1. International Sailing Federation Race Management Manual Part 2 Fleet Racing Edition 4 February 2006 Updated to RRS 2009-2012

2. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20062 Preface to Fourth Edition Part 1 – Regatta Organisation and Management Part 2 – Fleet racing Part 3 – Offshore racing Part 4 – Match Racing Part 5 – Team Racing

3. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20063 How to use this Manual As a Powerpoint Presentation –Use on a PC or Laptop for personal use –Use with a data projector in a classroom situation As a hard copy –Printed from Notes pages in Powerpoint

4. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20064 The Start of the Regatta Registration Measurement and Inspection

5. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20065 Sample Race Committee Daily Timetable 0830Meet at Race Office 0845Race Officers Conference RO; DRO; Safety; Mark Layers; Organising Representative; Jury; Team Leaders 0900Race Committee go afloat 0930Commence wind tracking 1030Commence laying the course 1100START

6. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20066 Race Officers working plan Develop a working method what are your upper and lower wind limits? which mark do you lay first? how do you locate your marks relative to each other? Be clear in your delegated duties

7. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20067 Race Officers working plan Be able to adapt your working method to suit the experience of your race committee and other venues

8. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20068 Briefings –Competitors –Coaches –Team Leaders Race Officials Meeting

9. ISAF Race Management Manual – Part 2 – Fleet Racing – February 20069 February 2006ISAF9 Wind direction Finding the average wind direction –Wind indicators –A wind vector –The average wind

10. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200610 February 2006ISAF10 Wind strength Finding the wind strength –Anemometers –Lower wind strength –Upper wind strength Follow the published wind range guidelines

11. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200611 February 2006ISAF11 Selecting a suitable course Course geometry –Triangle and windward-leeward –windward-leeward –Trapezoid –Gates –Offset marks

12. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200612 Gate length Depends on -Size of the fleet -Speed of the boats -See conditions -Depth of water and bottom type Boat length zoneMinMax 3 (default)79 - 10 257 - 8 4911 - 12

13. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200613 Windward-Leeward-Triangle Course Course angles can be; –60 0 –45 0 (90 0 at mark 2) –70 0 (to give a close reaching leg and a broad reaching leg) The finish can also be located downwind of mark 4 4 4

14. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200614 Windward-Leeward Alternatives for this course are; –No gate at Mark 4 –More rounds –Finish upwind of mark 1 4

15. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200615 Trapezoid – Inner and Outer Loops Two parallel windward-leeward courses Use with two classes, or One class using flights

16. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200616 Course description in SIs W1Start – 1 – (1a) – Finish W2Start – 1 – (1a) – 4s/4p – 1 – (1a) – Finish W3Start – 1 – (1a) – 4s/4p – 1 – (1a) – 4s/4p – 1 – (1a) – Finish I1Start – 1 – 4s/4p – 1 – 2 – 3p – Finish I2Start – 1 – 4s/4p – 4s/4p – 1 – 2 – 3p – Finish O1Start – 1 – 2 – 3s/3p – 2 – 3p – Finish O2Start – 1 – 2 – 3s/3p – 2 – 3s/3p – 2 – 3p – Finish

17. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200617 Location of the Race Area Important factors affecting race management –Clean winds; avoid cliffs and areas that create bends in the wind –Even depth of water; ease of setting marks –Tidal currents; these should be avoided if at all possible –Space for more than one course; do not overlap course areas

18. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200618 The windward leg There are three things to be considered when positioning mark 1 –The mean wind direction –The distance to mark 1 from the start line –The effect of any cross course currents

19. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200619 The downwind leg The accuracy of this leg to the wind is very important –Especially for asymmetric boats –Cross currents can have a greater detrimental effect on this leg than on the upwind leg

20. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200620 The reaching legs 45 0 90 0 All angles 60 0 75 0 60 0 45 0 The advantage of the triangle is the variety of course angles for the reaching legs Mark 2

21. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200621 The offset mark –Distance and angle depend on the requirements of the class –Designed to keep boats commencing run with spinnakers separate from boats approaching mark 1 on a beat Mark 1 Alternative positions for the offset mark Position 1 Position 2 Wind

22. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200622 The gate Most windward-leeward courses have a gate as the leeward mark –The gate requires three boat length circles around each mark, with a space between the circles –Therefore minimum width of a gate is seven boat lengths –Most gates are set between 9 and 10 boat lengths

23. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200623 The trapezoid The trapezoid was introduced to accommodate two classes on the same course area using; –The same start line –The same finish line –But having two almost separate courses

24. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200624 February 2006ISAF Tidal Compensation - windward leg A rule of thumb guide is; for every knot of tide set the windward mark downtide 8 0 in light winds, double the allowance for tides diagonal to the wind, halve the allowance W2 W1 Force 3 wind 1 knot tide 8080

25. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200625 The adjustment of the running leg to the tide is critical for a good race The same rule of thumb applies but greater accuracy is needed L2L1 Force 3 wind 1 knot tide 8080 Tidal Compensation - leeward leg

26. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200626 February 2006ISAF26 Since a square leeward leg is more critical than a square upwind leg, this is a good compromise But, don’t over compensate 2 Force 3 wind 1 knot tide 4040 1 Tidal Compensation – a compromise

27. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200627 Tidal compensation – other courses The ‘X’ course The ‘zigzag’ course Current Wind

28. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200628 Position of the Start Line When positioning the start line within the course area the following need to be taken into consideration –Tidal data (time of high and low water) –Depth of water –Sea bed –The weather forecast

29. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200629 February 2006 The starting line - length The formula is: –Number of boats x length of the boat plus 10% to 50% Other factors are: –size and manoeuvrability of boats –sea conditions –wind strength –current

30. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200630 ClassBoat length (ms) Multiplying factor No of boatsStart Line length RS:X2,86235200 Finn4,541,526180 Laser M4,241,540250 470 M4,71,530210 49er4,9219190 Tornado6,09216190 Star9,921,716190 Yngling6,351,715160 2008 Olympic Regatta February 2006ISAF30

31. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200631 The starting line - bias Bias used to be applied to give the Port end starter a slight advantage –The longer the line the less bias required –The shorter the line the more bias required It is better to start with a line at 90 0 to the wind and then fine tune it later Good Bad Wind

32. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200632 Adjusting bias for tidal effect Wind Bad Current Boats are carried towards the pin by the current, By moving the pin as shown, boats can now clear the pin Move pin down wind Good

33. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200633 Laying the start line Anchor the Race Committee Boat; –So that the course can be adjusted to a new wind without moving the CB –Use a long anchor line so that the start line can be ‘fine tuned’ by pulling in or letting out the anchor line. –Position the pin end at 90 0 to the mean wind

34. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200634 Adjusting start line bias if one side of the course is favoured Weak tide in Bay Strong tide Wind Starboard bias on the start Mark 1 Factors to consider are: wind shift wind velocity waves current

35. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200635 Deputy Race Officer duty The Deputy Race Officer should at this point –Organise the committee boat personnel ·All visual signals ready ·All sound signals ready ·Watches all checked and times verified ·Recorders in position ·Course ready for display This leaves the Race Officer to concentrate on preparing for the race

36. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200636 Displaying the course The rules require that the course to be sailed is displayed no later than the Warning signal. –Use the system described in the Sailing Instructions to display the course –If a magnetic bearing to the first mark is required this should also be displayed at the same time

37. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200637 Starting The standard starting system is described in the rules –This should be used whenever possible –The time between the warning signal and the preparatory signal can be varied –When racing ‘back-to-back’ a Sailing Instruction is required to warn sailors of an impending starting sequence –Decision to Race - Windsurfing –Starting penalties are incorporated into the preparatory signal

38. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200638 February 2006 ISAF 38 Postponement There are four Postponement signals –Indefinite Postponement –Specific time Postponement –Races Postponed – further signals ashore –Races Postponed to another day

39. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200639 The Warning Signal The first signal in the starting sequence –This should be displayed precisely at the time stated in the Sailing Instructions –Sailors will start their stopwatches on this signal –To assist sailors, many class flags bear the sail insignia of the class about to start –Accompanied by one sound signal

40. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200640 The Preparatory signals There are five preparatory signals –‘P’ – no penalties –‘I’ – round the ends –‘I with Z’ –‘Z’ –‘Black’

41. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200641 Round the Ends rule Flag ‘I’ and 1 sound signal –Can cause the fleet to bunch at each end –May create a large gap in the middle of the line

42. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200642 20% penalty rule Flag ‘Z’ and 1 sound signal –The penalty area is the triangle formed by the start line and mark 1 –A boat which enters the penalty area in the minute before her start can dip back over the start line to the pre-start side –Each time she infringes the penalty area after a General Recall or an Abandon signal, she is subject to an additional 20% penalty

43. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200643 The Black flag The ‘Black’ flag and 1 sound signal –This penalty should only be used as a last resort –For the race committee it creates as many problems as it solves –A good Race Officer will use this flag very reluctantly!

44. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200644 Removal of the Preparatory signal This is done precisely one minute before the start signal –A long sound signal is made at this time –If a penalty signal has been used as a preparatory signal, this is the time when the penalty period commences

45. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200645 Voice Recorder From approximately 90 seconds before the start signal, record all you see on your tape recorder –Describe the scene as if you were a commentator making a radio broadcast –Wind conditions –Sea state –Boat numbers –The position of boats on the line –Your ability to see the pin end –Any other relevant information which will be of assistance in a redress hearing

46. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200646 Sighting the Line Stand behind the mast at least 1 metre away. Do not fall overboard! Sight on the pin-end Have the correct number of people sighting the line Repeat at the pin-end Don’t forget that both ends of the line are moving Record everything on your voice recorder.

47. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200647 The broad start line The concept of the ‘broad start line’ was first used in 1998 at the World Championships of Sailing –With modern high performance boats accelerating quickly across the start line it is extremely difficult to be very precise in judging the line –If the start line were painted on the water at a width of 30 cm then a boat entering that area is given the benefit of the doubt

48. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200648 Communication with the Pin End The most efficient method is by mobile telephone –It is a closed circuit –Both parties can speak at the same time By radio –Open to anyone to listen –Only one person can speak at once

49. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200649 Individual Recall Flag X and 1 sound signal –This signal must be displayed within 4 seconds of the start signal –It must be accompanied simultaneously with a sound signal –It remains on display until all OCS boats have returned and started or for 4 minutes or until 1 minute before the next signal –It is removed without a sound signal –Make every effort to identify all OCS boats

50. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200650 General Recall Flag 1 st Sub – 2 sound signals –Should be used if all boats over early have not been identified –A good start line will reduce the need for this signal –A short start line with fewer boats will make this signal almost redundant –Take care when penalty signals are used as the Preparatory signal, especially the Black flag –Removed with 1 sound signal

51. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200651 After the start race control Once the race has started the Race Officer has a number of duties –Monitoring the weather conditions ·Is the wind speed dropping? ·Is it still safe to race? ·Are the time limits being met? ·Has the wind moved left or right? ·Are all the marks still in place? –Recording ·At the end of each round (or mark)

52. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200652 Abandoning a race Flag ‘N’ with 3 sound signals –This signal can only be used after the start There are two other Abandon signals. Each require 3 sound signals –Both can be used at any time –‘N over H’ –‘N over A’

53. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200653 Changing the next leg of the course Change of bearing of the next mark Flag ‘C’ with a repetitive sound signal –This must be displayed with either ·A new bearing for the next mark Or ·A red rectangle when the new position is to port of the original Or ·A green triangle when the new position is to starboard of the original

54. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200654 Changing the next leg of the course Increase or decrease in wind strength Flag ‘C’ with a repetitive sound signal –This must be displayed with either ·A plus sign if the leg is to be significantly increased in length Or ·A minus sign if the leg is to be significantly reduced in length

55. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200655 + Track to next mark Signal boat Track of boats approaching the mark Mark change signal boat position

56. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200656 Mark change signal boat position mark 1 90  Direction from last mark (Start or mark 4S/4P) 10 Boat lengths Boats approaching mark 1 from the Start or mark 4S/4P 2 1 4S 4P 3S 3P This boat shall be anchored

57. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200657 Mark change signal boat position mark 1 90  Direction from last mark (Mark 3S/4P) 10 Boat lengths Boats approaching mark 2 from mark 3S/4P 2 1 4S 4P 3S 3P This boat shall be anchored

58. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200658 Mark change signal boat position mark 2 90  Direction from mark 1 10 boat lengths Boats approaching mark 2 from mark 1 2 1 4S 4P 3S 3P This boat shall be anchored

59. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200659 Mark change signal boat position Direction from last mark (mark 1 or mark 2) 10 boat lengths Boats approaching mark 3S/3P from mark 2 or mark 4S/4P from mark 1 2 1 4S 4P 3S 3P 20 m This boat shall be anchored

60. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200660 Race Management and Rule 42 Some classes allow parts of rule 42 to be –Switched off –Switched on Different classes have different wind speeds at which this system becomes operative Race Committees are responsible for the decision and application of the appropriate SI

61. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200661 Rule 42 signals Flag ‘O’ – rule 42 does NOT apply Flag ‘R’ – rule 42 applies A repetitive sound signal is made when either flag is displayed

62. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200662 Position of boat making the signal Mark boat making the signal. This boat must be in position before the first boat approaches the mark and remain there until all boats have passed. A repetitive sound signal is made until the last boat rounds the mark. Wind direction Course to next mark

63. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200663 Wind speeds The wind speed at which this system operates is to be found in the class rules If the wind speed is 12 knots then the Race Officer requires a consistent wind of 1 knot above or below this speed before activating the system Before activating the signal the Jury boats should be informed and a response received

64. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200664 Communication with the Jury The Jury should be informed at an early stage so that; –They are able to get their Jury boats into position –They are aware that there is a change in the pumping rule

65. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200665 Mark missing Flag ‘M’ with repetitive sound signal –The object displaying this signal replaces a missing mark –The object may be a boat or another buoy Before taking the above action, try to replace the mark or use a substitute of similar appearance

66. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200666 Shorten course Flag ‘S’ – two sound signals –One or more legs cut off the course displayed at the warning signal –Signal made as boats commence leg towards new shorten course finishing line –Signal displayed on committee boat is further away from fleet than any other time a signal is displayed –Shortening a leg –Some events do not allow shorten course

67. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200667 Location of the Finish Line There are three possible locations for the finishing line –Upwind near or at the windward mark –Downwind using the original start line –On a reaching leg

68. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200668 Laying a Finish Line On an upwind finishing line the line must be set at –90 0 to the wind direction On all other legs of the course the finishing lie must be set at –90 0 to the last leg of the course The finishing line should be 50 to 60 metres in length

69. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200669 The Blue flag The Blue flag indicates that the Race Committee boat is ‘on station’ at the Finish. It should be displayed, without a sound signal, when the leading boat commences the last leg to the Finish Line

70. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200670 The Finish of the race –A boat finishes when any part of her hull, crew or equipment crosses the finishing line from the direction of the last mark –A boat is racing until she finishes and clears the finishing line Both boats have finished and cleared the finishing line Both boats have finished but are still racing

71. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200671 Clearing the finish line and marks This boat has finished and cleared the finish line. He may go home This boat has finished and hit the finish mark BEFORE clearing the finish line. He must now take a penalty Once he has completed the penalty and crossed the finish line a second time, that is his recorded position.

72. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200672 Recording Recording the finish –Recording teams are a reader and a writer –The reader calls the numbers out, recording them on a voice recorder. –The writer keeps a paper and pencil record. –Always have at least two recording teams –For big fleets have more Remember –A start you can do over and over, the finish only once!

73. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200673 Consistency from day to day Follow same procedures from day to day. These include: –When races are delayed –Calling OCS –Starting penalties –Length of starting line and finishing line –Course configuration and procedures for setting the course

74. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200674 Post Race tasks Accounting for all boats –For safety –For scoring Results service Protest time Talk to the Jury Chairman

75. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200675 Evaluation Always analyse your performance What could you do better Talk to the other officials, but most important, talk to the sailors

76. ISAF Race Management Manual – Part 2 – Fleet Racing – February 200676 Redress hearings Do not get upset because a competitor is questioning your eyesight! Record all timings and RC actions on paper and on tape Try to correct before the redress hearing Be factual in your presentation of evidence Describe your operating procedures Do not argue

77. This document is solely for the use by the International Sailing Federation. No part of it may be circulated, quoted, or reproduced for further distribution without prior written approval from the International Sailing Federation. This material is for presentation purposes only and is not a complete record of any discussion. Ariadne House, Town Quay, Southampton, Hampshire SO14 2AQ, UKTel: + 44 (0)23 80 635111Email secretariat@isaf.co.ukwww.sailing.org