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

Rule 33 – Changing the Next Leg of the Course

“While boats are racing, the race committee may change a leg of the course that begins at a rounding mark or at a gate by changing the position of the next mark (or the finishing line) and signalling all boats before they begin the leg. The next mark need not be in position at that time.

1. If the direction of the leg will be changed, the signal shall be the display of flag C with repetitive sounds and one or both of

   1. the new compass bearing or

   2. a green triangle for a change to starboard or a red rectangle for a change to port.

2. If the length of the leg will be changed, the signal shall be the display of flag C with repetitive sounds and a ‘–’ if the length will be decreased or a ‘+’ if it will be increased.

3. Subsequent legs may be changed without further signalling to maintain the course shape.”

Although a bit lengthy, this rule is actually pretty straightforward.  To ensure that we’re all using the same language, recall the post on RRS 32 about Shortening the Course…

Shortening the course is the elimination of legs of the course.  This is part of RRS 32.  

What this rule (RRS 33) speaks to is Changing  the course.  This sometimes creates confusion, as we discussed in Post #7.  But, if you remember “C is for Change,” you’ll be fine with this rule.

Keep in mind, the racing rules are written in such a way as to give the race committee tools that allow them to save a race.  Lots of things happen on a race course that have the potential to make it less than ideal…

• Wind shifts make the course less than fair
• Changes in wind velocity make it desirable to change the length of the course.
• Changes in wind velocity make it unlikely that any boat will finish within the time limit.
• Impending safety concerns (foul weather, heavy seas, etc.) make it desirable to shorten the overall time the boats are going to be on the water
• etc.

Rule 33 makes it possible for the race committee to adjust to these changes and keep the racing fair, safe, and competitive.

Let’s look first at changing the direction to the next mark…

In the case of a wind shift, the course becomes less square and inherently less fair.  Often, you’ll hear the argument “We’ve all got to sail in the same wind” as a reason not to move a mark and change it’s location.  The problem is, not all boats in the fleet are truly in the same wind when the course isn’t square!  Depending where you are on the course when the shift happens, some boats will be benefitted by a lift and others will be hampered by a header… and perhaps significantly so.  Additionally, the tactically sailable area is also significantly reduced.

In order to maintain the best tacking angle upwind, the area in which boats can tactically sail in is significantly reduced.

Assuming an upwind tacking angle of 90°…

SHIFT

0­°
5°
10°
20°
30°
45°

TIME ON
FAVORED TACK

50%
54%
59%
68%
79%
100%

EFFECTIVE
SAILING AREA

100%
98%
94%
77%
50%
0%

It gets even worse downwind…

Assuming a downwind gybing angle of 50°…

SHIFT

0­°
5°
10°
15°
20°
25°

TIME ON
FAVORED TACK

50%
59%
69%
79%
89%
100%

EFFECTIVE
SAILING AREA

100%
96%
83%
62%
35%
0%

The effective sailing area reduces much quicker with less of a shift!

If the race committee doesn’t change the course, it’s hard to call it a fair, tactical, and competitive race.  Changes are critical to making races competitive!

The difficulty for the race committee is knowing when to make a change.  It’s easy to get drawn into trying too hard to make it “perfect,” and changing when a shift is just an oscillation.  But its important to change when necessary.  Now you know why sometimes race officers are so uptight & tense!  LOL

So… how is a change signaled?

“…

1. If the direction of the leg will be changed, the signal shall be the display of flag C with repetitive sounds and one or both of

   1. the new compass bearing or

   2. a green triangle for a change to starboard or a red rectangle for a change to port.“

The important part to be able to recognize is the display of the flag, C, with repetitive sounds.  Direction of the change is likely apparent, however the race committee is required to signal it.

Generally, the change will be signaled by a mark boat, near the mark previous to the one being changed. Unlike the shorten course signal (RRS 32), a change must be signaled before any boat sails the new leg of the course.

The race committee has two options:

1. They can display the compass bearing to the new mark:

2. They can signal a change to starboard (right as one looks towards the next mark) with a green triangle…

… or a change to port (left as one looks towards the next mark) with a red rectangle

The race committee can also change the length of the next leg…

“…

b. If the length of the leg will be changed, the signal shall be the display of flag C with repetitive sounds and a ‘–’ if the length will be decreased or a ‘+’ if it will be increased.

So the race committee can change both the direction  and the distance of the next leg of the course.  Pay close attention to the signals being made.  This affords them a great deal of flexibility in maintaining a competitive race course for the sailors.  

Let’s look at one of our courses at BLYC…

This course, Course “E,” is a typical triangle-windward-leeward course – 
S – 1 – 2 – 3 – 1 – 3 – F

Assume a significant windshift to the left makes it desirable to change the position of Mark 1 on the second windward leg.

The race committee will signal the change at mark 3 (before any boat begins the leg).  They will hoist Code Flag “Charlie” with repetitive sounds and a red rectangle.

NOTE: The new mark need not be in the water yet.  The signal tells you that a change is being made.  By the rules, the mark doesn’t need to be there until boats are there to round it.  Ideally, the race committee gets it into position well before any boat is approaching, but the rules give them a lot of leeway in making the change.  Remember – the purpose is to “save” the race and keep it competitive.

You would now sail to the “new” mark – ideally it is of a different color and/or shape (this would be described in the SIs), although that is not always the case.

Notice that, to maintain the same course angles, the race committee should also move Mark 3 and change the angle of the finish line.  Sometimes with short course racing, this isn’t always practical if the fleet is spread out, but, ideally, that would be the proper thing to do.

Notice, however, that this subsequent “change” is not signaled…

“…

c. Subsequent legs may be changed without further signalling to maintain the course shape.”

Once the first change is signaled, subsequent changes do not have to be signaled.  In other words, you should assume that subsequent legs are likely to be changed.  The race committee is free to do so without tying up valuable resources signaling at each mark. 

If a separate “change mark” is being used for the primary change, it is entirely possible that subsequent “changes” will not utilize these change marks.  More than likely, the existing marks will be relocated to their adjusted positions if possible.  “Change Marks” are not addressed specifically in the rules and there is not one standard practice used in this situation.

How much of a shift will initiate a change?

It depends…

Ok, not the best answer, but an accurate one.  In some venues, the wind blows steady and at pretty much the same velocity and direction at the same time every day.  Buckeye Lake is NOT one of those venues!  In those places, particularly for “high level” events, a change of 10-15 degrees might be enough for the race committee to change the angle of the next leg.  In places that are known for more shifty winds (like most of our region), that threshold is typically higher.  

Knowing when to make a change is, very often, more of an art than it is a science.  A good Race Officer knows the venue and has a good “feel” for local conditions (or, if visiting, has someone on board the RC boat who does.)  One thing that seems to be a truism in race management is that any change will be greeted with both support and criticism.  That’s the nature of things and perfectly understandable.  Just as with most things rules-related though, I always remember George Fisher’s admonishment regarding the rules… “Don’t let one incident ruin your whole race.”  The race committee may signal a change you think was unnecessary (maybe you were on the “lifted” side of the course and had gained an advantage.)  Trust that they made the change for good reason, sail the course and keep sailing your race.  Once signaled, right or wrong, that is the course you have to sail according to the rules.

Is it ever required for the race committee to change course?

Typically no…

Generall speaking, the rules of Part 3 are permissive rather than proscriptive.  That is they allow the race committee options but, generally, they seldom require them to exercise those options.  In the case of this rule, the decision is that of the race committee – “…may change a leg of the course…”  The procedures to do so, however, are proscriptive – “… the signal shall be…”

Sometimes Sailing Instructions or Class Rules might give specific directions on changing course.  Although, in my experience, I’ve found that, more often than not, they restrict the ability to change and proscribe abandonment instead. (rather than direct the RC when to make a change)

Next Week – Part 3 “Grab Bag”

… Rules 27, 31, 34, & 35

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

Rule 32 – Shortening or Abandoning After the Start

Last week, we discussed the “abandoning” part of this rule.  This week, we’ll look at how the Race Committee can shorten the course under this rule.  If you didn’t read last week’s post, you can click here to do so.

Let’s look at the text of the rule…

NOTE – Rule 32 only applies after the start.  Rule 27.3 allows the race committee to abandon before the start for any reason.

 32.1

“After the starting signal, the race committee may shorten the course (display flag S with two sounds) or abandon the race (display flag N, N over H, or N over A, with three sounds)

1. because of foul weather,
2. because of insufficient wind making it unlikely that any boat will finish within the race time limit,
3. because a mark is missing or out of position, or
4. for any other reason directly affecting the safety or fairness of the competition,

In addition, the race committee may shorten the course so that other scheduled races can be sailed, or abandon the race because of an error in the starting procedure. However, after one boat has started, sailed the course and finished within the race time limit, if any, the race committee shall not abandon the race without considering the consequences for all boats in the race or series.”

 32.2

“If the race committee signals a shortened course (displays flag S with two sounds), the finishing line shall be,

1. at a rounding mark, between the mark and a staff displaying flag S;
2. a line the course requires boats to cross; or
3. at a gate, between the gate marks.”

The reasons that the RC can shorten the course are, essentially the same as those for which they can abandon.  There are some key differences, however.  Additionally, Rule 32.2 provides specific guidance on how the course is shortened.

I won’t delve into the enumerated reasons for shortening under 32.1 as those were discussed in detail last week.  However, Rule 32.1 also provides the following:

“In addition, the race committee may shorten the course so that other scheduled races can be sailed…”

The reasons for this additional directive may not seem readily apparent.  But, simply put, there are often reasons to get more races in:

• Most often, becuase the SIs require a minimum number of races – greater than 1 – to count as a series.
• Sometimes, in a very competitive event, when scores are “tight,” it may be advisable to have more races rather than less, to give all competitors the greatest chance of finishing well over all.  (i.e., keep the competition on the water, not in the hands of the race or protest committees)
• Generally, its felt that “saving the race” is a better option that abandoning.  It’s no fun spending a lot of time fighting for a good finish to have the race committee “throw the race away.”

That said, race officers are advised in their training to carefully consider all factors when making the decision to shorten.  Generally, course selection involves a number of good, well though out factors and changing that configuration “on the fly” by eliminating one or more legs may be counter to those reasons.  But, the rule does provide race committees with that flexibility nonetheless.

What does it mean to “Shorten the Course?”

This is actually a point of confusion for many competitors and race committees alike.  Intuitively, “shortening” implies keeping the course the same – same configuration, same number of legs & rounding marks, etc. – but making the distance less.  That is not the case here.

Shortening the course is the elimination of legs of the course.  What is described above is covered in RRS 33 – Changing the Next Leg of the Course (emphasis added).

Let’s look again at one of our “typical” courses at BLYC…

Under normal circumstances, sailing this course would entail the following (in order):

• Starting
• Rounding Mark 1
• Rounding Mark 2
• Rounding Mark 1 again
• Finishing

But… what if the wind starts dying off (and quickly) as most boats are rounding Mark 2 to start their 2nd windward leg.  Looking at the reasons under which the RC is permitted to shorten…

• Is it likely that the first boat will finish within the time limit?
• If it is, is it still a fair race?
• Is this race valuable to series (i.e., “so that other scheduled races can be sailed”)

It may, very well, be desirable to try and “save” this race by shortening the course at the next mark (Mark 1, 2nd time) by eliminating that last leg to the finish.

As a side note… one thing that has become increasingly common in recent years, is race committees utilizing this rule to “finish closer to home” at the end of a race.  That is, say in our Course C example above, the windward mark (Mark 1) is closer to where the boats are docked or hauled out.  Eliminating the final leg finishes them closer to home than having them sail the final leg would.  Certainly, it would be better if this was anticipated by the race committee and they chose a different course prior to the race instead, but that is not always feasible.  In doing this, however, what part of Rule 32.1 allows this?  I would contend that it could  be a reason “… directly affecting the safety or fairness…”  For example,

• Dying breeze – s a result of dying breeze, boats will need to be towed in.  Towing a boat, even in light breeze and seas, is inherently  more dangerous than the boat being sailed (or motored) in under the control of its crew
• Impending severe weather – while perhaps there is time to finish the boats by eliminating a leg, it is questionable whether or not there is time to finish and get the boats back to shore in time.
• Lateness of hour – it may be desirable to shorten the race in order to allow all boats to finish before nightfall.  Depending on the boats competing, they may or may not have lights and other necessary safety equipment for night sailing.

How does the race committee shorten the course?

“… the race committee may shorten the course (display flag S with two sounds) …”

One interesting part of the rule is that there is no requirement as to when the flag and sound signal must be made.  It only needs to be made in enough time that the first boat approaching the new finish mark (in our example above, the “old” Mark 1), sees and hears the signal to finish.

This is another frequent point of confusion and misunderstanding for many racing sailors.  As we will see later with RRS 33 (Changing the Net Leg of the Course), those signals are made prior to boats sailing the leg.  That is not the case with Rule 32 – and, in fact, it is for a very good reason.

If the shortening signal (eliminating a leg) was required to be signaled earlier, it may be too soon or not soon enough – think of the reasons to shorten… foul weather, insufficient wind, safety & fairness, etc.  These are not things that can always be anticipated.  Doing so might result in the signal being made unnecessarily (conditions improve) or, worse yet, leaving the race committee with only one option – abandonment – in the case of severe weather & safety.

Often, when considering shortening, the race committee will get everything ready, just in case, and the PRO will make the call at the last minute and direct the mark boat to hoist the flag with two sounds as the first boat is nearing the mark.  How near?  Close enough to see and hear the signals, yet not too close for it to be effective.  Like many things with course management, it depends.

 32.2

“If the race committee signals a shortened course (displays flag S with two sounds), the finishing line shall be,

1. at a rounding mark, between the mark and a staff displaying flag S;
2. a line the course requires boats to cross; or
3. at a gate, between the gate marks.”

Rule 32.2 gives us the guidance on how, specifically this it to be executed.  Let’s look at these one by one…

“1. at a rounding mark, between the mark and a staff displaying flag S;

This would be what we described in our Course C example above, the mark boat (or other boat signaling and taking the finishes) would set up such that competitors would finish between Flag S on their boat and the nearby mark.

As shown above, this would be the ideal way the mark boat would set up the new line.  It would be…

• perpendicular to the course direction from the last mark
• anchored in position
• such that a boat rounding the mark as it “normally” would, it necessarily crosses the finish line without any need to sail the course differently than planned or intended
• As this mark was to originally be left to port, they would still be leaving it to port while finishing properly

However, there is no requirement in the rule to meet the above conditions.
Again this is an area where the rules give the race committee a great deal of flexibility.  Particularly if the course is being shortened for safety concerns, the race committee needs to be free to get things set up as quickly as possible.  That may or may not be set up in an “ideal” configuration.
Note: It is perfectly acceptable and allowed under the rule for the mark boat to set up on the other side of the mark as shown below:

In the above situation, how would I finish properly?

You would finish according to Rule 32.2(1) – “…between the mark and a staff displaying flag S”

While, originally, you would have left Mark 1 to port – it is no longer Mark 1.  It is now a finish mark.

Recall the definition of Finish…

“A boat finishes when, after starting, any part of her hull crosses the finishing line from the course side.”

It may be tempting, or even seem necessary, to leave the mark to port (as you originally would have) and round it in order to cross the new finish line.  Doing so, however, would be improper.  You would be scored as DNF as you didn’t cross the line from the course side.

Before we look at 32.2(2), lets look ahead at what would happen at a gate…

 

“3. at a gate, between the gate marks.”

Although for our typical Sunday races we seldom use gates, most of us are familiar with them.  Most commonly used  for downwind marks, a gate (instead of being a single mark) is composed o two marks, which you pass between, rounding either one.

In the race committee signals a shortened course at the gate, rule 32.2 is easy to comply with – sail betwen them as you normally would.

As shown above, this would be the ideal way the mark boat would set up the new line.  It would be…

• perpendicular to the course direction from the last mark
• anchored in position such that they can see both marks in order to judge the line properly
• close enough to one of the marks that there is no confusion as to how to cross (i.e. there is no temptation to cross between the boat and the mark nearest to it)

Again, however, there is no requirement in the rule to meet the above conditions.

2. “a line the course requires the boats to cross”

Although the set-up and execution of 32.2(2) is easy enough to understand (it is, essentially, identical to 32.2(3)), this is often a very confusing part of the rule.  

Why would there be a line that boats are required to cross that isn’t already a gate?  In most sailboat racing, such a thing simply doesn’t exist.

I’m not sure that the situation I’m about to describe is what the writers were thinking when this was added, but we have a situation here at BLYC where we have taken advantage of this part of the rule – our Holiday Long Distance Races.

As you area aware our start/finish line for these races is usually in front of the race committee shack on the island and is comprised of two marks (rather than a mark and a flag on a boat).  In recent years, we’ve written the SIs for these races such that boats are required to pass through this line on all legs of the course.  Many think that this is so we can make the racing more interesting for the holiday spectators at the Club.  While that is an advantage for sure, it actually isn’t the primary reason that we did it.  Statistically speaking it doesn’t seem possible, but we almost always have light winds for the Holiday races.  By making boats cross the start/finish line on every leg, the race committee has the option to shorten the course at that line.  While those races are intended to be distance races.  That said, there comes a point that sailing for seemingly hours on end in light air is simply neither fun nor practical.

There’s a lot that we’ve unpacked from Rule 32 these past two weeks, but hopefully it’s a little more clear now as to how it works and some of its unique nuances.  

Next Week – Rule 33; Changing the Next Leg of the Course

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

Rule 32 – Shortening or Abandoning After the Start

There is a lot of stuff in Rule 32.  While shortening a course (eliminating one or more legs) and abandoning are similar, and definitely done for similar reasons, in practice, the two are quite different in how they work on the race course.

Keep in mind, most of the rules in Part 3 are tools that the race committee can use to keep races fair, safe, and easy to manage.  Rule 32 is very valuable in that sense.

Let’s look at the text of the rule…

NOTE – Rule 32 only applies after the start.  Rule 27.3 allows the race committee to abandon before the start for any reason.

 32.1

“After the starting signal, the race committee may shorten the course (display flag S with two sounds) or abandon the race (display flag N, N over H, or N over A, with three sounds)

1. because of foul weather,
2. because of insufficient wind making it unlikely that any boat will finish within the race time limit,
3. because a mark is missing or out of position, or
4. for any other reason directly affecting the safety or fairness of the competition,

In addition, the race committee may shorten the course so that other scheduled races can be sailed, or abandon the race because of an error in the starting procedure. However, after one boat has started, sailed the course and finished within the race time limit, if any, the race committee shall not abandon the race without considering the consequences for all boats in the race or series.”

 32.2

“If the race committee signals a shortened course (displays flag S with two sounds), the finishing line shall be,

1. at a rounding mark, between the mark and a staff displaying flag S;
2. a line the course requires boats to cross; or
3. at a gate, between the gate marks.”

We’ll look only at the abandoning part of the rule this week and dive into shortening the course in the next post.

“… the race committee may…  abandon the race (display flag N, N over H, or N over A, with three sounds)”

Let’s start with how an abandonment is signaled. 

If we look at the “Race Signals” section of the Racing Rules of Sailing, we find that Flag N is used to signal that the race is abandoned.  

The N Flag always goes up with three sound signals.

In fact, it is the only signal with three sounds.  As the name, abandonment, suggests, the race is over.  For whatever reason, the race committee has decided to end the race.

Although the sound signal is always the same, we have three options on the visual signal.

By itself, the N-Flag means the race is abandoned and the race committee intends to resail the race. – return to the starting area.

If N is displayed over the H-Flag, the race is abandoned and boats are to return to shore for further signals.

If N is displayed over the A-Flag, the race is abandoned and there will be no more racing today.

Rule 32.1 provides us reasons that the Race Committee is permitted to Abandon a race…

“… 1. because of foul weather, …”

This is primarily for safety considerations.  Foul weather might be an approaching storm, but it also could include high winds or sea state.  Either way, if conditions are not favorable, certainly if they are not safe, the race committee may abandon the race.  

There is frequently some debate on when, and under what conditions the race committee should or even must abandon a race.  Note that the rule is permissive, not prescriptive.  The racing rules provide no guidance or direction on conditions.  It is always the skipper’s responsibility to decide whether or not to sail.

Rule 3

“The responsibility for a boat’s decision to participate in a race or to continue racing is hers alone.”

That noted, there are limits to what is reasonable based on a number of factors – type of boats sailing, experience/age of the competitors, etc.  Some one-design classes have very specific upper wind limits and other restrictions in their class rules that provide guidance on this matter.  Other times, there is little or none.

“… 2.  because of insufficient wind making it unlikely that any boat will finish within the race time limit,…”

Often, but not always, a time limit written into the Sailing Instructions.  Usually, this is a time limit for the first boat to sail the course and finish.  When that is the case, absent other scoring provisions in the SIs, the race committee’s only choice at the expiration of that time limit is to abandon the race (RRS 35).

Here is when the shortening part of Rule 32 provides a convenient option, which we will discuss in next week’s post.

Note that the rules don’t prescribe that the time limit must expire before the race committee can abandon.  The use of the word unlikely gives them the leeway to do so earlier than the time limit if, in their judgment, they determine it to be the best option.

“… 3.  because a mark is missing or out of position, or…”

In all honestly, this is a horribly unfortunate reason to have to abandon a race.  The rules provide the race committee with options to replace a missing or out of position mark.  However, we all know that things don’t always go the way we plan.  There are times, that problems simply cannot be corrected.  Given the race committee permission to abandon in this situation, while unfortunate, gives the opportunity to regroup, reset, and try again.

“… 4.  for any other reason directly affecting the safety or fairness of the competition.”

There are those that might view this part of the rule as very nebulous and (unnecessarily?) generous to the race committee.  I’m not sure I would disagree.  However, the rules cannot possibly anticipate every situation that may arise.  Tying their hands, so to speak, by not allowing them to use their best judgment would likely make a bad situation worse overall rather than help correct it.
So… what are examples of reasons that might “directly affect the safety or fairness?”

• An error in the starting procedure
  • Normally, in this situation, if the race hadn’t started, a postponment would be in order.  If the race had started, a general recall would be best.
  • However, if it had been more than a few seconds since the start, an abandonment is likely the more appropriate option.
• A significant windshift that favors some, but not all, of the fleet – particularly on the first windward leg.
  • It’s easy to dismiss windshifts as “just part of sailboat racing.”  However, doing so can also introduce chance as a significant factor, rather than skill
• An obstruction in the course
  • This is certainly an area of  degree of how much it affects fairness or safety.
  • Does a disabled powerboat in the course affect the fairness of the competition?  Possibly.
  • Does a capsized boat affect the fairness?  Does it affect safety?
• Traffic
  • In areas with active ports and shipping channels, traffic, particularly commercial traffic can introduce significant safety concerns.
  • While this type of traffic is typically scheduled and, therefore can be anticipated, things don’t always go according to schedule.
• What else?  The list is probably endless.  What is important is that the race committee is considering these and other possibilities and are prepared to act appropriately.  Safety and Fairness are PRIMARY responsibilities of the RC.

What do I do if the RC signals an abandonment?

Obviously, stop racing and, depending on what exact abandonment signal was given (N, N over A, or N over H) either return to the starting area or to shore.  

Stopping racing is not, however, your only consideration.  Most race committees attempt to use all the tools at their disposal to “save a race” – shortening, changing the length of a leg, etc.  Abandonment is often used as a last resort, and as such, often due to safety concerns.  Watch the weather!  Look around the course!  If you have one, monitor your VHF radio!  Is there a safety concern to be aware of and possibly act on?

That brings up another rule, new in the 2021-2024 rulebook…

Rule 37 – Search & Rescue Instructions

“When the race committee displays flag V with one sound, all boats and official and support vessels shall, if possible, monitor the race committee communication channel for search and rescue instructions”

This is new in the most recent rulebook, but it reflects a renewed focus on safety both on the part of World Sailing and its member National Authorities (e.g., US Sailing).  Likely, it is more directed towards “big boat” sailing where VHF radios are standard, often required, equipment and they are more likely to be sailing in challenging conditions.  Still worth pointing out here as abandonments are often related to safety concerns.

We plan on holding a “Mini” Safety at Sea Seminar at the Club later this winter focused on safety and safety procedures.  It’s always good to think ahead about these things.

Finally… there’s this to consider…

“… However, after one boat has started, sailed the course and finished within the race time limit, if any, the race committee shall not abandon the race without considering the consequences for all boats in the race or series.”

Again, this seems very vague and nebulous.  It’s likely intended to be so as well.  The Racing Rules of Sailing give Race Committees a wide latitude in decision making – one simply cannot anticipate every possible situation that might occur on a race course.  It seems like the rule should read something like this… “after one boat has sailed the course and finished within the race time limit, if any, the race committee shall not abandon the race.”  On the surface, that seems to be more “fair.”  (I’m not 100% sure, but I believe in (much) older versions of the rules, it may have been that way.  The problem, however, is that it ties the race committee’s hands and forces any questions, etc. to go to the Protest Committee and a Redress Hearing – not always the most expeditious option – should the RC still choose to abandon a race after some boats have finished.

Consider the following examples:

Late in a race, after some boats have “started, sailed the course, and finished within the time limit,”  a strong storm blows in over the racing area.  Perhaps it was an unexpected pop-up, or it was anticipated, but arrived early.  It doesn’t really matter.  The RC determines that it is unsafe to continue racing for those still on the course and abandons.

I would think most of us agree that this would be a proper action of the RC, even if it is unfortunate for those who have already finished.

After a race in which there was a significant, permanent wind shift (60°+), the Race Committee “second guesses” their decision to let the race continue.  They decided that that fact, along with their inaction to preserve the race by changing a leg, or shortening the course, made the race inherently unfair and abandons the race after the fact.

The RC is perfectly within their authority in doing so.  The rule only requires them to consider the consequences… it doesn’t proscribe any specific action that they may or may not take based on that consideration. 

That said, the better course of action for the Race Committee may have been to “wait and see.”  If the competitors have an issue with the fairness of the race, they are permitted under Rule 62.1 to request redress based on an “improper action or omission” by the race committee.  If the competitors don’t request redress, but the PRO still feels strongly about the race turning out to be unfair, he or she is permitted under Rule 60.2 to request redress on behalf of the competitors.

While it may seem like a “cop-out” to say “let the Protest Committee make the decision and take the heat,” it also may be the more prudent choice.  RC’s aren’t always perfect, and good RC’s know that and are willing to admit (or at least consider other viewpoints) when they have perhaps made a mistake.

These are just two examples (purposely a bit obvious as to the proper action.)  There are a lot of “gray areas” in making the decision to abandon after the finish.  The US Sailing Race Management Handbook offers the following advice to race committees:

“Because of the significance of a race committee’s decision to abandon a race in which one (or more) competitor has finished, the only justifiable reason for taking such action is safety considerations.”

As there are exceptions to any rule, there are certainly exceptions to this advice as well.  But, safety is quite obviously a good reason to abandon a race after some boats have finished.  Abandoning after all boats have finished likely should be a function of the Protest Committee such that the determination of “fairness” and “consequences” is not left to just one person (the PRO), but rather several people who have the knowledge, expertise, and judgment to make a well-informed (even if unpopular) decision.

Next Week – The rest of Rule 32; Shortening Course after the Start…