Hi All here are the directions for the party after racing Thurday.
Address: 629 Wolcott Ave, Middletown...
(between purgatory and tuckerman ave)
best directions are to turn right on tuckerman after first beach and left on Wolcott Ave...
we will also make up flyers to pass off the race committee boat...
Monday, July 28, 2008
Tuesday, July 22, 2008
Hold the Bus, I mean Barge
Although the events of last Thursday night have luffed a few sails, I think we all need to go take a chill pill until things can be sorted out. After the Protest Hearing Monday night, we learned that the RC cannot DSQ anyone, much less the whole fleet, without filing their own protest.
So where does this leave us as appropriate scoring for last Thursday?.......undecided, I guess. So RC and Fleet 50 management will get together and come to a conclusion on this. Until then, there are no official results. They took a stand, and we should support them for this. We interferred with Commercial Traffic as the barge stopped to avoid what looked like to them was imminent danger. This is against Federal and Fleet 50 regulations. RC was doing what they thought was right.
Now we can all argue the pros/cons of what happened, but I want to think that we all can learn from this. Here are some things to ponder, and I would love to hear others thoughts on this, so please send me an email with your suggestions.
1. Are we capable of policing ourselves? Most of the fleet crossed in front of the Barge, either going to or from the Dumplings.
2. What do we need to put in our SI's to insure that this won't happen again? Or what penalty is warranted if it does? One suggestion is to adapt the Shields class wording.
3. Does RC need more input from the class? We are moving toward more assistance, but should we go further in terms on Race Day assistance. It has been voluntary so far, but maybe it needs to be mandatory.
4. What constitutes an official posting? Something on IDA's website, or does it need to be on Fleet 50's site as well?
There are many things to consider, in addition to how we should score the night. I would certainly like to see the same enthusiasm put into rewriting the SI's to close the gaps, or in helping to administer/assist with racing logistics on a given Thursday.
There are a few boats that did the "right" thing, and took huge detours. I commend them. I was one who did not, and was confused as the proper course to take. Bad Lee.
So send me your thoughts and lets make changes for the better.
So where does this leave us as appropriate scoring for last Thursday?.......undecided, I guess. So RC and Fleet 50 management will get together and come to a conclusion on this. Until then, there are no official results. They took a stand, and we should support them for this. We interferred with Commercial Traffic as the barge stopped to avoid what looked like to them was imminent danger. This is against Federal and Fleet 50 regulations. RC was doing what they thought was right.
Now we can all argue the pros/cons of what happened, but I want to think that we all can learn from this. Here are some things to ponder, and I would love to hear others thoughts on this, so please send me an email with your suggestions.
1. Are we capable of policing ourselves? Most of the fleet crossed in front of the Barge, either going to or from the Dumplings.
2. What do we need to put in our SI's to insure that this won't happen again? Or what penalty is warranted if it does? One suggestion is to adapt the Shields class wording.
3. Does RC need more input from the class? We are moving toward more assistance, but should we go further in terms on Race Day assistance. It has been voluntary so far, but maybe it needs to be mandatory.
4. What constitutes an official posting? Something on IDA's website, or does it need to be on Fleet 50's site as well?
There are many things to consider, in addition to how we should score the night. I would certainly like to see the same enthusiasm put into rewriting the SI's to close the gaps, or in helping to administer/assist with racing logistics on a given Thursday.
There are a few boats that did the "right" thing, and took huge detours. I commend them. I was one who did not, and was confused as the proper course to take. Bad Lee.
So send me your thoughts and lets make changes for the better.
Friday, July 18, 2008
Catch 22
If you went to the Ida Lewis YC website looking for the results for July 17, you likely got quite a shock. In place of a series of finishes from two interesting races was the following statement from the race committee.
All boats receive DSQ for the evening due to violation of SIs and Coast Guard Event Permit – interfering with commercial traffic.
To borrow a phrase from a current KFC commercial, “I wasn’t expecting that.”
Fleet 50 has had its run-ins with commercial traffic, though it’s been a while since we had a situation like last night, with a barge running through the middle of course. I wholeheartedly agree with Part 22 of the Sailing Instructions (below).
Competitors are reminded that Narragansett Bay is a Restricted Channel. Sailing Vessels do not have the right of way over a vessel under power, which is restricted in her ability to maneuver. Competitors found to have run afoul of commercial vessels before, while, or after racing may be subject to penalty which may include disqualification from that day’s completed races. We play where others work; please respect those who are working and do not impeded their progress in any way.
I also agree with disqualifying anyone who even comes close to interfering with commercial traffic. If you have a rule, it should be enforced. And this behavior could jeopardize Fleet 50’s ability to sail every Thursday night.
However, I don’t think a mass DSQ is the best way to curb this behavior.
Firstly, it’s unfair. We tacked to port not long after crossing the line and headed right. We saw the barge and while we did take one hitch down the bay in the Rose Island Cone, we crossed the channel well astern of the barge. Once we cleared its prop wash we tacked back. We never got within 200 feet of the barge and were never in a position to force it to alter course or slow down. Had the barge continued on its expected course we never would’ve come near it. And the same can be said for most, if not all, of the boats that played the right side of the course.
By the time we got to the windward mark the barge was parked, and had been for a few minutes. The course that took us furthest away from the barge—and yes, kept us going toward the mark—was across its bow on starboard. I guess we could’ve stopped and waited for the barge to resume its path. But that’s a little much. Who knew how long that was going to take. We were always well clear of the barge. However, if that’s still too close for comfort, then what about the 2 or 3 boats that jibed at or near the windward mark and sailed along the Jamestown side of the barge. These boats never crossed the bow of the barge upwind or downwind. How can anyone say they interfered with commercial traffic?
Secondly, what good does a mass disqualification do? A colleague at work pointed out that it gives the fleet a good sound bite for the Coast Guard. “We tossed everyone out.” I guess I can understand that. But it doesn’t teach anyone a lesson. And isn’t that the goal of a punishment, to ensure it doesn’t happen again. No one was really penalized because everyone was tossed.
If the fleet finds itself in the same situation again wouldn’t it be better for boats to think, “Geez, the last time this happened half the fleet was DSQ’d, and half of it wasn’t, so we’d better play it safe, even if it costs us a few boats.” Instead they’ll think there’s strength in numbers. They’ll think, “Get enough boats to cross the barge and then the RC will either throw everyone out or no one. Either way, the conservative route isn’t likely to pay.”
One of the things I understand least about sailing is the occasionally adversarial nature of the relationship between the race committee and the sailors. We’re all out there for the same purpose, to enjoy our time on the water. At times it will get tense, at times some or all of the fleet will need to have its collective hand slapped. But we need to work together as much as we can.
This decision merely serves to broaden the gulf between the sailors and the race committee and does little to ensure this sort of thing won’t happen again in the future.
All boats receive DSQ for the evening due to violation of SIs and Coast Guard Event Permit – interfering with commercial traffic.
To borrow a phrase from a current KFC commercial, “I wasn’t expecting that.”
Fleet 50 has had its run-ins with commercial traffic, though it’s been a while since we had a situation like last night, with a barge running through the middle of course. I wholeheartedly agree with Part 22 of the Sailing Instructions (below).
Competitors are reminded that Narragansett Bay is a Restricted Channel. Sailing Vessels do not have the right of way over a vessel under power, which is restricted in her ability to maneuver. Competitors found to have run afoul of commercial vessels before, while, or after racing may be subject to penalty which may include disqualification from that day’s completed races. We play where others work; please respect those who are working and do not impeded their progress in any way.
I also agree with disqualifying anyone who even comes close to interfering with commercial traffic. If you have a rule, it should be enforced. And this behavior could jeopardize Fleet 50’s ability to sail every Thursday night.
However, I don’t think a mass DSQ is the best way to curb this behavior.
Firstly, it’s unfair. We tacked to port not long after crossing the line and headed right. We saw the barge and while we did take one hitch down the bay in the Rose Island Cone, we crossed the channel well astern of the barge. Once we cleared its prop wash we tacked back. We never got within 200 feet of the barge and were never in a position to force it to alter course or slow down. Had the barge continued on its expected course we never would’ve come near it. And the same can be said for most, if not all, of the boats that played the right side of the course.
By the time we got to the windward mark the barge was parked, and had been for a few minutes. The course that took us furthest away from the barge—and yes, kept us going toward the mark—was across its bow on starboard. I guess we could’ve stopped and waited for the barge to resume its path. But that’s a little much. Who knew how long that was going to take. We were always well clear of the barge. However, if that’s still too close for comfort, then what about the 2 or 3 boats that jibed at or near the windward mark and sailed along the Jamestown side of the barge. These boats never crossed the bow of the barge upwind or downwind. How can anyone say they interfered with commercial traffic?
Secondly, what good does a mass disqualification do? A colleague at work pointed out that it gives the fleet a good sound bite for the Coast Guard. “We tossed everyone out.” I guess I can understand that. But it doesn’t teach anyone a lesson. And isn’t that the goal of a punishment, to ensure it doesn’t happen again. No one was really penalized because everyone was tossed.
If the fleet finds itself in the same situation again wouldn’t it be better for boats to think, “Geez, the last time this happened half the fleet was DSQ’d, and half of it wasn’t, so we’d better play it safe, even if it costs us a few boats.” Instead they’ll think there’s strength in numbers. They’ll think, “Get enough boats to cross the barge and then the RC will either throw everyone out or no one. Either way, the conservative route isn’t likely to pay.”
One of the things I understand least about sailing is the occasionally adversarial nature of the relationship between the race committee and the sailors. We’re all out there for the same purpose, to enjoy our time on the water. At times it will get tense, at times some or all of the fleet will need to have its collective hand slapped. But we need to work together as much as we can.
This decision merely serves to broaden the gulf between the sailors and the race committee and does little to ensure this sort of thing won’t happen again in the future.
Monday, July 14, 2008
Scott Free
Wow, 27 boats? Too bad the breeze didn’t stick around for a little bit longer. But it was great to see such a large fleet, most of the Fleet 50 regulars as well as a few special guests in town for the Coastal Living Newport Regatta. Getting over 25 boats out for a Thursday night means you can be 12th and still consider yourself in the top half. And if you do better, man are there a lot of sails following you across the line.
We thought we had the first race nailed. We started near the pin and headed left, hoping that when we came back on port tack, the lift generated by the outgoing current in the channel would carry us into the lead. A few others had the same idea and we all ended up staring at a lot of transoms as we tried to get around the windward mark.
The second race seemed to go better. We followed Scott Milnes on the low road on the run and snuck into the top 10, but then heard the heart-breaking sound of silence as we crossed the finish line. No gun, we were OCS.
Ugh.
Scott Ferguson made a rare appearance in Fleet 50 and promptly blitzed the fleet in Race 1. If it makes you feel any better, he did about the same thing to the Laser fleet in the Sail Newport Regatta. Doesn’t help? Sorry, that’s all I can offer. Until Thursday that is.
A rather unusual wind condition for last Thursday night’s race. A dying westerly breeze and a strong outgoing tide. What were your initial thoughts on the wind/tide conditions and what did you anticipate might happen during the race? How did you go about setting up your boat for those conditions?
Very loose set-up, lowers were almost slack, headstay was off the Loos scale by over an inch. Initial thoughts were to stay away from the rip around the house on the rock ..... look for some relief from the Rose Island cone. Try not to run into anybody.
There was a strong difference of opinion on how to handle the first beat of the first race. A number of boats went hard left, hoping to come back on port tack in max current. Others, like yourself, played the right side. The right side was the big winner. Can you explain a little bit how you came to this decision and also what you feel was the difference in that first beat.
The initial thoughts of heading for the cone of Rose Island were reinforced by visual appearance of more pressure to the right .... so this strong feeling lead to a good boat start. We sailed for a short time on starboard before tacking. Very tempting to keep going left, but the team (Jessie Fielding, Lyle Fielding, Ben Quatromoni, and Willem Van Waay) decided to stick with the plan. We went almost to layline .... rest was history.
Light air, current, never a lot of fun for a J/24 downwind. What do you think were the keys to that run?
Had to get onto port right away as the current was sweeping left to right .... then we just watched the mark against the land and actually had to sail a little hotter than vmg the whole way across.
We thought we had the first race nailed. We started near the pin and headed left, hoping that when we came back on port tack, the lift generated by the outgoing current in the channel would carry us into the lead. A few others had the same idea and we all ended up staring at a lot of transoms as we tried to get around the windward mark.
The second race seemed to go better. We followed Scott Milnes on the low road on the run and snuck into the top 10, but then heard the heart-breaking sound of silence as we crossed the finish line. No gun, we were OCS.
Ugh.
Scott Ferguson made a rare appearance in Fleet 50 and promptly blitzed the fleet in Race 1. If it makes you feel any better, he did about the same thing to the Laser fleet in the Sail Newport Regatta. Doesn’t help? Sorry, that’s all I can offer. Until Thursday that is.
A rather unusual wind condition for last Thursday night’s race. A dying westerly breeze and a strong outgoing tide. What were your initial thoughts on the wind/tide conditions and what did you anticipate might happen during the race? How did you go about setting up your boat for those conditions?
Very loose set-up, lowers were almost slack, headstay was off the Loos scale by over an inch. Initial thoughts were to stay away from the rip around the house on the rock ..... look for some relief from the Rose Island cone. Try not to run into anybody.
There was a strong difference of opinion on how to handle the first beat of the first race. A number of boats went hard left, hoping to come back on port tack in max current. Others, like yourself, played the right side. The right side was the big winner. Can you explain a little bit how you came to this decision and also what you feel was the difference in that first beat.
The initial thoughts of heading for the cone of Rose Island were reinforced by visual appearance of more pressure to the right .... so this strong feeling lead to a good boat start. We sailed for a short time on starboard before tacking. Very tempting to keep going left, but the team (Jessie Fielding, Lyle Fielding, Ben Quatromoni, and Willem Van Waay) decided to stick with the plan. We went almost to layline .... rest was history.
Light air, current, never a lot of fun for a J/24 downwind. What do you think were the keys to that run?
Had to get onto port right away as the current was sweeping left to right .... then we just watched the mark against the land and actually had to sail a little hotter than vmg the whole way across.
Thursday, July 3, 2008
Will Welles' Wondrous Words of Wisdom (Say That 5 Times Fast!)
So someone remind me why we aren't sailing tonight? It's a beautiful evening with a fresh southerly blowing. And there's no work tomorrow. Well I guess I've beat this one to death. Don't forget to sign up for the Coastal Living Newport Regatta next weekend. (If you're competing that is) Here's a few pearls of wisdom from fleet co-captain Will Welles, who had a first and a fourth to close out the spring series.
Well I usually stick pretty close to the North sails tuning guide numbers! I then go upwind for a bit to see how the boat feels and the sails look. I may go a touch tighter or looser from there depending on what I see and how the boat feels. If I think it's going to die I make sure I am on the lighter end of things instead of the tighter end.
The key moment in the first race came a third of the way down the first run. You jibed back in to the Fort Adams shore while the other three lead boats headed into the middle. It paid off as you were able to vault into the lead by the leeward mark. What did you see along the shore and why did this move work out so well?
The key moment in the first race came a third of the way down the first run. You jibed back in to the Fort Adams shore while the other three lead boats headed into the middle. It paid off as you were able to vault into the lead by the leeward mark. What did you see along the shore and why did this move work out so well?
The breeze certainly shut off at this point. We rounded about four boat lengths ahead of the Pipe Dream boys and they carried a small puff down with them which made them overlapped to leeward with us. We never really had the puff so that we could drive off....it was a tough situation. We felt lucky to get sprung off to the shore by ourselves. There were three boats that continued towards Rowe's Island and it seemed like they were going slow together and then sailed completely out of the breeze. We were able to work the boat up and down with better breeze and it paid at the end.
Starting a J/24 in light air, in a larger fleet, can be challenging. Do you change your starting tactics as the wind drops into the single digits? If so, how?
Starting a J/24 in light air, in a larger fleet, can be challenging. Do you change your starting tactics as the wind drops into the single digits? If so, how?
Yes, I try and maneuver very little and keep the speed on.
The run of the second race was a real drifter. What’s the key to making the most of those conditions in the J/24, both in terms of boatspeed and tactically.
The run of the second race was a real drifter. What’s the key to making the most of those conditions in the J/24, both in terms of boatspeed and tactically.
The spinnaker trimmer and I work really hard to keep the speed on all the time...up in the lulls and down in the puffs. The communication between the trimmer and the helmsman is key here.
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