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Visual interactive webinar.
In this webinar, North Sails experts Zeke Horowitz and Brian Hayes explain and demonstrate basic rules according to the US Sailing “Racing Rules of Sailing”. Using a whiteboard, Zeke re-creates many scenarios that we experience on the racecourse to explain the rules and when they can be applied. The webinar was presented to Flying Scot sailors, but the rules apply to all one-design classes. Below are the timestamps if you want to jump to a specific topic of interest.
4:41 – Clear Ahead and Clear Astern; Overlap 6:57 – Keep Clear 8:45 – Leeward and Windward 10:30 – Proper Course 12:21 – Room 14:08 – Zone
17:01 – Starting Line Situations (Windward/Leeward, Rule 16, Rule 17, “Barging” and Rule 13) 50:04 – Mark Room (Weather and Leeward Mark) 1:22:00 – Open Water (Room to Tack, Room to Duck, Tacking too close, Rule 17, Rule 18)
If you have a question, please don’t hesitate to contact Zeke or Brian.
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Featured stories, offshore sailing guide, how to care for your foul weather gear, npl renew faq.
Regole | ||
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Racing Rules of Sailing for 2013-2016; Version 6 | December 2015 | |
Racing Rules of Sailing for 2017-2020 | August 2017 | |
Racing Rules of Sailing for 2021-2024 | December 2020 | |
Prescrizioni | ||
Australia | July 2017 | |
Canada | November 2019 | |
Great Britain - RYA has declined to grant a license for prescriptions and cases. | November 2019 | |
New Zealand | July 2017 | |
United States | February 2017 | |
Casi | ||
World Sailing Cases | February 2022 | |
World Sailing Q&As | March 2022 | |
Match Race Calls | January 2020 | |
Match Race Rapid Response Calls | October 2018 | |
Team Race Calls | December 2018 | |
Team Race Rapid Response Calls | February 2016 | |
CAN Cases | October 2017 | |
RYA Cases | November 2019 | |
US Appeals | November 2019 | |
Manuali | ||
World Sailing Judges Manual | December 2019 |
Picture a sailboat on its final approach to RC Boat end of the start line, reaching above the boat-end layline. Suddenly other boats sailing on and near the layline begin shouting “No room!” “Don’t go in there!” “You’re Barging!” followed by ugly sounds of shattered fiberglas… “Bang, Ouch, Kapow, F$#st!”
A “barging” start is a risky maneuver, but the term is not mentioned in the current 2021-2024 Rules of Sailing. It is covered, however, in preamble Part 2, Section C, At Marks and Obstructions, as follows:
“Section C rules do not apply at a starting mark surrounded by navigable water or at its anchor line from the time boats are approaching them to start until they have passed them.”
So, the Section C rules concerning mark-room (Rule 18), room to pass an obstruction (Rule 19), and room to tack at an obstruction (Rule 20) do NOT apply at starting marks. However, Part 1, Section A, Rule 11, On the Same Tack, Overlapped (a windward boat shall keep clear of a leeward boat) does apply, as do the other rules of Part 1 Sections A and B.
To learn more, view the following video from UK sailmakers on the issue of barging. It shows the camera boat and a boat ahead, both likely sailing above the layline, and a third boat, a Beneteau 36.7 (sail # 52464) reaching-in to pass below the starting mark (usually an RC boat)(i.e. barging) and take a spot on the line. A fourth boat, named “Duet” is sailing on the layline intending to start in the spot taken by the offending boat. Rather than press the issue, “Duet” dips, and falls-off, to leeward, forced to accept a second-row start. Even though there is no collision, “Duet” protests the barging boat (i.e. the Beneteau 36.7) for taking room to which they were not entitled. Here’s the video:
So what can the Beneteau 36.7 (i.e. the barging boat) do to avoid this barging situation? There are at least two remedies:
1.) Do NOT be tempted to “barge in there”. Immediately round-up before the RC boat (or mark), circle around the pack of boats below the layline, look for gaps, and execute a second or third-row start. 2.) Immediately round-up before the RC boat or mark, sail to windward of the RC Boat and fall-off and do a “dip-start” below the starting line, behind the pack of boats that have already started. 3.) Preferably, set-up the final approach to the start line on, or below, the layline to the mark or RC boat, and avoid a barging approach, altogether…it’s often not worth the risk.
And, lastly, as a refresher, what is a “layline” exactly? In this situation, the layline is an imaginary line extending from the destination RC Boat or mark, which would allow a close-hauled boat to sail directly to the RC boat (or mark) and clear it on the correct side. Keep-in-mind, that the layline(s) will move as the wind shifts.
Should a boat sailing close-hauled on the layline to pass close-by the RC Boat be secure in reaching the start line unmolested? Not necessarily. Besides needing to discourage would-be bargers, a boat on the layline can be luffed-up to windward by another boat overlapped to leeward. So, they need to be alert to boats approaching from multiple directions and defend their position! A barge start is a high-risk starting procedure and starting near the RC Boat is fraught with danger…do so at your own peril! See you on the water…
Gary Simon CSYC Commodore
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What really matters when it comes to preparing for an offshore adventure? Andy Schell distils it down to six golden rules
I completed my eighth and most recent Atlantic crossing in February, sailing from Mindelo, Cape Verde, to Barbados aboard our Farr 65 Falken with 10 crew. The 2,200-mile passage took just under 11 days — fast, comfortable and dreamy, exactly as you hope for a tradewind crossing in the tropics.
I have never, ever said ocean sailing is boring, but I had more free time on that trip than in any in recent memory. Time to get out the sextant and teach some celestial navigation, time to read, to fly the drone and mess around taking photos; time to do whatever I fancied!
To me, that’s the goal of a well-planned and executed ocean crossing: to have the time to truly enjoy it. But with so many things to think about in the preparation stage, where do you start?
What really matters?
My wife, Mia, and I hosted a 59° North small group workshop on just this topic in Annapolis this spring. The group spent the first morning brainstorming what ‘matters’ offshore versus what doesn’t. Where and how should you focus your energy?
Our group of eight sailors were all yacht owners with varying backgrounds and boats, from sailing an old-school Allied Seawind 32, to building a new performance cruiser Xp 50. Yet some common themes emerged. Each person’s ‘mission’ was to make safe, comfortable ocean cruising passages and have the knowledge and confidence to adapt to situations as they developed.
In our workshop, what stood out on the ‘matters’ list included both serious and humorous items. Coffee was high on the list, right behind understanding the weather. Boat condition (ie maintenance), comms and self-steering made it to the ‘matters’ list, while some surprising items like boat design and electronics didn’t.
Coffee features high on many offshore sailors’ must-have lists! Photo: 59° North Sailing
Perhaps the most important thing on the ‘matters’ list won’t be covered in this article as it’s such a big topic: medical. Keeping the crew healthy and managing the situation in the event of a medical emergency matters more than anything else, yet invariably most sailors leave those preparations until the last minute. Don’t.
For this article I’ve chosen a few things from the ‘matters’ list to do a deeper dive on. Plus we’ll touch on some things left off the list and why they don’t matter as much as you might think. Here I’ve tried to distil an entire weekend’s discussions into just a few key points to help you plan and prioritise.
Several topics that seem to dominate armchair sailor discussions ended up on our ‘doesn’t matter’ list. Take boat design for example – there are so many different types of boats plying the oceans that it’s impossible to say what is ‘best’ for passagemaking. I often refer to my friend Matt Rutherford’s epic Around the Americas voyage, a solo, nonstop passage through the Northwest Passage and around Cape Horn that took him 309 days.
He did it in a 1970s 27ft Albin Vega which he refitted by diving around the boatyard skips of Annapolis. Nobody would argue that’s an ideal boat for that mission, but he did it anyway. The more skilled and prepared the sailor, the less that boat design matters. So really it’s knowledge and preparation that truly matter.
Article continues below…
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A number of systems we spend way too much time debating didn’t make the list. Who cares what kind of battery system you’ve installed, the material in the sails, or what type of engine the boat has? What matters is less the choice of equipment but how it’s designed, installed and maintained. Any system fit for purpose and properly maintained will serve the mission, so don’t get too bogged down in brand choices and technical specs.
Sailors have been crossing oceans for thousands of years and even an average boat today is light years safer and better performing than what we’ve had for most of human history. Forget the stuff that doesn’t matter and focus on what does.
high on the list of what matters are the boat’s steering and self-steering systems. Photo: Tor Johnson
‘The more you know, the less you need,’ is one of my favourite quotes, attributed to Yvon Choinard, founder of iconic clothing brand Patagonia, himself an avid climber and outdoorsman.
I often preach that seamanship is both ‘learned’ and ‘earned’. You don’t need to have thousands of ocean miles under your keel to successfully cross the Atlantic, but you should have a wide array of accumulated knowledge. You can be the most book-smart sailor, but at some point you need to apply that knowledge in the real world by going to sea. Likewise, you can have vast amounts of experience and still not know how to be a good leader.
The more practised you are at handling a boat under sail, working in tight spaces on maintenance and repairs, reading and interpreting weather forecasts, understanding radar plots and the myriad other skills needed to safely cross an ocean, the easier it’s going to be when you actually get out there.
Understanding navigation is one of the fundamentals for a bluewater adventure. Photo: 59° North Sailing
If seamanship is all about anticipation, what matters most is understanding and anticipating the weather. With modern comms, computerised weather models, forecasting tools and mobile-based weather-routing software, a sailor should never be ‘caught out’ by a change in the weather. The ability to predict the next 24-48 hours of any given passage provides a huge advantage when it comes to positioning your boat relative to weather systems on the larger scale, and your sail plan relative to conditions on a local scale.
Understand the difference between weather ‘forecasting’ and weather ‘routing’: the former gives information while the latter provides guidance. Weather routing, whether by a human service ashore or by software on board, is an essential tool, but it’s worthless if you don’t understand both its limitations and the big-picture forecast behind it.
When we teach weather, we always start by zooming right out to what creates wind in the first place (a difference in atmospheric pressure), and what the typical seasonal weather patterns are in the ocean in which we’re sailing. As I write this, Falken is a day or two out from making landfall in Horta, Azores. The boat departed Bermuda and has been traversing the top of the Azores High, the dominant weather feature in the North Atlantic which, in conjunction with the jet stream aloft, helps to steer the depression track as they march from west to east.
Stay south of the low centres and you can expect ‘free’ winds from the westerly quadrant as the lows, spinning counterclockwise, pass to the north. Well-developed lows will have associated cold fronts, and those cold fronts will have distinct patterns as they pass over the boat – increasing south-westerly winds, unsettled, squally weather, followed by a (sometimes violent) wind shift to the west-northwest and clearing skies. On a given Bermuda-Azores crossing you can expect three or four of these lows and associated fronts to overtake you on a typical 10-14 day crossing.
Understanding weather should be one of the highest priorities. Photo: 59° North Sailing
This is where anticipation comes in. Modern GRIB models have a pretty high degree of certainty in a 72-hour timeframe, so we can predict, at least within 12 hours, when an approaching front is going to overtake us, and can set the boat up accordingly.
As the front approaches, the wind will build from the south-west. The course from Bermuda to the Azores is east-northeast, so we’d typically be sailing on a run on starboard tack, with the jib poled out to windward and the mainsail off to port.
However, were the wind to shift abruptly to the west-northwest – if we missed anticipating the frontal passage – we’d have to gybe through this wind shift, a tricky and dangerous manoeuvre in unsettled weather. Instead, we can gybe well ahead of the frontal passage and sail on a more northerly heading on port tack, continuing to shorten sail as the south-westerly increases.
When the wind shifts, the only manoeuvre required is to bear away and follow the shift, eventually coming back onto a run but on port tack as the skies clear and the wind fills in from the north-west as the low moves off to our north and east. Yes, we may have sailed 60 miles out of our way to the north, but we made a much safer and more comfortable sail out of it.
My point is that with modern weather models you’ll always know the coming trend over a 1-3 day window with a very high degree of certainty, and you can use that trend to make decisions. Is the wind lifting or heading us? Is the weather changing in our favour or against us? Is it easing off, allowing me to shake some reefs, or is it forecast to increase and might I want to reef down before dark?
What’s most interesting to us as offshore sailors is the degree of certainty in the forecast. I typically use both the GFS model, provided by NOAA in the USA, and the ECMWF (aka ‘Euro’) model. People will argue about which model is ‘better’, but that’s missing the point. All models do some things better than others and some things worse.
Photo: 59° North Sailing
What’s useful in looking at both models is how they diverge over time – if both appear more or less the same after 3-5 days, I can infer a high degree of certainty in the models and therefore make more confident routing decisions. If, conversely, they diverge significantly in the 1-4 day range, that tells me there’s a high degree of uncertainty in the models and I’d better make more conservative routing decisions.
I’ll always do a ‘manual’ route by analysing a few models myself and looking at which side of the rhumb line is favoured to give me the best sailing angles. Remember, in cruising, we’re trying to optimise for safe, comfortable passages, not outright speed.
That means playing the wind angles, not necessarily getting from A to B as quickly as possible. Then I’ll let the computer run a route for me and see if it aligns with my own assumptions. Usually it does and I’m confident. In the odd cases the computer and I disagree, that tells me I’ve missed something in my analysis and I’ll go back to the drawing board, or often, call in the experts and actually speak to a meteorologist.
By doing this kind of weather analysis during the planning stages of a passage, right before departure, and usually daily at sea, I can confidently meet the ‘anticipation’ part of seamanship because I should never not know what’s over the horizon weather-wise, and have the boat setup accordingly.
Choose a light weather downwind sail – and know how to use it. Photo: Tor Johnson
High on our ‘what matters’ list was sail inventory. You can be the best at weather forecasting, but that’s of little help if you can’t adapt your sail plan to the changing conditions.
I think a good seagoing sail inventory, for monohull and multihull ocean-going cruising boats alike, should look like this:
Sail material matters less, but certain materials are definitely more durable and forgiving than others.
Avoid flogging your sails offshore, and take care to keep them from chafing. Just have ‘enough’ sails to deal with changing conditions, with some redundancy in case of failures, make sure they’re in good shape, and know how to use them.
Keep abreast of long- and short-range weather forecasts. Photo:Tor Johnson
You can’t get good weather information without good communications on board, and I feel pretty strongly about what constitutes a ‘good’ comms set up.
Starlink is ubiquitous now. As much as I hate the way it’s changing offshore sailing philosophically, it’s hard to argue against it for the ease of access to higher resolution weather data, and for connecting with doctors ashore in the event of a medical emergency. For 59° North, we’re considering installing Starlink to better be able to communicate with staff between passages when the boat is in remote harbours where it’s hard to access good wifi or a local SIM card (Starlink will be turned off at sea on our boats, except in an emergency).
But Starlink is not enough for emergency comms. It’s an integrated system on the boat, and not something you can take with you in the liferaft in a real worst-case scenario. I said the same thing years ago about Iridium Go! – that was (and is) a great tool for sending emails and downloading weather, and we use them on our boats too, but it’s not a replacement for a robust and reliable Iridium handset, kept in a waterproof case with a spare battery always charged.
Test the phone before every passage and make sure you keep the SIM active and the minutes topped up. We’ve had the same Iridium handset technology since our first transatlantic back in 2011 – it’s tried and true and won’t fail you when you need it most.
Hearty food keeps a crew happy and fuelled up for staying on watch during a long passage. Photo: Tor Johnson
This one seems like a no-brainer, but I recall a pretty stupid situation from an ARC rally I worked on back in the late 2000s that prompts me to mention it. One of the boats had lost electricity and with it, their fridge and freezer (see below on ‘decoupling’ systems).
They’d planned all of their meals around fresh or frozen food, taking for granted that they’d have a working fridge for the duration of the Atlantic crossing and not packing enough dry stores for contingencies. So with a week still to sail towards St Lucia, they sent a message to Rally Control asking for assistance with provisions. Not long after a nearby boat rendezvoused and passed over food to get them home. Needless to say this was a major planning oversight by the crew.
The same applies to cooking gas – would you have enough food that doesn’t need to be cooked to complete a passage in the event your propane runs out?
Most boats have watermakers these days, and with 10-11 crew sailing on Falken we literally couldn’t complete our longest passages without one. We run our watermaker each night during dishwashing after dinner, always ending the day with full tanks. If the watermaker fails beyond repair, we can then start rationing from a full supply. And we carry emergency rations in plastic gallon cans in the bilge.
A well-maintained boat will always do better on the ocean than a new but poorly looked-after yacht. Photo: 59° North Sailing
If boat design and systems choices matter little, then maintenance does. A poorly designed but well maintained boat will do much better on an ocean passage than a perfectly designed but poorly maintained one.
When it comes to tools we follow a simple axiom – if you need a tool once, borrow it; if you need it twice, buy it. There’s nothing worse than facing a relatively easy fix at sea but not having the right tool for the job. Spend a lot of time figuring out what tools you’ll need; buy the highest quality you can afford (and take care of them); test them to make sure they work for the intended purpose; and keep them organised and inventoried on the boat.
We discovered, thankfully in port, that Falken required a custom-welded impeller puller to change the impeller on the engine’s cooling water pump, thanks to the secondary alternator mount interfering. What should be a five-minute job turned into a three day bonanza, but now, through much trial and error, we have the right tool.
Maintenance has to be prioritised into ‘mission critical’ systems versus ‘luxury’ systems, and you have to be honest about what makes up the two lists. Hull, keel, rudder and sails are ‘mission critical’; cosmetic repairs, many electronics and instruments, even the engine in some cases, aren’t.
At the outfitting and planning stage of a voyage, think about what systems are ‘coupled’ – ie co-dependent to function – and try to uncouple them. A modern problem is that more and more boats have converted to lithium batteries which can power induction hobs and electric ovens. These are wonderful conveniences and absolutely increase the joy of life aboard. However, you’ve now coupled your hot meals with a working electrical system, which itself is already coupled to a working charging system. Should the charging or electrical systems fail, you’ve lost the ability to make a hot meal on top of it.
Make sure PLBs or other devices are correctly registered and check Iridium phone is active and charged. Photo: Tor Johnson
You might decide it’s worth the risk, and put more effort into making sure the electrical and charging systems are properly maintained as the stakes are higher. But these decisions should be made consciously and ahead of time.
Think also about what needs maintaining at sea versus what can wait until after a passage. Any watch system will work so long as it’s adhered to and everyone is able to get rest. But when the crew is working overtime on maintenance items at sea, the watch schedule breaks down and a vicious cycle of sleep deprivation begins. The less sleep each watch gets, the more likelihood for mistakes.
There’s a fine line between making small improvements to the boat at sea and wrecking the watch system. Splicing strops, whipping rope ends, even servicing the odd winch are great activities on watch on a sunny day.
But this becomes a problem when a non-mission critical item is confused for a critical repair, and too much time and energy is spent at sea trying to fix it. Marine electronics are a favourite culprit, and one I’m guilty of spending too much time fiddling with.
We get so used to having all the data at our fingertips – wind and boat speed, digital compass, AWA, XTE, etc – that we sometimes forget we can sail without them. And networked electronics are notoriously fussy. One bad connection in a NMEA2000 backbone can wreak havoc across the entire network, and you can spend hours tracing wires trying to get it back online when a paper chart and handheld GPS would navigate you across any ocean quite happily.
Back at the planning stage we can mitigate the risk of losing a mission critical system by installing redundancies. Two alternators on the engine for charging, for example, or even an ‘A’ and ‘B’ N2K backbone if instruments are critical to your passage. But once you set off, really think hard about what systems you will deal with while on passage, and which can wait until landfall.
After that tradewind crossing on Falken, my first mate Manot and I had 10 days to kill in Barbados. The boat, after a thorough cleaning, was in tip-top shape and beyond the normal rig checks and routine maintenance, we didn’t have any issues to fix so could enjoy island life.
This is how a good ocean crossing can be – mellow and philosophical at sea, with time for adventures on landfall. Keep things simple and make conscious decisions about how you fit out your boat and execute a voyage to focus on what really matters.
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IMAGES
VIDEO
COMMENTS
Perhaps the most frequent breach of the Racing Rules of Sailing (RRS) occurs when boats "barge" at the start. ... So, the relevant rules that prohibit "barging" can sometimes be a bit confusing. Part 2 of the RRS sets forth the right-of-way rules that apply when racing, while Section C of Part 2 provides rules that generally entitle boats to ...
Note: The term 'barging' is not used in The Racing Rules of Sailing. The term is commonly used to refer to the situation where a leeward boat is holding her course and a windward boat sails ...
Barging is the most common foul that happens on the starting line, yet there is no "anti-barging" rule in the Racing Rules of Sailing. Barging is when an inside windward boat takes mark room at a starting mark. And why isn't the boat entitled to room? That is clearly stated in the preamble to Part C of Section 2 of the rule book.
Barging is the most common foul that happens on the starting line, yet there is no "anti-barging" rule in the Racing Rules of Sailing. Barging is when an ins...
Three "General Limitation" rules from Section B limit changes of course by the right-of-way boat. These are, in order of importance, Rule 16.1, Changing Course, Rule 14, Avoiding Contact, and ...
The Racing Rules of Sailing includes two main sections. The first, Parts 1-7, contains rules that affect all competitors. The second, the appendices, provides details of rules, rules that apply to particular kinds of racing, and rules that affect only a small number of competitors or officials.
Barging is the most common foul that happens on the starting line, yet there is no "anti-barging" rule in the Racing Rules of Sailing. Barging is when an inside windward boat takes mark room ...
So, depending on the type of boat your are sailing, how good you are in slow speed and the angle of approach, that time may vary from a minute or two to 10 seconds before the starting signal. During that time the rules that dictate the situation are only the rules in section A, B and D. With rule 11 (Windward must keep clear of Leeward) the ...
Rules; Racing Rules of Sailing for 2013-2016; Version 6: December 2015: Racing Rules of Sailing for 2017-2020: August 2017: Racing Rules of Sailing for 2021-2024: December 2020: Prescriptions; Australia: July 2017: Canada: November 2019: Great Britain - RYA has declined to grant a license for prescriptions and cases. November 2019: New Zealand ...
The specifics of the sailboat racing rules are mind-numbingly detailed and written to cover all potential incidents. ... No Barging at Start A Leeward boat has Right-of-Way at the start and is allowed to sail above her Proper Course to shut-out any boat heading into the
RULE INFRINGEMENT: You are officially racing and therefore bound by the racing rules from your preparatory signal (4 minute signal) until you have cleared the finish line. If you break the rules you are required to do two complete circles (720o). You may continue to race after getting out of the way of other boats and completing your turns.
BASIC RACING RULES OF SAILING EXPLAINED Visual Interactive Webinar In this webinar, North Sails experts Zeke Horowitz and Brian Hayes explain and demonstrate basic rules according to the US Sailing "Racing Rules of Sailing". ... "Barging" and Rule 13) 50:04 - Mark Room (Weather and Leeward Mark) 1:22:00 - Open Water (Room to Tack ...
Definitions, Room. Rule 11, On the Same Tack, Overlapped. Rule 16.1, Changing Course. Part 2, Section C Preamble. Rule 43.1 (a), Exoneration. Rule 43.1 (b), Exoneration. When boats are approaching a starting mark to start and a leeward boat luffs, the windward boat is exonerated under rule 21 (a) if she breaks rule 11 while sailing within the ...
To learn more, view the following video from UK sailmakers on the issue of barging. It shows the camera boat and a boat ahead, both likely sailing above the layline, and a third boat, a Beneteau 36.7 (sail # 52464) reaching-in to pass below the starting mark (usually an RC boat)(i.e. barging) and take a spot on the line.
The Racing Rules of Sailing is published every four years by World Sailing, the international authority for the sport. These rules, amended by US "prescriptions," govern sailboat racing in the United States and in the portions of international races that pass through U.S. waters. The Racing Rules of Sailing for 2021-2024 take effect on ...
An Inside and Overlapped boat (Green A) within three boat-lengths of the mark has the Right-of-Way. In general, any Overlapped outside boat (Red B) must Keep Clear and give room to any boat between them and the mark. A boat coming into the mark on Port Tack (Red D) must be able to complete its tack without obstructing the progress of an ...
Learn the official rules of sailing races, updated every four years by World Sailing. Download the latest edition and related documents.
The specifi cs of the sailboat racing rules are mind-numbingly detailed and written to cover all potential incidents. DON'T WORRY - You do not need to know everything about the rules to go ... No Barging at Start A Leeward boat has Right-of-Way at the start and is allowed to sail above her Proper Course to shut-out any boat heading into the
Sailing World Racing Editor Mike Ingham explores the rules to know for a clean start. By MIke Ingham. March 7, 2022. More: How-To, racing rules of sailing, rules, Sailboat Racing. SUBSCRIPTIONS.
The first sentence of new rule 28.1 states the three elements of sailing a race: "A boat shall start, sail the course and then finish.". The previous title of rule 28 was "Sailing the Course;" the new title includes all three elements. The addition of the term "then" clarifies that boats must do the elements in the order listed.
A ROOKIE MOVE Barging is the most common foul that happens on the starting line, yet there is no "anti-barging" rule in the Racing Rules of Sailing. Barging is when an inside windward boat takes mark room at a starting mark. ... the boats further to leeward probably had left him a hole through which he could have sailed by bearing away from ...
The specifi cs of the sailboat racing rules are mind-numbingly detailed and written to cover all potential incidents. DON'T WORRY - You do not need to know everything about the rules to go ... REACHING BOAT (RED) IS BARGING! Before the start signal, Green has the right to go "head-to-wind" and force a Windward Overlapped boat boat
In World Sailing case 146, a boat protests another boat for barging near the race committee boat as they were approaching the starting line to start racing. ...
The sport is organised under a single set of rules for racing published by World Sailing. Olympic racing is now conducted with boats categorised into one-design classes based on similar weights and measurements. ... Sailing Competition Rules at Paris 2024. At Paris 2024, there will two mixed boats (470 and Nacra 17) plus four crafts for each ...
Perhaps the most important thing on the 'matters' list won't be covered in this article as it's such a big topic: medical. Keeping the crew healthy and managing the situation in the event ...