SCUTTLEBUTT #361 - July 16, 1999
GUEST EDITORIAL -- Paul Henderson, President ISAF
Before 1989 Sailing did not allow advertising on Racing Boats. Initiated by
the America's Cup Challengers, ISAF (IYRU) addressed the issue of allowing
Sailing to enter the modern World of Sport Marketing where desired by the
sailors. Heavy opposition was received then from the United States who
basically wanted no advertising but were specifically against any such
commercialism outside of the Hulls. Led by the Kiwis, Aussies and
Scandinavians sponsorship was allowed in 1989 as the advocates said it was
the only way they could compete against the wealth of countries like the
USA, Germany, UK. Advertising was allowed with many compromises and great
predictions of the destruction of traditional Sailing. Deja vu.
After a decade, sponsorship has become common place and the ISAF
Regulations needed to be reworked to meet the now needs of the sailors.
ISAF being the World Governing Body for Sailing took on this very difficult
task led by the ExecCom for their 130 Member National Authorities (MNA). It
should be known that changes must go through a process which has
submissions published 8 weeks before debate in November which if passed
come into effect March 1 which is after the Southern Hemisphere season and
before the North begins. It takes a minimum of 1 year after full disclosure
of an ISAF policy intention.
This procedure effects several Codes: Advertising, Eligibility, Medical,
and Sailors Classification. It is the Racing Rules that can only be changed
every 4 years. With the constant changes in the Doping Regulations, for
example, yearly changes in these Codes are inevitable and this must remain
with the ISAF Council and not the Racing Rules Committee. Fortunately with
modern communications tools, all sailors can be totally informed of any
ISAF policy proposals and they have been for 5 years now through
www.sailing.org. As for publishing the Codes in the Racing Rule Book any
Member National Authority (MNA) can publish whatever they want in their
edition as information to sailors. ISAF will publish Codes as appendices in
the ISAF Rule Book version.
ISAF made a fundamental policy decision last November which was that: "The
degree of advertising a Boat can sail with should rest with the Sailor!!!".
This was overwhelmingly supported last November including the US Sailing
(USSA) delegates. It was on this basic tenet that the New Advertising Code
Many of the policy issues were settled last November and published with a
few issues remaining that have now been addressed and the final wording
will be put together by the "legal" volunteers to be submitted in
September. to all 130 MNAs and over 60 ISAF Classes for ratification to
come into effect March 1, 2000. ExecCom concepts will be put forward in the
prescribed way as submissions. It is very positive to note that many of the
ISAF Classes are asking: "Why wait!"
The following are the major points: Overview: The sailors decide which
Category they want to compete in either through their collective class if
so organized or through their MNA.
Categories: "A" - No advertising. All boats are automatically in this
category unless they choose otherwise.
"C" - Advertising Allowed. A Class can choose to restrict this Category.
(Hulls only or 1 per sail if they wish or let it all hang out.).
Jurisdictions: National Classes: Class decides by vote of sailors. MNA
could say they will only accept certain limitations to accept a class as
National as they do in many other areas. If a MNA wants to say Hulls Only
for National Classes they can do so.
Handicap Racers: Due to confusion over whether these are classes this
jurisdiction is left to the MNA of the organizing authority and these MNA's
must face this responsibility. Class boats sailing under a Handicap Rule
come under the Rule not the Class Rule.
ISAF Classes: Totally left to the sailors of all ISAF Class to decide to
what level they want to allow advertising.
Olympic Classes: Must be complete Category "C" for Class Events.
Special Events: Complete Category "C" administered by ISAF. The following
are the only ones listed: Volvo Ocean Race, America's Cup, Trans-Oceanic,
Around-the-World Races. Other Prestige Events may apply for this category
if approved by ISAF Council. Fee only payable to ISAF for the Boats which
sail under this jurisdiction.
Fees: ISAF has totally waved all Catagory "C" fees payable to ISAF for all
but the boats which compete in Special Events as listed. A MNA has the
right to charge sailors a fee if they so wish. (If a sailor gets a levy
address the issue to your MNA not ISAF.)
License: MNAs may initiate a license system if they wish and many for years
have for any boat carrying any advertising. ISAF will not and never has.
Entry Fees: ISAF has no jurisdiction over what an Event charges the sailor
except for ISAF Events.
Club Events: A club on application to their MNA can ask to be an
Invitational Club Event and therefore limit advertising but not if it is a
designated ISAF Class Event.
ISAF is sure that this system is a major step forward into what is reality
in today's commercial World while at the same time protecting those sailors
who wish to compete in a traditional Corinthian manner. The choice is left
to the sailors where ISAF thinks it should be. ISAF trusts that this clears
the air with regard to the ISAF policy proposed for the future.
A LETTER FROM OLIN J. STEPHENS
The contrasting comments generated by the Krazy K matter suggest some very
confused thinking about the application of rating rules to the sport of
sailing. As a sport, sailing should be, and generally is done for pleasure
and fun. Racing is part of that fun and spreads over a wide spectrum of
types, including extreme informality, as between any two boats that are out
there, or races sailed on week day evenings, contrasting with the highly
organized formal international and grand prix events. There are many steps
between, each calling for treatment to suit the spirit of the participants.
As that spirit differs within a group friction develops. Rules are made "to
level the playing field" as affected by boat speed either by the use of
one- design classes or by corrected times which may be based on either
performance or measurement or a combination of both.
For informal racing the measurement must be simple and inexpensive,
yielding only approximations of speed. When casual racing becomes serious,
leading to specially built boats, it is easy for designers to beat the
simple rule. In consequence, when the stakes are high the rating rules must
cover a large number of parameters and include provisions to control
surprise designs. With complete measurement and few loopholes the boats
become evenly matched, yet the administrators must have the power to deal
with the unexpected.
Like all games sailboat racing is organized within boundaries set by rules.
The advent of professionalism has not lessened the need for such rules.
Having lived as a yacht designer, though long retired, I have had a long
time interest in rating rules and have come to realize that the prediction
of speed is a very difficult problem but one that must be pursued and
formulated for the good of the sport.
Existing rules cannot be perfect but progress is being made. The inevitable
element of luck is part of the game. The high stakes of international
competition demand full rule compliance and enforcement.
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COWES, ISLE OF WIGHT, JULY 14, 1999--Lifted by a strong performance by the
Mumm 36 Ciao Baby, the United States team moved up to second place in the
international series after the second day of short course racing today. The
Corum Trophy for the best team performance of the day went to the US Team.
Chris Larson, Ciao Baby's helmsman, from Annapolis, MD, celebrated his 33rd
birthday today with a bravura performance. He led a world class fleet of
eight Mumm 36 one-designs around every mark in two races to win by big
Matt Whitaker's Ciao Baby, from Houston, Texas won both races today. It
was helmsman Chris Larson's 33rd birthday. Larson, from Annapolis,
Maryland, said: "My birthday didn't start too well today. My first phone
call was from Matt Whitaker, saying that he had a broken knee and couldn't
sail. We were lucky and we were able to replace Matt with Ed Adams from
Newport, RI, Ed's our team weather expert but he's also a world class one
design and offshore sailor. We didn't have to shift any positions on the
boat. He just took Matt's place.
The big boat in the US Team, George David's Idler from Hartford, CT,
finished the day with a second and a fifth place. The helmsman Ken Read,
from Newport, RI, shook his head and said: "It's not easy racing in that
part of the Solent. It is shallow, tidal and there are big wind shifts.
It's like sailing on the River Charles in Boston if you added three and a
half knots of current, with all those wind eddies and shifts coming off the
Helmsman Steve Benjamin, from South Norwalk, Connecticut is steering Bob
Towse's Sydney 40 Blue Yankee Pride from Stamford Connecticut. They posted
points today of 3.5 and six. "This was our best day to date," Benjamin
said. "We are steadily improving. We're real happy with our boat speed. Now
we need to be a little more consistent with our crew work. We know what we
did wrong, and we know we made good recoveries," Benjamin said. "Now we're
looking forward to the distance races where we can put all our preparation
work into practice."
The next race of the eight race series is the middle distance race for the
Royal Yacht Squadron Trophy to be sailed in the English Channel. The race
starts Friday at 1:45 PM and is expected to last about 40 hours. -- Keith
Results Day 2 (with team points per race and total low points): 1. Great
Britain (7-10-14-9), 40 2. USA (16-11-6.5-12), 45.5 3. Netherlands
(5-16-14-12), 47 4. Germany (16-11-13-10), 50 4. Europe (15-13-15-9), 52 5.
Italy (16-18-11.5-12), 57.5 4. Australia (15-13-18-22), 68 6. Commonwealth
Regular CMAC updates can be found on:
http://mummadmiralscup.org or http://ussailing.org/offshoreteams/ac
That was the word Transpacific Yacht Race communicators had been waiting to
hear for 16 days, and it finally came at Thursday morning's daily roll
call. The tiny two-man boat from Long Beach, sailed by Bill Boyd and Scott
Atwood of Alamitos Bay Yacht Club, reported that it had a broken rudder but
was proceeding under sail at 5.2 knots, 262 miles from the Diamond Head
finish line. It was expected to finish at about 7:30 a.m. HST Saturday. At
25 feet, the B25 sloop is the smallest boat ever to race in the Transpac.
-- Rich Roberts
Event website: http://www.transpacificyc.org
THE LONG AND THE SHORT OF IT
While the double-handed Vapor is only 25 feet long, the spinnaker poles on
Transpac racer Goodwill were 72 feet long and it took and a crew of 47
sailed her across the Pacific. -- Matt Jones
LETTERS TO THE CURMUDGEON
Letters selected to be printed are routinely edited for clarity, space (250
words max) or to exclude personal attacks.
-- From Peter Huston -- Bruce Narin describes several changes to the sport
which the likes of Leweck, Altman, Henderson, Huston and plenty of others
have put forth as "socialism". While I know Leweck very well, Henderson
and Altman reasonably well, I'm not sure I could pinpoint their political
beliefs, but "socialism" is hardly my political ideology. To me,
"socialism" is what happens after a great day of racing sailboats, whether
it's racing on boats with training wheels attached to their used sails, or
rating credits for bad starts.
Rather, I perceive any suggested changes made by the aforementioned as a
further democratization of the sport - let various governing bodies set up
a wide array of tools that help to define the terms of competition for the
widely divergent interests within the sport, and then let those widely
divergent interests use those tools as they best see fit for their own
The Narin version of the sport seems to be based on a winner-take-all,
Darin-was-right only term of competition. That has been the "dictatorial"
norm for too long, and it seems that the results have been less than
spectacular relative to "growing the sport". Plenty of people enjoy casual
racing of a standard other than cut-throat competition, and those forms of
racing ought to be encourage to grow with supportive tools. I'll bet the
"socialism" at the end of those races is more enjoyable for more people
with a broader spectrum of the general population participating than what
is found at the end of the day in the "pro" environment.
-- Rick Hatch, Vancouver, BC -- The officials in the ORC should have looked
at the bigger picture before instructing the Chief Measurer of the R.O.R.C.
to withdraw the boat's certificate. Now, with the withdrawal of the French
team, the ORC has seriously and very regrettably risked any future
sponsorship of the Admiral's Cup and the future of the regatta itself. I
don't blame the International Jury for its inability to accept the
application before it (to re-instate Krazy K-Yote Two's original rating).
The Jury could only apply the rules governing the authority of the ORC
which the Jury was confined to interpreting in the circumstances. And I can
hardly blame the French for withdrawing. You might be pretty non-plussed
yourself if you were faced with an essentially last minute rating change to
your boat just before a major regatta.
I would have thought, after the 1988 "America's Cup fiasco in San Diego"
and ensuing actions in the courts of the State of New York, that our sport
had learned something. Let the sailors resolve the competition on the
water instead of through procedural posturing ashore before the opening
The actions of the ORC remind me of the thankfully dead IOR and its
distorted hull forms which produced slower boats. No wonder the mainstream
of competitive keelboat racing has shunned IMS and gone into one design
Were some people in the ORC and the R.O.R.C. really that worried the French
might actually win the Admiral's Cup this year or what? Big deal!
-- From Dobbs Davis -- While I'm very concerned about the ISAF's attempts
to tap into any potential source of income that sailors or organizers fight
hard to help fund their programs, I wanted to echo Mark Michaelsen's
comments in 'Butt #359 about the general negative bias US Sailing has had
about sponsored sailing in this country.
What's so bad about a sailor (or organizer, for that matter), whether Grand
Prix or not, being enterprising enough to get a few bucks to support their
efforts? We all know how expensive this game is, and how hard it is to get
sponsorship monies due to its lack of exposure here in the US. Yet without
acknowledging some alternate sources of income, it will certainly not grow
beyond its current image of being a leisure activity for the wealthy elite.
-- From Bud Stratton -- I have a few comments in regards to the ISAF
advertising code - I have never owned a boat that as commanded enough
public attention to warrent any company advertising on my sails. Many of
us that own boats also own companys and through advertising we could write
off some of our sailing expenses. It is doubtful that any advertising I
did on my own boat would benefit my company but it would go a long way in
defraying the costs of sailing. Most racing in my area is PHRF Catagory A
and to advertise I would have to purchase an additional set of sails for
the occasional Catagory B race. That is not going to happen. To charge a
fee for advertising does only one thing. It either cuts into any tax
benefit gained or completly eliminates the concept. I say quit trying to
sqeeze a rock and leave us to get back some of what we invest in
compaigning a boat.
-- From Dan Nowlan (In response to Robert Bethune's remarks) -- Although
the ISAF Events Committee recommended that the effective date of the
Advertising Code coincide with the new rules (i.e., 2001), the ISAF Council
voted, with 7 opposed, to adopt a January 1, 2000 implementation date.
This is reflected in the Council minutes, and Appendix 2 to those minutes.
It was also stated, but not recorded, at the Council meeting that the
Advertising Code would be published in the ISAF Regulations, not the racing
-- From Mike Guccione -- Americap is dead in Southern California. It makes
little difference whether you like it or not, it can not be implemented
into club races. The average club race has 35 to 50 entries you can not
offer two classes of Americap and three classes of PHRF and two one design
classes and have a race. I think adding the time on time aspect of Americap
to PHRF is the only way you are going to see any part of Americap in
racing. You can debate it all you want but you can not implement Americap
into club racing without dropping PHRF.
Hewlett-Packard Company today announced that it will be the exclusive
medical-products sponsor for AmericaOne, the St. Francis Yacht Club's
challenger for the America's Cup 2000 in New Zealand. This agreement will
provide HP Heartstream ForeRunner automatic external defibrillators (AEDs)
to the AmericaOne tender through the finals of the sailboat race for
America's Cup in New Zealand in March 2000. The ForeRunner AED is one of
the newest high-tech lifesaving devices and is used to deliver
defibrillation treatment to victims of sudden cardiac arrest (SCA). - Gina
(Reprinted with permission from DEFENCE 2000, which is available for US $48
per year from John@roake.gen.nz)
* New Zealand's major Sunday paper, The Star Times, devoted a front page
story to "The New York Yacht Club and their pathetic attempts to spy on
Team New Zealand, both on and off the water."A dossier of evidence is being
compiled with the end result that New York could well expect to be in
breach of Cup regulations, something that we believe would hardly raise a
New York eyebrow - after all they are past masters at bending, breaking,
amending and ignoring fair play in the past - a group that is obsessed and
determined to take the Cup back to New York, regardless of how that is
Defence 2000 found the report, as did most Kiwis, very disturbing. Every
time the black boats have gone out on the water in the last two months,
they have been shadowed by a New York Yacht Club's chase boat. The
Americans say that their chase boat is "Only monitoring local conditions
and adhering to protocol." Who on earth do they think they are kidding?
Russell Coutts is on record as saying, "If we don't go out, they don't go
out. If we come in late, they come in late. If we come in early, they do
exactly the same." Meantime, a Young America attempt to defuse the matter
has only added to the suspicion surrounding the situation. It is to be
hoped that when Steve Connett, the chase boat's driver, returns to New
Zealand (he left on the day Team New Zealand called a halt to Gulf
exercises for the next month), his bosses have come to the conclusion that
Kiwis do not accept the New York interpretation of what is fair play. Then
just maybe (as could be expected), they are not the least concerned about
the well tarnished New York Yacht Club name from many previous defender
RESPONSE FROM YOUNG AMERICA: "Rules on intelligence gathering are contained
in the Protocol, the overall set of special rules and conditions for
AC2000. These rules were actually written by TNZ and promulgated in early
1995. The following are excerpts from Article 15 of the Protocol titled
"Reconnaissance" (the text of the complete Article is available upon request).
Specifically permitted acts include, but are not limited to:
- the visual observation, photography, and video taping of another
syndicate's yacht from a surface vessel operated in a safe manner
provided the observations are made from a distance of at least 200 meters
The observing syndicate must clearly identify the observing vessel with the
syndicate's name or known flag.
Specifically prohibited are:
- the use of long-range listening devices for eavesdropping;
- recording or analysis of performance data emanating from telemetry,
- instruments, computers, etc. from another competing syndicate;
the acceptance of information from a third party that would have been
improper for the syndicate to obtain directly;
- the use of any vessel (other than the opposing yacht in a match) or
vehicle to "shadow" or otherwise attempt to gauge performance. "Hooking up"
or otherwise engaging in matches against the yacht or any other participant
while tuning or practicing;
- the use of instruments such as laser range-finders and radar to attempt
to gauge performance, or
the use of discarded waste material from syndicate compounds or any other
The penalty for failing to comply with this rule shall be decided by the
America's Cup Arbitration Panel."
The NYYC/Young America Challenge is adhering to these rules as outlined in
Article 15. Observation on the water is akin to scouting in other major
sports and is an acknowledged part of learning about the competition. In
fact, very similar rules were in effect for the 1995 Cup and helped all the
competitors get on with their jobs while avoiding conflict. Just as other
Cup teams observe Young America activities, our team observes their
activities. Our team members are under strict orders to adhere to the rules.
To date, Team New Zealand has never contacted us to express any concerns
they have regarding our activities in New Zealand. We only learned of their
concerns from the Star Times. We don't understand why TNZ should be making
public complaints about us, and several other competitors carrying on
activities that are routine in many sports and are perfectly legal under
TNZ's own guidelines, the Protocol.
This is not the only instance of TNZ complaining through the local press
about various teams' reconnaissance and scouting activities. More
disturbing, it was only last December that TNZ escalated the situation
beyond complaints in the press when one of their support craft ran into the
Japanese team's reconnaissance boat.
Over the next eight months all the Cup competitors will be living,
training, and testing in close proximity in Auckland. Tensions may run high
at times. But direct dialogue between competitors is the best way to
resolve issues and present a better America's Cup to our fans." -- Jane
Eagleson, Director of Public Relations, the NYYC/Young America Challenge
THE CURMUDGEON'S COUNSEL
Support bacteria - it's the only culture some people have.