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Mini Safety at Sea Seminar

Safe Boating is NO Accident!

Join us on Sunday, March 13 for our “Mini” Safety at Sea Seminar

US Sailing National Race Officer Steve Harris and BLYC Fleet Captain David Paligo have developed an abbreviated Safety at Sea Seminar based on the full US Sailing seminar, but geared more specifically to safety on an inland lake.  In this aproximately 2 hour seminar, we will cover…

SAFETY EQUIPMENT

PLANNING & PREPARATION

BLYC SAFETY PLAN

ON-WATER RESCUES

MUCH, MUCH, MORE

Although geared specifically towards sailing, the information in the seminar will apply to all boating disciplines and we encourage all BLYC members to attend this FREE seminar.

Questions?
Contact Fleet Captain David Paligo

Iceboating

It’s that time of year…. WINTER!

Yea, yea, most of the time boaters don’t really find winter appealing.  But sailors…. that’s a different story.  Not only do many sailors also ski, but sometimes winter also affords one of the most exciting disciplines in the sport – ICEBOATING!

Typically, its hit or miss at Buckeye Lake whether or not we’ll get the right conditions for iceboating.  Not only do you need good, thick ice (safety first!), but in order to go well, you also need smooth ice.  However, for our friends up north at the Toledo Ice Yacht Club and the intrepid year-round residents at Put-in-Bay, iceboating is a regular activity  in the winter.  both Maumee Bay and the inner harbor on South Bass Island currently have good, smooth ice and they’re taking advantage of the opportunity.   Here are a couple of videos of Tom Thanasiu – a year-round PIB resident familiar to many of us at BLYC – sailing his DN iceboat at Put-in-Bay…

Will We Get Good Ice at Buckeye Lake?

It remains to be seen, but the latest ice reports from Doug Stewart suggest that we just might get good, solid ice this year.  Whether or not it’ll have a smooth surface to sail, however, remains to be seen.  But we can be ready!.  Chuck Bendig has an Arrow iceboat, both Don & Steve Harris each have DN iceboats, and there are a few more scattered around the lake.

Time to get the boats out, sharpen the blades and be prepared to get out on the ice?

Iceboating has been a part of life at BLYC since the early days.  CLICK HERE for an article on the history of iceboating at BLYC by P/C Harris.

Why We Have Safety Regulations in Sailing…

– Steve Harris, NRO

The Rolex Sydney Hobart Yacht Race is an annual event hosted by the Cruising Yacht Club of Australia, starting in Sydney, New South Wales, on Boxing Day and finishing in Hobart, Tasmania. The race distance is approximately 630 nautical miles (1,170 km). The race is run in conjunction with the Royal Yacht Club of Tasmania, and is widely considered to be one of the most difficult yacht races in the world. (from Wikipedia)

As usual, the sailing world was following the progress of the annual event online as Ichi Ban, Celestial, and Quest were in a neck and neck race for line honors in the final hours.  Quest eventually dropped back, leaving a neck-and-next race to the finish between the remaining two – after 4+ days of racing.  This year’s race was particularly difficult.  The sea conditions were very rough and over 1/3 of the fleet had dropped by the end of the first 24 hours.

Ever since the disaster in the 1979 Fastnet Race, in which 75 boats capsized, 5 sunk, and 15 sailors lost their lives, there has been an ever increasing focus on safety in sailing – especially for offshore racing.  The Sydney-Hobart is no exception.

Locally, most of us are familiar with the safety equipment that ODNR requires us to have on board.  However, for “big water” races, most often the US Safety Equipment Requirements are also invoked, requiring further specialized equipment and training.  At the level of the Sydney-Hobart, there are similar requirements, and these are rather extensive.

One such requirement that is actually also common at all levels, including inland racing, is the requirement to carry and monitor a VHF radio for emergencies.  While not too long ago considered by many to be “unfair” communications, now it is common for Notices of Race and Sailing Instructions to include an instruction requiring boats to both carry and monitor radio communications at all times.  Often, these instructions also include a requirement for checking in with the race committee and notifying them of a boat retiring.  This very type of instruction has made for an interesting, although somewhat controversial end to this year’s Sydney-Hobart…

From Sailing Scuttlebutt (12/29)…

At the top of the standings today as of 4:30am AET is the TP52 Celestial owned by Sam Haynes, with Matt Allen’s Botin 52 corrected next by three minutes. But a protest by Allen against Haynes, along with a Race Committee protest against Haynes, may trump what occurred on the course…

Both protests refer to Rolex Sydney Hobart Yacht Race Sailing Instructions 31.4 which states: ‘All boats shall maintain a continuous listening watch on VHF Channel 16 for the duration of their race.

The protests were heard together by an International Jury on December 30 and the committee found against Celestial, penalizing her 40 minutes on elapsed time and, thus, giving the win to Ichi Ban.  The facts found by the Jury were as follows:

  • The wind was at 7-15 knots.
  • At 23.53 on 27 December 2021, the Race Committee received a telephone call from Australian Maritime Safety Authority (AMSA) Search and Rescue notifying the Race Committee that a Personal Locator Beacon (PLB) assigned to Wulf Wilkens, a crew member on Celestial, was activated.
  • At 23.56, the Race Committee commenced attempting to contact Celestial on the satellite phone listed in their Sat Phone Declaration and received a “call could not be connected” error. The Race Committee continued to attempt to contact Celestial by Satellite Phone during the incident.
  • At approximately 23.58 the Race Committee contacted Ichi Ban by satellite phone because they were the nearest boat and within 7 to 10 nm from Celestial. The Race Committee requested Ichi Ban contact Celestial on VHF 16 to clarify whether all were safe on board.
  • Ichi Ban commenced calling Celestial on VHF 16 at 23.58 and received no response, approximately every 2 minutes for 7 minutes.
  • From 0007, Ichi Ban continued to attempt to contact Celestial at least every 5 minutes on VHF 16 as requested by the Race Committee.
  • The Race Committee was in frequent contact with AMSA throughout the incident in relation to the decision whether to deploy search and rescue aircraft from Essendon Airport, Victoria.
  • Quest, who heard Ichi Ban’s VHF radio call to Celestial, also attempted to contact Celestial on VHF 16 but no response was received.
  • At 0057, following the Race Committee advising AMSA and in agreement with the Race Committee, Ichi Ban released a handheld white flare to attract Celestial’s attention, but did not receive a response.
  • At approximately 0120, following permission from AMSA and approval by the Race Committee, Ichi Ban released a red parachute flare in an attempt to attract Celestial’s attention.
  • At approximately 0130 Celestial contacted Ichi Ban on VHF 16 using the navigator’s handheld VHF radio on deck. Ichi Ban informed Celestial that the reason for the red flare was to attract Celestial’s attention at the request of the Race Committee due to the activated PLB.
  • Celestial confirmed the PLB activation was accidental, and all crew were safe.
  • Celestial deactivated the PLB.
  • At 0139 Celestial sent a text message to the Race Committee through their satellite phone to confirm the PLB activation was accidental, and all crew were safe. An attempted satellite call failed.
  • The Race Committee informed AMSA, enabling the search and rescue aircraft on standby to be stood down.
  • Celestial’s installed VHF radio was located on the port bulkhead near the mast, with a repeated to the navigation station. The radio was new in 2021.
  • On the morning of the race start, the navigator tested the installed VHF radio and found it to be working satisfactorily.
  • At all times during the incident, the VHF radio was turned on as indicated by power light and backlight illuminating channel 16 with volume turned up at the navigation station.
  • Two additional handheld VHF radios were on board Celestial but not turned on during the incident until Celestial sighted the red flare. The navigator’s handheld radio was then turned on and used to contact Ichi Ban.
  • During the incident, Celestial’s crew were fatigued.
  • The Celestial navigator was seated at the navigation station for approximately 97% of the race time.
  • During the incident, Celestial’s engine and water maker were both turned on, which created significant noise below deck.
  • Celestial did not hear any attempts to contact her on VHF during the incident.
  • At other times in the race, Celestial heard Ichi Ban and other marine traffic using her installed VHF radio.
  • The distance between Ichi Ban and Celestial did not significantly change throughout the incident duration.
  • Twelve other PLBs were accidentally activated during the race, and in each case the boat responded to the Race Committee within 25 minutes (average response time is 15 minutes).
  • At all times Ichi Ban continued to race the boat and did not alter course as a result of the incident, however Ichi Ban did prepare and deploy two flares which temporarily affected her performance.

So, what does all this mean?

Essentially, Celestial, while likely not purposely, violated the sailing instruction requiring them to “maintain a continuous listening watch” on the radio.  While the penalty they received cost them the win, it could have been worse.  Some commenting online think that the penalty they received, however, was still too harsh.  Was it?  In all reality, they could have been disqualified… 

  • What if the PLB wasn’t accidentally activated?  What if someone was truly in danger and the race committee failed to act on the alert? 
  • Even though it was an accidental activation, what if the RC marshalled all the rescue resources, putting the rescuers in potential danger for a “false alarm?”  

While it may seem harsh to some, safety regulations such as this one exist for a reason.  Safety cannot be secondary to winning.  Sure, it would be a hard pill to swallow to lose a well fought race in the protest room for what is little more than an “accident.”  That said, in my opinion, its better to have such regulations – and to have them strictly enforced – than to have someone lose their life on the water.  (Read the full article about the protest from Sailing Scuttlebutt here)

As of today – December 31 – Celestial has filed a Request to Reopen the hearing. Perhaps they have new information and evidence available.  Perhaps they’re just “grasping at straws” and holding out hope that another panel may see it differently.  I personally doubt that will be the case.

Either way, the saga continues…

RRS – Part III; Post #9 – “Grab Bag” 1

Often, we focus our rules discussions only on Part 2 of the rules – “When Boats Meet.”  This winter, I plan to explore the rules of Part 3 – “Conduct of a Race.”  They may appear to only matter to the Race Committee, but they have significant importance to the racing sailor too.  

– Steve Harris, US Sailing National Race Officer

Rules 27 & 31…

This is more of a “grab bag” of other rules in Part 3.  Each of their own importance, but not necessarily long enough for their own post.  They have consequences for racing sailors but, generally, don’t require a long discussion.

Rule 27 – Other Race Committee Actions Before the Starting Signal

27.1 – “No later than the warning signal, the race committee shall signal or otherwise designate the course to be sailed if the sailing instructions have not stated the course, and it may replace one course signal with another and signal that wearing personal flotation devices is required (display flag Y with one sound).”

27.2 – “No later than the preparatory signal, the race committee may move a starting mark.”

27.3 – “Before the starting signal, the race committee may for any reason postpone (display flag AP, AP over H, or AP over A,  with two sounds) or abandon the race (display flag N over H, or N over A, with three sounds)”

What’s this rule saying?

Simply put, these are directives to the race committee. These are both things that they must do, and items that they can do.

27.1 – “No later than the warning signal, the race committee shall signal or otherwise designate the course to be sailed if the sailing instructions have not stated the course, and it may replace one course signal with another and signal that wearing personal flotation devices is required (display flag Y with one sound).”

This part of the rule contains a number of points…

  • The first is proscriptive… “the race committee shall signal or otherwise designate the course…”
    • This is probably common sense – different courses may require different strategies in how you would sail them.  During the starting sequence, there’s too much going on to have to look for another signal.  
  • The second part, most sailors (and race officers, for that matter) find confusing.  What is a “course signal?”  Certainly, the race committee cannot change the descriptions of the marks or other items described in the sailing instructions on the water – there is a very specific protocol for doing that.
    • a “course signal” (although not defined in the RRS) is a signal that says what course is to be sailed.  In other words…
      • In a multi-fleet regatta with multiple starts, the RC can start one fleet on one course and then “no later than the warning signal” designate a different course for the next fleet.
      • It also allows the race committee to change their mind.  Perhaps they initially decided on a particular course but, for a variety of possible reasons – several general recalls, a long postponement, a change in conditions, etc. – they decide instead to start the fleet on a different course.  They have that flexibility so long as it is signaled “no later than the warning signal.“
  • The final part is pretty straightforward.  It simply provides a time by which Rule 40 can be invoked.  Rule 40 is the rule requiring competitors to wear personal floatation devices.  It makes sense that this signal needs to be given with ample time for the competitors to comply.

27.2 – “No later than the preparatory signal, the race committee may move a starting mark.”

This rule simply prescribes a time by which the starting marks must be in place.  Obviously, boats cannot start, or set up their start, without knowing the location of the line.  Why the Preparatory Signal (4 min. pre-start)?  I’m not sure there’s a great answer other than perhaps this….  Especially in varying wind conditions, the RC needs the capability to quickly set the line and go immediately into sequence to get a fair start off.  By making this time at the preparatory signal, they can do so and reliably know that the mark will have settled into place in its final location by the required time.

27.3 – “Before the starting signal, the race committee may for any reason postpone (display flag AP, AP over H, or AP over A,  with two sounds) or abandon the race (display flag N over H, or N over A, with three sounds)”

This part of the rule is permissive.  I’m sure that at some time in the past there were redress requests that led to this being put into the rulebook , but basically, it makes it clear that the RC has the ability to call off a race, for any reason, before the start.  After the start, they can no longer postpone and they can only abandon for reasons allowed under rule 32.

Rule 31 – Touching a Mark

“While racing, a boat shall not touch a starting mark before starting, a mark that begins, bounds or ends the leg of the course on which she is sailing, or a finishing mark after finishing .”

This rule is, for the most part, pretty straightforward.  IF the mark is part of the leg on which you are sailing, don’t touch it.  This would also include start and finish marks.  That’s where it gets kinda hairy…

Before we get into that, however, what does it mean to “touch” a “mark?”

Definition of “Mark”

“An object the sailing instructions require a boat to leave on a specified side, a race committee boat surrounded by navigable water from which the starting or finishing line extends, and an object intentionally attached to the object or vessel.  However, an anchor line is not part of the mark.”

This definition may seem a bit lengthy for what we might typically think the definition should be.  In particular, what does “an object intentionally attached to the object or vessel”  refer to?

Often, race committees will stream a mark off the stern of the committee boat at one end of the start line.  This is often called a “limit mark” or “keep away mark.”  The intent is to keep boats starting from getting too close to the committee boat and potentially colliding with it.  Since such marks are intentionally attached, to the vessel, they are, by rule, part of the mark and you cannot touch it.

But what constitutes “touching” the mark?

In several World Sailing cases, it has been established that “contact with a mark by a boat’s equipment constitutes touching it.” This would include contact by any part of the hull, crew, or equipment – essentially, any contact is contact.  The one exception is that the anchor line is not part of the mark.  So, for example, your rudder catches the anchor line as you round the windward mark.  In reality, we all know that it is then likely that the mark would be pulled over and touch the hull, therefore being contact with the mark.  However, if you were able to clear that line before the mark was pulled over and contacted the hull, you would not have violated the rule.

NOW… finishing creates a unique circumstance.  Although the definition of mark is the same throughout the race, two more definitions come into play at the finish – finish and racing…

Definition of “Racing”

“A boat is racing from her preparatory signal until she finishes and clears the finishing line and marks…”

Definition of “Finish”

“A boat finishes when any part…crosses the finishing line from the course side.  However, she has not finished if after crossing the finish line she… corrects an error in sailing the course…“

If you recall Post #5 in this series – Rule 28; Sailing the Course – I mentioned this situation and that it would require a longer discussion…

Hitting a finish mark presents a unique situation.  If we look at the definition of finish, we see that a boat finishes when any part of her hull crosses the finish line from the course side.  However, looking at the definition of racing, she has to “clear the finishing line and marks” before she can be considered as no longer racing.  In other words, until she has cleared the finishing line and marks, she is still subject to the rules, including Rule 31.

Consider the following situation…

In the diagram above, Boat B has met the definition of finish in that her hull crossed the line from the course side of the line.  However, after crossing, she made contact with the finish mark.  Since she clearly has not “cleared the finishing line and marks,” she is still racing, is subject to, and has violated Rule 31.  

What would the race committee do in this situation?
The proper action of the RC would be to score her finish position – at this point, she has met the definition of finish.  However, they may strongly consider protesting her under Rule 31.  The RC can’t simply “unfinish” her, a protest would be required.

What should the competitor do?
As she has broken Rule 31, she should do a one-turn penalty and cross the finishing line again from the course side.  Under the definition of finish, she has “correct(ed) an error in sailing the course and no longer meets the definition of finish.  

At this point, she has met her obligation of making a one-turn penalty and no longer subject to protest.  By doing so, she also has met the definition of finish.  The RC will record this finish as well.  As common practice, when a boat crosses the finishing line multiple times from the course side, good race committees will assign the lower of the scores.  If the reason for multiple “finishes” is as described above, they have done it correctly.  If there is some other reason, the competitor is sure to submit a scoring inquiry after scores are posted and it can be sorted out then.

Next Week – Part 3 “Grab Bag” – 2

… Rules 34 & 35

RRS – Post #10 – “Grab Bag” 2

Often, we focus our rules discussions only on Part 2 of the rules – “When Boats Meet.”  This winter, I plan to explore the rules of Part 3 – “Conduct of a Race.”  They may appear to only matter to the Race Committee, but they have significant importance to the racing sailor too.  

– Steve Harris, US Sailing National Race Officer

Rules 34 & 35 …

This is another “grab bag” of other rules in Part 3.  Each of their own importance, but not necessarily long enough for their own post.  They have consequences for racing sailors but, generally, don’t require a long discussion.

Rule 34 – Mark Missing

If a mark is missing or out of position while boats are racing, the race committee shall, if possible,

  1. replace it in its correct position or substitute a new one of similar appearance, or
  2. substitute an object displaying flag M and make repetitive sound signals.

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Rule 35 – Race Time Limit & Scores

If one boat starts, sails the course and finishes within the time limit for that race, if any, all boats that finish shall be scored according to their finishing places unless the race is abandoned. If no boat finishes within the race time limit, the race committee shall abandon the race.

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