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SCUTTLEBUTT 1475 - December 10, 2003

Powered by SAIC (, an employee-owned company. Scuttlebutt is a
digest of major yacht racing news, commentary, opinions, features and dock
talk . . . with a North American focus. Corrections, contributions, press
releases, constructive criticism and contrasting viewpoints are always
welcome, but save your bashing and personal attacks for elsewhere.

By Geoff Stagg, President, Farr International, Inc.

I have been following the recent bashing of ISAF over various issues. As
the developer of the Mumm 30 and Farr 40 classes, we too have had our share
of controversy with ISAF. We initiated the move to receive recognized
status with ISAF so that we could run bona fide world championships for the
respective classes. In doing that we also wanted to seek the support,
services and protection of ISAF in case of conflict with event organizers,
to process future rule changes and protect existing class rules. While no
one can question President Henderson's passion for our sport, his technique
at times can be very unsettling although you definitely know where you
stand with him. Through better communication with ISAF, the classes and
ISAF have recognized the difference between the Olympic classes and
international/ recognized classes. This has resulted in more autonomy for
our classes with sensible ISAF regulations which enables the classes to get
on with the business of carrying out, through their class constitutions,
the majority wishes of owners. There was a big difference between the
Olympic classes which have so much at stake both financially and in terms
of prestige that is either IOC, government or sponsor generated, and the
recognized classes and there needed to be clarification of that fact.

The support that both the Farr 40 and Mumm 30 classes have received this
year from ISAF and President Henderson in particular has been most
encouraging. We have a new system for approving rule changes and the
personal support from Paul Henderson when we were having serious problems
over the Mumm 30 world championship was really gratifying and resulted in
the class having a PRO and jury of their choice. That support validated our
membership in ISAF. He was a good man to have on our side. While at times
ISAF can be a cumbersome bureaucracy, I believe that it is moving with the
times and trying to better understand how to more efficiently serve the
classes and owners. To have the status of an Olympic class and the right as
an international or recognized class to run a world championship comes with
a cost. That cost is membership in ISAF and working with them to do what is
right for sailing and it is a two way street. As the year draws to a close,
I would like to thank ISAF President Paul Henderson for his considerable
support of the Farr 40 and Mumm 30 classes this year and wish he and all
involved with ISAF a healthy and prosperous 2004.

Francis Joyon's rather fast singlehanded passage around the Globe will take
on a new turn today as he feels the effects of his first Southern Ocean
depression (see above). The last 24 hours have seen him rack up another
good day - this time covering 385 miles. To give some indication of how far
ahead Joyon is over Michel Desjoyeaux's existing record - on day 17 of the
2000 Vendee Globe PRB was at 10deg 45S 28deg 56W some 1,900 miles away as
the crow flies - this is to the east of where Joyon was on 3 December - six
days ago! - The Daily Sail, full story:

Dennis Conner likes repetitive numbers; he has raced America's Cup boats
with the numbers 11, 55, 66, 77. -

Hoist a few for the Holidays! Not eggnog - too fattening. Instead, try
hoisting a Laser or a kayak. Too big to squeeze into a festive mug, but fit
just fine on the garage ceiling in the slings of a Harken Hoister! Why
leave your poor kayak or Laser living by the wood pile under a foot of snow
when they can enjoy the winter inside your garage? Remember; always hoist
responsibly: Brought to you by your friends at Harken.

In 1498 Vasco da Gama's crew suffered from the first widely noted outbreak
of scurvy. He wrote of Arab traders offering oranges to the afflicted
sailors and of the men making miraculous recoveries thereafter. Again in a
voyage across the Indian Ocean da Gama's crew fell victim to scurvy and
this time thirty men died. Once again relief came only after the ship
reached land the crew feasted on oranges. Despite the overwhelming
evidence, da Gama, European explorers and men of science believed that
unhealthy air was the cause.

Magellan's crew also seriously suffered from scurvy, in fact scurvy
continued to plague sailors for more than two hundred years, killing
thousands of men at sea. Finally in 1746 a Scottish naval surgeon, James
Lind, conducted the first clinical trials on record. His research found
that indeed "good effects were perceived from the use of the oranges and
lemons". However Lind still concluded that a cold wet climate clogged the
pores and set the stage for the disease.

Not until 1795 did the British Navy finally insist that sailors receive a
daily ration of lemon or lime juice to combat scurvy, a practice leading to
the term "limeys" referring to the British sailors. Still this was an act
of faith, not science, it was not know why fruits and vegetables prevented
scurvy. It was not until 1932 when three medical researchers, W.A. Waugh,
C.G. King, and Albert Szent-Gyorgyi, were able to synthesize ascorbic acid
and offer a scientific explanation of vitamin C's effect on the body and
show how a vitamin C deficiency leads to scurvy. (Over the Edge of the
World, Laurence Bergreen) - provided to Scuttlebutt by Cameron McIntyre

* Multi-tasking - Ellen MacArthur will officially co-open the Schroders
London Boat Show on January 8 - and on the same day she will also be
launching the new 75-foot B&Q trimaran in Sydney, Australia. MacArthur will
co-open the show from Sydney via a satellite link whilst Keith Mills, CEO
of London 2012 and Olympians will be on site to open the show at ExCel in
London's docklands.

* The Nanny Cay Marina in Tortola, British Virgin Islands is being dredged
to 14 feet for next year's BVI Spring Regattas. The sand taken from the
dredging will be used to expand the beach between the swimming pool and the
breakwater creating an area larger than the existing regatta village site.
This additional space will provide an ample "dinghy park" for the beach
cats and enough room for a new and improved regatta village. "With more
depth in the channel, all of our large visiting racing boats will be able
to come into Nanny Cay," said BVI Spring Regatta chairman, Bob Phillips,

* US Sailing has signed a two-year sponsorship agreement with Dry Creek
Vineyard, naming the family-run winery an Official Sponsor. The agreement
provides Dry Creek Vineyard with marketing rights as well as benefits to
select Adult Championship events. Additionally, Dry Creek Vineyard will use
this partnership to support its Regatta label, a wine brand specifically
created by Dry Creek Vineyard for sailors and sailing enthusiasts, and
donate a portion of the proceeds from the label's sales to US Sailing's
education programs.

* The two raging favorites to reach Hobart first are the brand new New
Zealand 98 footers, Zana and Skandia, the two biggest boats ever to contest
the Australian blue water classic. While Victorian maxi Skandia reeled off
a series of line honors wins in its initial appearances on Australian
waters last month, Zana has yet to appear in a major competition. -,

* Scott Lindblom, Chairman of the 2003 Buzzards Bay Regatta (BBR), will
present a $4,000 donation to the Community Boating Center, Inc. (CBC)
today. The BBR has donated close to $10,000 to CBC since their relationship
began in 2001. CBC was founded in 1996 and officially incorporated in 1998.
They have facilities at Ft Tabor, Clarks Cove and at Popes Island, and
their fleet consists of over 30 boats including 420's, Optimists prams,
Capri 14's, Mariners, a Sonar and a variety of support boats.

The easterly fleet of IMOCA Open 60s has been 'enjoying' big winds while
the more westerly boats have suffered dramatic losses - struggling to move
on their windless course. "I guess I changed sails too many times in an
effort to stay on the pace and ended up laying on the cockpit floor just
trashed physically ... have strained a muscle in my back which is a little
uncomfortable ... these boats are people eaters," said Nick Maloney, Team

Standings at 1500 UT on December 9:
1. Vincent Riou, PRB, 2028.1 miles to finish
2. Mike Golding, Ecover, 13.9 miles to leader
3. Sebastien Josse, VMI, 71 mtl
4. Jean-Pierre Dick, Virbac, 99.6 mtl
5. Nick Moloney, Team Cowes, 105.5 mtl
6. Alex Thomson, AT Racing, 215.3 mtl

Event website:

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Russell Coutts was reportedly the topic of hot debate when the judging
panel for the Halberg Awards met. Speculation has been rife over whether
the former Team New Zealand skipper, who then switched allegiance to lead
Alinghi to victory in the last America's Cup, will be a finalist for the
New Zealand sportsman of the year award.

Under new eligibility criteria, holders of a New Zealand passport are able
to be considered for the awards whether competing for their country or not.
The judging panel of media and former award winners had their first meeting
to finalize the nominees on Tuesday and both Radio Sport and Newstalk ZB
reported that the Coutts situation caused "robust" discussion. The
finalists are due to be announced publicly around the New Year. - NZ

The sailing community suffered a great loss on Saturday night when Will
Glenn unexpectedly passed away at the age of 59. An active member of the
Sonar and Laser Classes, veteran of many ocean races, bluewater cruiser,
and a pied piper and passionate advocate of junior sailing, Will was a
consummate sailor, shipmate, husband, father, and friend who embodied the
values that keep us all going back to the water.

He grew up sailing at the Seawanhaka Corinthian Junior Yacht Club in Oyster
Bay, NY. He became the head instructor and later the chairman of the
Seawanhaka Junior Sailing Committee. For the rest of his life, Will served
as a dedicated volunteer in the junior racing program. Will was also an
active member of the Royal Northern and Clyde Yacht Club in Rhu, Scotland,
the Apalachee Bay Yacht Club in Shell Point, FL, and the Cruising Club of

Will spent his last day sailing Lasers at the St. Petersburg Yacht Club
2003 Gulf District 13 Laser Championship. He decided not to sail in the
afternoon because "it was blowing more than half my age." He died in his
sleep after a warm, wonderful dinner with friends. He will be sorely missed.

More information, including details on services and donations, can be found

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Letters selected for publication must include the writer's name and may be
edited for clarity or space - 250 words max. This is not a chat room nor a
bulletin board - you only get one letter per subject, so give it your best
shot and don't whine if others disagree.)

* From Tony Bessinger: Maybe its time re-think what defines a schooner and
what the proper names of its masts should be. After all, two well-known
books on seamanship disagree about what makes a schooner in the first
place. Chapman Piloting & Seamanship states the masts of a schooner can be
of equal height, and The Annapolis Book of Seamanship declares the foremast
must be shorter. Toss into the mix the fact that the largest schooner ever
built--the 395-foot Thomas W. Lawson--was rigged with seven masts of equal
height (from bow to stern: fore, main, mizzen, jigger, driver, pusher, and
spanker), and now we're all a little confused.

As far as Mari-Cha IV is concerned, the two masts are of equal height so
it's probably okay to call it a schooner. Those involved with, and sailing
on M-C IV designated the names of the rigs, and most likely named the
forward mast the "main" mast because it has a visibly larger chord than the
after mast, and has been designed and engineered to shoulder the entire
righting moment of the 140-footer. While the names of Mari-Cha IV's masts
may not mesh with traditional thought, they do make perfect sense.

* From Mike Esposito (re: defining a "schooner"): The early definition of a
schooner was "a small vessel with two masts and a fore-and-aft rig." If the
vessel carried square topsails on one or both masts, it became a "topsail
schooner." No mention was made of the height of the masts, though in the
20th Century a short foremast/tall mainmast became accepted as a "schooner
rig." Under the earlier, broader definition however, both yawl- and
ketch-rigged vessels (taller main and shorter mizzen) could be considered
schooners--fore and aft rig, two masts. A variety of vessel shapes have
been called "schooner," in the late 19th and early 20th Century the term
"schooner" included longer vessels with three or more masts (up to six!),
fore-and-aft rigged. It hardly seems wrong to apply the name to Mari-Cha IV.

* From Jeremy Wyatt, Manager, World Cruising Club (re: letter from Andy
Aitken, SB1474): What a perverse thought that someone might actually set
out and plan to break a yachting record. Who knows what might happen next
in the sailing world? Perhaps someone will buy a yacht and try to break the
Jules Verne record, or the tranatlantic record?

Let's have a little less sniping from those sitting comfortably in an
armchair and offer congratulations to all sailors actually getting out and
taking part, rather than watching and winging from the sidelines. Sailing
is after all a participation sport!

* From Julie Hahnke: Rules 44.1 and rule 36 aren't necessarily in conflict.
For a given rule breach, consider two scenarios - in the first, the
offending boat knows she's wrong; in the second, she either thinks she's
innocent, or she's unclear.

Rule 44.1 applies to the first scenario. Rule 2 - Fair Sailing, requires
the boat take the appropriate penalty and in the case of serious damage,
rule 44.1 tells us that retirement is appropriate.

Rule 44.1 does not apply in the second scenario, because a boat unclear of
her innocence/fault always has the right to a hearing and is never required
to take a penalty (so 44.1 can't be broken by the failure to take a
penalty.) In this second scenario, rule 36 provides indemnity for a boat
unsure of her fault, should she be protested over a race that was restarted.

If there was serious damage in a race that was later restarted, I think the
question becomes - did you know you were wrong? If yes, rule 44.1 governs.
If no, rule 36 states you can't be penalized.

* From Wayne Kennedy: OK this arm-chair sailor is now very confused. No
wonder weekend sailors fear the protest room when there appears to be so
much ambiguity as to how to apply the rules. Can Scuttlebutt seek out some
collective expert opinion and provide a definitive answer? I personally
would like to know the "roadmap" that such experts might use to arrive at
their decision. Hopefully that might provide some useful insights into how
us lesser mortals can understand which rules are seen as having precedence
over others, especially when they are seemingly in conflict as to outcome,
fair or otherwise. Or does the whole protest process simply come down to
how experienced the protest committee is and whose argument sounds the more
authoritative (even if its not) in the protest room?

Curmudgeon's Comment: Let me assure all of our readers that some of those
who wrote to 'Butt on this issue are at the very top of the 'judging
pyramid.' And on that note, we declare this thread officially dead. Perhaps
we'll have a new rules quiz tomorrow ;-)

Some people get ulcers while others are only carriers.