In pair 1, boat B is a boat clear astern steering a course to leeward of boat A. This means that boat A may not sail below her proper course.

In pair 2, boat B is astern and to windward. She is still steering a course to leeward of boat B. This means that boat A may still not sail below proper course.

In pair 3, boat B is astern and to leeward. This time boat B is steering a course to windward of boat A. This means that boat A is free to sail as high or as low as she pleases.

Finally in pair 4, boat B has established an overlap with boat A. She is sailing low trying to stay out of boat A’s wind shadow. Since she is within two boat lengths, boat A is not allowed to bear off below her proper course until boat B is either ahead or more than two boat lengths to leeward.

What does all of this mean to you on the course. When you are on a leg other than a reach and you see that someone is trying to sail a course below you, you should consider some of the following options:

1. Sail below your proper course before your opponent is within two boat lengths trying to persuade them to go above you.

2. Sail a little above your proper course so that you can come down to your proper course when the boat astern starts to go below you.

3. Sail faster so that you don’t have to worry about being overtaken.

Know Your Racing Rules

Well it is a new year and time for a new title. There were major rule changes last year so the title "The rules have changed" seemed appropriate. Now that we have settled into the new rules it seems time to stop concentrating on the changes. Under this new title I will continue to discuss the rules as they affect us on the race course.

There are a few minor changes in the rules for 1998. I will list them next month. They were designed to fix holes that had been discovered as people raced with the rule in 1997.

Next month I will also start to discuss room at marks. Before we can look at that rule though it is important that we understand the term "overlap". It applies to several rules including the windward leeward situations that we have been discussing for the past few months and the rules that apply at marks that we will discuss next month. This is a defined term in the rules. It is defined in the context of clear ahead and clear astern as follows;

Clear Astern and Clear Ahead; Overlap

One boat is clear astern of another when her hull and equipment in normal position are behind a line abeam from the aftermost point of the other boat’s hull and equipment in normal position. The other boat is clear ahead. They overlap when neither is clear astern or when a boat between them overlaps both. These terms do not apply to boats on opposite tacks unless rule 18 applies.

 

As we can see the definition of overlap is very tightly tied to the definitions of Clear Astern and Clear Ahead. In diagram 1, B is Clear Ahead of A and A is Clear Astern of B so they are not overlapped. We use a line abeam from the stern (actually the aftermost point) of the further ahead boat to determine this. In the same diagram, the line abeam the stern of D passes through C, C is not Clear Astern of D and D is not Clear Ahead of C so they are Overlapped.

In the next diagram we see six boats. F is sailing a different course than the rest. A line drawn abeam from the stern of F pass through E, but is ahead of G (even though G is further ahead. E and F are Overlapped. G is Clear Astern of F. A line drawn abeam of the stern of H pass through F, so H and F are overlapped.

Now what about H and E. The definition says that "They overlap when neither is clear astern or when a boat between them overlaps both." E is Clear Astern of H, but they are also overlapped because F overlaps both of them. and F is in between. I is overlapped with F because a line abeam her stern passes through F. She is also overlapped with H because a line abeam H’s stern passes through her. I is not overlapped with E even though she is overlapped with F and F is overlapped with E. F is not "between" I and E, she is on the other side. Now lets look at boat K. Boat K is on port tack. K is not overlapped with any of the other boats unless we are coming up to a mark and rule 18 applies (we will talk about that next month). If rule 18 does apply then K is overlapped with I and H. Either way K better stop thinking about overlaps and start avoiding I who is on Starboard.

Know Your Racing Rules - II

First the ISAF has published a few changes for 1998. These are mainly to clean up some minor errors or unintended interpretations in the rules as published in the spring of 1997.

Rule 14(b) is replaced with:

(b) shall not be penalized under this rule unless there is contact that causes damage.

Rule 17.1 is replaced with:

A boat clear astern that becomes overlapped to leeward and within two of her hull lengths of a windward boat shall not sail above her proper course while the boats remain overlapped and less than that distance apart, unless as a result she falls astern of the windward boat.

Rule 49.1 is replaced with:

Competitors shall use no device designed to position their bodies outboard, other than hiking straps and stiffeners worn under the thighs.

The definition of keep clear is replaced with:

One boat keeps clear of another if the other can sail her course with no need to take avoiding action and, when the boats are overlapped on the same tack, if the leeward boat can change course in both directions without immediately making contact with the windward boat.

The definition of obstruction is replaced with:

An object that a boat could not pass without changing course substantially, if she were sailing directly towards it and one of her hull lengths from it. An object that can be safely passed on only one side and an area so designated by the sailing instructions are also obstructions. However, a boat racing is not an obstruction to other boats unless they are required to keep clear of her, give her room or, if rule 21 applies, avoid her.

There is also a minor change in the Sailboard Racing Rules, the Radio-Controlled Boat Racing Rules and the rules for International Juries. To see a complete list of the changes with a comparison to the April 1997 rules if you have access to the internet you can check www.sailing.ca/judges/novchng.html.

Now to continue our discussion of room at marks. Last month we discussed how to tell if you are overlapped. Now we are going to look at a typical situation as we approach the gybe mark. The rule is a long rule and initially appears to be quite complicated. It can be found in the book as Section C, Rule 18. Lets start with sections of rule 18.2:

18.2 GIVING ROOM; KEEPING CLEAR

(a) When boats are overlapped before one of them reaches the two-length zone, ..., or if the inside boat has right of way the outside boat shall keep clear. If they are still overlapped when one of them reaches the two-length zone, the outside boat's obligation continues even if the overlap is broken later. ....

(b) If a boat is clear ahead when she reaches the two-length zone, the boat clear astern shall keep clear even if an overlap is established later. ...

(c) If there is reasonable doubt that a boat established or broke an overlap in time, it shall be presumed that she did not.

Now we are going to look at a typical situation as we approach the gybe mark In diagram 1, we see boat A is overlapped inside boat B when the first boat gets to the two boat length zone (twice the length of the nearer boat). According to 18.2(a), boat B must keep clear even if she ends up breaking the overlap.

Now in the second diagram, when the first boat (D) gets to the two length zone, there is no overlap. According to 18.2(b), the boat clear astern (boat C), shall keep clear while the round the mark even if boat C gets overlapped later.

Finally 18.2(c) says that if both boats have been overlapped along the leg and suddenly just before two boat lengths the outside boat claims to have broken the overlap and there is reasonable doubt, it shall be assumed that she did not, so the outside boat should keep clear. If on the other hand the boats have not been overlapped along the leg, and just before two boat lengths the inside boat claims to have established the overlap and there is reasonable doubt, again it shall be assumed that she did not, so the clear astern boat shall keep clear.

Know Your Racing Rules - III

This month we are going to continue our study of rights at marks or "bouy room" as it is commonly known. Last month we looked at two boats approaching a mark on the same tack and how the rights depended on who had the overlap when they approach the two boat length zone. Before we leave this situation (commonly found at the gybe mark or when both boats are approaching leeward or windward marks on the same tack) I would like to look at a situation that I commonly see on our midweek courses.

As the sailing along the reaching leg two one design 34 foot boats (we won’t name the class) are in close contention. Boat A is trying to get an inside overlap on boat B. Try to avoid this boat B keeps heading up. We can see at position 2 that the overlap is almost broken. By position 3 the overlap is clearly broken. (The line drawn at right angles to the stern of boat B3 is clearly ahead of A3.). Somewhere around here boat A loudly calls "no room" and boat A decides that she will have to wait and go outside. Between B4 and B5 a gybes. You will now notice if you look at the line drawn at right angles to the stern of B5 that she is overlapped not only with A5 but with C5 (C has been behind the hole way down the leg). A has just got within 68 feet of the mark and therefore entered the two-length zone and both A and C are entitled to room. It is quite likely that at B and A don’t realize how far they are from the mark, but C has a very good view.

I see this situation quite frequently in midweek races. Be careful how high you go on the first reach while trying to keep a trailing boat from getting an overlap.

The other reason this is so common is that most people have trouble is that they have trouble judging two boat lengths. Try sailing towards a mark. Guess how many boat lengths you are from the mark then look at your stop watch. Look at your watch again when your bow comes up to the mark. In a 34 foot boat travelling at 5 knots, two boat lengths is only 8 seconds. In a 24 foot boat at 4 knots it is 7 seconds. You will probably be surprised how short a distance two boat lengths is.

Boat C is in a great position to judge two boat lengths because she can use the length of boat D (ahead of all of them) as a ruler.

Next month we are going to take a break from "bouy room" and look at some changes in alternative penalties. This is particularly important for Tuesday night sailors as we will be using alternative penalties on Tuesday nights this year. Please read next months article.

Tuesday Sailors take Note - (Know Your Rules Part IV)

This month we are going to take a break from our study of mark rounding to discuss what you have to do if you break a rule. This year we are introducing a change for Tuesday night sailors so take note.

What happens if you a break a rule on the race course? For example you as a Port Tack yacht think you can cross ahead of a Starboard Tack yacht. At the last minute it becomes apparent that you haven’t kept clear and the Starboard Tack yacht has to alter course. You know that you are wrong. What do you do? Until 1997 if the sailing instructions didn’t make any other provision, you had to withdraw. Many races had a "720" rule in their sailing instructions. Starting in 1997 with the new rule book, the default is now a "720" rule (see rule 44.1). Sailing instructions could still override this and our Tuesday night sailing instructions in 1997 did just that. They left dropping out as the only alternative. The club chose not to allow the 720 Turns Penalty because of congestion on the course and in the harbour. This left a problem. Dropping out is quite severe penalty and many boats chose not to take it. This left the other boat with the option of protesting. Often nothing happened.

This year we are introducing a change to the sailing instructions (this is a draft please check the real Sailing Instructions when they are published):

17.2 For Tuesday night racing The Scoring Penalty, rule 44.3 will apply. The penalty will be the number of places equal to the whole number (rounding 0.5 upward) nearest to 20% of the number of boats entered, but no less than 2 places.

17.3 In addition to the requirements of rule 44.3 (a) yachts displaying a yellow flag shall report the to the sailing office within an hour of finishing and fill in a form identifying the other yacht involved in the incident.

17.4 If a boat displays a yellow flag and fails to comply with any other part of 44.3 (a) and 17.3 the penalty shall be the number of places equal to the whole number (rounding 0.5 upward) nearest to 40% of the number entered, but no less than 3 places.

Now since most of you are not familiar with rule 44.3 I will repeat it here:

44.3 SCORING PENALTY
(a) A boat takes a Scoring Penalty by displaying a yellow flag at the first reasonable opportunity after the incident, keeping it displayed until finishing, and calling the race committee's attention to it at the finishing line. At that time she shall also inform the race committee of the identity of the other boat involved in the incident. If this is impracticable, she shall do so at the first reasonable opportunity within the time limit for protests.

(b) If a boat displays a yellow flag, she shall also comply with the other parts of rule 44.3(a).

(c) The boat's penalty score shall be the score for the place worse than her actual finishing place by the number of places stated in the sailing instructions, except that she shall not be scored worse than Did Not Finish. When the sailing instructions do not state the number of places, the number shall be the whole number (rounding 0.5 upward) nearest to 20% of the number of boats entered. The scores of other boats shall not be changed; therefore two boats may receive the same score.

So if you are the Port Tack yacht and you know that you are wrong you can display a yellow flag at the first reasonable opportunity (we hope that yellow flags will be available from the club in the spring and you should attach one to your backstay and wrap it up with a piece of tape). You can keep racing with all the rights that you had previously. At the finish you must tell the race committee that you are flying the yellow flag (don’t just count on them seeing it) and tell them which other boat was involved. You also have to go to the sailing office and report the same thing. If you finish 2nd in a 10 boat fleet you will receive a penalty of 2 places and receive 4 points for the race. The scores of other boats will not be changed (First gets 0.75 points, third 3, you and the boat that finished 4th both get 4 points etc.)

What if the other boat wants to protest anyway? Nothing in the rules says they can’t but there is no benefit to them. If the protest committee decides that you were wrong you have already taken your penalty. If the protest committee decides that neither boat was wrong, you still have your points penalty. If the protest committee decides that the other boat was wrong, you still have your points penalty, but the other boat is disqualified (unless of course they also flew a yellow flag). Unless there is significant damage, you can’t be further penalized. If there is serious damage then you should drop out instead of flying your yellow flag. A protest committee can disqualify you even though you flew the flag if there is serious damage (see rule 44.1).

Now what happens if you aren’t sure if you are in the wrong. Now you have a choice. You can either fly the yellow flag or you can wait and see if the other boat protests. If they protest and win you will be disqualified and receive 11 points (in our 10 boat fleet). You don’t have a choice to fly a yellow flag later.

If you think that you are right but aren’t sure and don’t want to risk being disqualified you can fly a Yellow Flag and a Protest Flag (red). You will get your scoring penalty no matter what, but the other boat might be disqualified in the protest room.

Our hope is that this new alternative will improve the rule observance without having to increase the number of protests. The message is simple. Follow the rules, but if you mess up and break one, fly a yellow flag and take the penalty. Just remember avoid collisions and avoid damage.

The principle here is the same as the 720 Turns Penalty for Thursday night sailors and in most other race courses around the world (720 Turns Penalty is in use whenever the sailing instructions don’t say anything else).

I would be interested in hearing feedback from any of the Tuesday night sailors as the season goes on. I will be around during most Tuesday nights if you have questions.

Know Your Racing Rules - V

First I want to clarify one thing about last month’s article titled "Tuesday Sailors Take Note". The changes described in that article only refer to Tuesday nights. They do not apply to Thursday nights where we have already been and will continue to use the "720 rule". I think a few people thought that I had forgotten about Thursday nights.

Now I want to continue with the discussion of "buoy room". In February and March we looked at how to determine who as entitled to room at the mark based on overlaps at two boat lengths. Now that we have determined who is entitled to "room" we now want to decide how much room they are entitled to. The first thing we have to decide is who has right of way. This may seem like an odd question. Most people assume that the boat entitled to room automatically has right of way. This is not true. The "buoy room" grants certain rights but it does not change who has right of way. Right of way is still determined by our other standard rules, most often Rule 11 "On the Same Tack, Overlapped" (commonly called the windward leeward rule).

(See first para of next Section)

 In the first diagram, Boat A is the leeward boat and therefore right of way over boat B. Boat B is required to "keep clear" as A rounds. If A has luffing rights then she can sail as far from the mark as she wants and keep going past it as long as she wants (notice that the proper course to the next mark does not require a gybe, we will discuss next month what happens if it does). If A does not have luffing rights the A can still sail her "proper course" which might leave some room around the mark and might be higher than the course to the next mark (based on where the wind is on the next leg or gybing angles).

In the second diagram, a freighter is anchored in the middle of the harbour. Boat D is entitled to room at the obstruction. She is however windward boat so she is not right of way. C must give D room to pass the obstruction in a seamanlike manner but is not required to give any more room than that. As soon as they are past the stern of the freighter then C can luff D up to C’s proper course. If C has luffing rights then she can luff D up even further (maybe into the wind shadow beside the freighter).

Next month we will discuss marks where one or both boats has to gybe.

Know Your Racing Rules - VI

Last month we discussed a few situations where you pass a mark or obstruction without gybing. This month we will discuss situations that involve one or both boats gybing. Before I continue I have one clarification from last month. In the diagram with the freighter (boat C & D) there is a mark showing at the stern of the freighter. This was a mistake. I copied part of the diagram from the previous one and forgot to remove the mark. It doesn’t actually change the problem but I think it is quite unlikely that Mike Milner would put a mark that close to the stern of a freighter and I want to point out that the freighter is an obstruction and the rules we were talking about apply even when there is not a mark of the course at its stern.

When I went to junior club (and any other racing seminar I have been at since then) I was taught that the best way to round a leeward mark was "Wide and Close". When you approach the mark give it some distance so that when you harden up you will pass close to leeward of the mark.

This is shown in the first diagram. Since this is the course that you would sail in the absence of other boats it qualifies as your "proper course" under the rules.

Now we go back to the situations when there are other boats around. When to the rules let you sail your "proper course" and when do they restrict you further. In simple terms when you have right of way (for example as the leeward boat or the starboard tack boat) then you are entitled to sail your "proper course". If on the other hand you are entitled to room at the mark but you are not the right of way boat (for example if you are the windward boat or the port tack boat) then you are entitled to "room" but this may be more restricted than your proper course.

In the second diagram, the two boats (A&B) are approaching the leeward mark on port tack. Boat B is leeward so right of way. Boat A is inside and they have an overlap when they get to the two length zone so she is entitled to room. (If you are following along in your rule book the rule here is 18.2(a)). Boat B must give boat A "room" to round the mark. The rule book has a definitions section where they define "room" as "The space a boat needs in a the existing conditions while manoeuvring promptly in a seamanlike way." This means boat A has to stay clear of B and round the mark as promptly as she can. She is not entitled to a "wide and close" rounding. She will probably end up with something like a close and wide rounding.

In the third diagram the two boats (C&D) are approaching a leeward mark on starboard tack. Boat C is leeward boat (and therefore right of way) and is entitled to room since she is overlapped when they get to the two boat length zone. (If you want to follow along in the rule book this is rule 18.2(a) "or if the inside boat has right

of way") Boat D must stay clear of boat C. C can sail a wider course than A could in the previous diagram. In fact if there was not a gybe involved and if C had luffing rights then C could sail as wide of the mark as she wanted and D would have to stay clear. In this case however there is a restriction on boat C. Rule 18.4 says when "an inside overlapped right-of-way boat must gybe at the mark or obstruction to sail her proper course, she shall pass no farther from the mark or obstruction than needed to sail that course." Since C has to gybe to sail her proper course, then she cannot sail farther from the mark than her proper course. We discussed at the beginning of this article that her proper course is probably "wide and close" so she can sail that course as shown.

Know Your Racing Rules - VII

In the past few months we have discussed rounding marks and passing obstructions after starting. This month I would like to talk about situations before the start.

In the first diagram, boat A and B are approaching the line to start. The Committee Boat is an obstruction (see the definition of obstruction, we will talk more about this next month). However rule 18.1 says that Rule 18 (Passing Marks and Obstructions) says that "Rule 18"... "does not apply at a starting mark or it anchor line surrounded by navigable water from the time the boats are approaching them to start until they have passed them" so we know that boat B cannot call for obstruction room. In this case boat B is "barging" (the term does not appear in the rule book, but is commonly used to describe this approach to the line). Boat A may decide to try to luff boat B. However in this situation by position A3 she is too late. Boat A is the leeward boat. She is therefore right of way under rule 11. As right of way boat she may only change course if she gives the other boat room to keep clear. If she tries to squeeze boat B out now B will have nowhere to go. A cannot leave B room to go between herself and the committee boat and then try to "close the door" after she gets there.

In the second diagram we see what the leeward boat should do. Boat C starts to alter course before she gets to the committee boat (at C2). This allows Boat D room to alter course. Boat D may have to tack around to start. The key here is for C to alter course soon enough that D has room (which is defined as "The space a boat needs in the existing conditions while manoeuvring promptly in a seamanlike way") to get out of the way. Tacking just before the committee boat is seamanlike. Running into it isn’t. Here C "closed the door" early enough.

In the third diagram we see another situation. This time E was already approaching the stern of the committee boat without

leaving space for F. E does not have to alter course to "close the door". E is right of way as leeward boat. She is not altering course so she is not restricted under rule 16. F isn’t entitled to room. She should get out of there before getting to position 3. By that time boat boats should try to avoid a collision and boat F should take a penalty (720 turn on a Thursday night, put up a yellow flag on a Tuesday night, for other races see the sailing instructions).

In summary "buoy room" does not apply as you are approaching the line to start. You can luff a weather boat, but you must always give the room to keep clear.

Know Your Racing Rules - VIII

In the past few months we have discussed rounding marks and passing obstructions. Most of our examples have focused on marks. Next I want to discuss some other situations where these rule appear. These rules apply at marks and obstructions. The rule book defines obstructions as:

"An object that a boat could not pass without changing course substantially, if she were sailing directly towards it and one of her hull lengths from it. An object that can be safely passed on only one side and an area so designated by the sailing instructions are also obstructions. However a boat racing is not an obstruction to other boats unless they are required to keep clear of her or give her room or, if rule 21 applies, avoid her."

Lets look at some examples.

1) Geographic obstructions:

Shallow water, water that is too shallow to go through is an obstruction and the inner boat can call for room.

A dock (such as the main R.C.Y.C. Ferry dock on the North side of the island)

The wall on the side of either the Western or Eastern Gap.

2) Floating Fixed Obstructions

Anchored freighters (we looked at an example of this a few months ago)

Large anchored government marks that are not part of the course (the marks must be large enough that you would have to make a substantial alteration of course from one boat length away)

Anchored or stopped spectator boats

 

3) Moving Obstructions (not part of the race)

Ferries

Freighters

Moving Spectator boats who have right of way (a sailboat on Starboard for example)

Moving Spectator boats who don’t have right of way but who are not keeping clear

4) Moving Obstructions (part of the race)

Other boats racing who have right of way (for example a Starboard tack (boat C in diagram) boat is an obstruction to two Port tack boats (boat A

and B in diagram), and a boat ahead (boat F) is an obstruction to two overtaking boats (boats D and E))

Other boats that you have to room to (such as an inside boat at a mark)

Boats that you have to avoid under Rule 21 ("If possible, a boat shall avoid a boat that is capsized or has not regained control after capsizing, is anchored or aground, or is trying to help a person or vessel in danger. A boat is capsized when her masthead is in the water.")

In both diagrams a windward (boat E and B) and a leeward boat (D and A) are approaching another boat that has right of way over both of them. In both cases the inside boat (D and B) can call for room and the outside boat (A and E) have to give it to them. There are however other possibilities. In the first diagram, Boat A could call for room to tack (under Rule 19). Since she is the leeward boat her right to call for room to tack would have precedence over B’s right to room at the obstruction. In the second diagram either boat could be the inside boat depending which side of F they wish to pass. If D choses to go to leeward of F (maybe to avoid being luffed by F) then she has to allow E room to go to leeward as well (E would then be inside boat). If D wishes to go to weather then she is inside boat and E must give her room. D has the choice since she is leeward boat and has right of way over E.

Know Your Racing Rules - IX

This month I am going to take a break from marks and obstructions and cover a very different situation. This situation is most commonly found in match racing and since the York Cup is being held at the club this month I thought that I would describe it to help those of you who want to come out and view the racing.

In the first diagram, before the start of a match race, boat A is clear astern of boat B. Both boats are on Starboard tack about to sail past the port end of the line. Boat B is in a very difficult position as we are boat to see.

In the second diagram B has born off trying to gybe to go back towards the other end of the line. A also bore off. She is now leeward boat and B must keep clear.

B therefore tries to head up hoping that she will be able to tack. A heads up above B. A must keep clear since she is weather boat, but B can’t tack since she would be tacking too close. Even if she completed her tack she would be on Port Tack and would probably immediately have to tack back to avoid A who is still on Starboard.

You will notice the boats are now both past the starting mark. This game will continue until B finds some way out or until A decides that it is time to go back and start (in which case she will tack back and lead B across the starting line). For B the area past this end of the line is known in match racing as "coffin corner".

B does have some ways of getting out of this. If she can slow down quickly then A will end up establishing an overlap on one other other side (similar to the overlaps in the diagrams, but

further). B will then be able to go the other way.

Come out on September 18-20 and see some of the best match racers ever gathered in Canada try to execute this and many other moves. Many of the strategies that they execute on the course are based on a strong knowledge of the same rules that we use on our race course all the time.

Know Your Rules Part X

Last month I took a break from mark rounding to discuss match racing. By the time you read this the York Cup is over (I hope that you all got a chance to come out and see it.) Now we are going to go back to mark rounding. One of the most frequent myths that I hear is that "there is no buoy room at the weather mark". Actually there is some basis for this myth. Rule 18 does not apply "between boats on opposite tacks when they are on a beat to windward or when the proper course for one of them to pass the mark or obstruction is to tack." (author’s underlining) In other words there is no buoy room at a weather mark between boats on opposite tacks. There are also quite severe restrictions on a boat that tacks within two boat lengths of the mark. We have talked about these restrictions before (see March 1997). The rest of the rule does apply between boats on the same tack coming into a weather mark. We

will often find that the luffing rules apply just about as much as the buoy room rule.

In the first diagram we see the typical situation. Both boats A and B are laying the mark. They are overlapped when they get to the two boat length circle. Boat A is leeward and therefore right of way. B must keep clear. If A has luffing rights (if the overlap was established by B coming up from astern or if the overlap was established when one of the boats tacked) then A doesn’t even have to bear off. If A does not have luffing rights (if she established the overlap from clear astern) then she has to bear off to proper course when she gets to the mark.

In the second diagram, boat C is a little below the lay line. Even if she doesn’t have luffing rights she is entitled to sail as high has her "proper course". Her proper course is the course that she would sail in the absence of the other boat. Usually the proper course is close hauled, but I think that we would all agree that if D wasn’t there, C would pinch to make the mark. This is therefore her proper course and D must keep clear as C pinches to make the mark. C must pinch early and slowly enough to give D room to keep clear, but this isn’t usually hard. D may not want to luff up, but usually she can. For some boats which have good momentum this can be a good strategy. I have seen Etchells tack about half a boat length below the lay line and then

shoot the mark. Some other classes lose speed too quickly to pinch more than a foot or two.

In the third diagram we see that boat E has passed head to wind at position E2. As soon as she does this she loses right of way. E is on Port Tack, she is in the act of tacking and she is tacking within two boat lengths. The only challenge here is to figure out which rule she broke (18.3, 10, or 13). The difference between the two situations is that boat C never passed head to wind. Boat E did. The key therefore is not to pass head to wind. You may have to release the jib sheet to ensure that it doesn’t back and push you through head to wind.