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      Abbreviated rules   07/28/2017

      Underdawg did an excellent job of explaining the rules.  Here's the simplified version: Don't insinuate Pedo.  Warning and or timeout for a first offense.  PermaFlick for any subsequent offenses Don't out members.  See above for penalties.  Caveat:  if you have ever used your own real name or personal information here on the forums since, like, ever - it doesn't count and you are fair game. If you see spam posts, report it to the mods.  We do not hang out in every thread 24/7 If you see any of the above, report it to the mods by hitting the Report button in the offending post.   We do not take action for foul language, off-subject content, or abusive behavior unless it escalates to persistent stalking.  There may be times that we might warn someone or flick someone for something particularly egregious.  There is no standard, we will know it when we see it.  If you continually report things that do not fall into rules #1 or 2 above, you may very well get a timeout yourself for annoying the Mods with repeated whining.  Use your best judgement. Warnings, timeouts, suspensions and flicks are arbitrary and capricious.  Deal with it.  Welcome to anarchy.   If you are a newbie, there are unwritten rules to adhere to.  They will be explained to you soon enough.  


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  1. Adolfo Carrau (Botin Partners), Merf Owen and the team at ST Yacht for their proposal. ST (Doug Schickler, Davide Tagliapetra) have done some pretty out of the box projects which show promise, Merf probably has more twin rudder projects than almost anybody else and Botin basically has the fastest hull shapes in the TP52 (and probably the Maxi72 as well) plus did same amazing stuff in their early days in the IMS fleet (boats that would actually be OK to sail) and Camper was actually a very nice and fast all-round VO70 just lacking the tune-up time against some of the others.
  2. Inshore/offshore focus has more to do with the way control lines and halyards are lead (above/below deck), and of course some of the interior fit-out. BG is sailing an IRC52, So similar hull, but not constraint to engine (lighter options are available) or rig rules (longer, lighter) are basic differences versus Transpac52. And in the 52superseries the class no longer allows IRC52s to compete as the boats (even if rating is very similar) are generally too different. Looking at Sorcha: it is no longer a TP52 but is grand-fathered: rod rigging and marginally deeper fin to offset extra rig weight. Boat is still very fast however not sailing a 52 for 8-10 weeks a year as a crew makes a huge difference in this fleet.
  3. Walked through the yard when measurement was in progress. First event where templates were available (or that's what it sounded like) for measurers. Interesting point: some boats (measurers knew which boats had been to the same yard) were checked even before going into proper measurement. Interestingly, I also witnessed one or two boats who had been to the same yard for prep where templates showed no issue (to the point the measurers took photos for illustration purposes). And some boats looked horrendous because owners were afraid to go beyond the allowed repair clause... Some clear challenges for this class with two factories, two rig suppliers and over 1000 hull numbers issued. If templates were to be made available, inclining, rig stiffness and similar other measurements would need to be included as well and cost of competition would skyrocket. Now the challenge is to have a few more measurers (with templates) available at other major events without templates making their way to the yards.
  4. In Newport at the DInosaur Worlds
  5. Brunel is building a roster because, as has been noted here on SA, not everyone will do everything (and injuries are still a worry). With regards to the females on board: Bouwe is on board with the idea Quite (but also quietly) active trialling various candidates (different sailors for: delivery Lisbon-Portsmouth, RTI, Fastnet and now this leg to St Malo) I've seen Annie Lush (SCA) and Annabel Vose (winning tactician RB Youth AC in Bermuda with BAR amongst other things) at various stages on board. Jo Aleh (gold&silver in 470 Olympics) did the Fastnet and I forgot who else has been trialled so far. Akzo for instance also has two female crew confirmed but are trialling additional crew. All pretty sensible I think: Chance of injury is unrelated to sex but you can obviously only replace male-male and female-female. Anyhow, looks like Mapfre are pretty close to finishing and Scallywag might miss out on this tidal gate to enter St Malo... (or did I read the info from Mark Turner wrong in that they had to be there at a certain time?) ->
  6. http://yb.tl/vor_legzero2017b# Tracker for this part of Leg0
  7. 1. It bugs me that there is no crew list (or declaration from the teams themselves) for who is around during these official races. TAN did tell us who they had: https://www.teamakzonobel.com/press/podium-finish-for-team-akzonobel-in-leg-zero-opening-skirmish Team AkzoNobel crew list: Skipper: Simeon Tienpont (NED) Roberto Bermúdez de Castro (ESP) Brad Farrand (NZL) Martine Grael (BRA) Brad Jackson (NZL) Emily Nagel (BER) Jules Salter (GBR) Nicolai Sehested (DEN) Joca Signorini (BRA) Which means that somehow we lost Annemieke Bes and got Emily Nagel (compared to their website listed crew) and Luke Molloy (8th male crew listed). Is that due to prior commitments (and not rating this around the island very high?). Bouwe/Brunel did clearly state they had to juggle their crew around in the post race interview with some shore crew joining on board for the RTI. Will be interesting to see who TTOP and Brunel take for the Fastnet. People who did the delivery, the RTI, a new batch from all the applications (I think around 1200-1300 CVs were sent in to Brunel using their webpage alone)? 2. My source who had informed me of all the entrants so far well ahead of time (although Brunel was a bit on-again/off-again so probably should not count that one) seems to start to doubt the earlier claim about the 8th boat being a done-deal... Nothing to do with leg 0 or qualifying but more with presenting value to those sponsors and suppliers of the race that had to bring the money together. Still not fully dismissed though.
  8. Be careful, even Matt was corrected for indicating the race was "Around the isle of Wight" not the Round the island... Interesting to see that the reefed TTOP seemed to be catching scallywag quickly after a fairly slow start...
  9. 8th boat confirmed. Another charity case...
  10. Correct: Southern Spars build rigs with additional external carbon patching after the side wall were suffering from compression through the spreader. DongFeng sailed with significantly more bend in their rigs (by not tensioning the checkstays to the degree the tubes were designed for) in combination with a mainsail by North that was much fuller than anticipated at the time of the rig build.As a result, the radius of the mast was more than designed for and therefore the compression in the mainsail track (externally bonded aluminium extrusion) let to it peeling off the mast. In Auckland some initial damage to the DF mast was found and repaired and a warning issued about sailing in the MH0/1st reef/no checkstay configuration and how this was stressing the mast beyond its design envelope (it was fast though) and in the leg departing from AKL there was the stress failure in the tube that can almost 100% be lead back to "overbending" of the mast tube.
  11. Basically the more effort it takes (ie. tighter limits), the more its going to cost you... You need to look harder, work smarter and use more expensive tools (materials, people). It will (okay should) give you an advantage but is the performance increase worth the amount you need to spend? The goal of the tight rules is generally two-fold: make it hard for someone to mess up and discourage very expensive optimisation to the n-th degree. Usually the owner's ego is bigger than the discouragement from the intent of the rule...
  12. Would agree with the experience comments, though I feel food/drink was priced not too differently in the village compared to the rest of BDA. Had a village ticket only and loved that the TNZ is actually on-site (so you can get really close to lift-in & lift-out). That for me was also a big downside: OR is only barely visible. Had some connections to get into hospitality units that were inside the AC village (Artemis, BAR) but comparing to a Volvo stopover (where the village is free admittance and the revenue of drink & food adds to the event income) I was missing the different teams presenting themselves. I didn't mind actually paying for admittance by the way,though it is quite funny that with less teams involved the prices have gone up. Hospitality by the Bermudians was great: felt safe with the police/military present and all were very helpful and happy. Yes, lines for food & drink were quite long and slow moving but there were plenty of quality options. I for one did not feel the need to get a ticket for the VIP-experience of the grandstand or Dark 'n Stormy bar as racing was easier to follow on screen anyway. Expense... Bermuda is perhaps one of the most expensive places I've been and was quite happy to find an AirBnB room for about $150 a night, but a beer at $12 (at various places around the island) and a basic pizza for more than $20 (outside of the AC village). Personal highlight: J-class racing on saturday morning ahead of the toy cats, good video coverage & commentary and boats are big enough to actually follow the racing from land.
  13. Good to know that the rumour was true, means I can trust some people to tell the truth and more than they should... Question to MT, - With the VO65 as corporate option: will they be sailing effectively the same course or will they not make it to each stopover port? - How is having 2 boats (and very different types at that) going to make the event "simpeler" to follow to grow your follower/fan base (and therefore keep your event interesting to sponsors)?
  14. Two things: Why go with 7 if you can have 9? -> weight of food, drink, gear; challenges to the team environment. From the docktalk it seems there is no consensus on what is the best number for each leg, but it looks likely that some legs will be 7, some 8 and some 9 crew and probably the conclusion will be that the downside of 9 is less than the upside. Than about "giving women a shot": it's the Volvo... giving them a shot can be done (and should be done!) at other levels (Hobart, Maxis, local beercan, etcetera) and that is where you can proof yourself as being able to keep up with the pace (both physically and mentally). That applied to all of the sailors before and demands of you to work your a** off in-between Volvos. I remember just after the finish of the last race where one of the SCA crew complained she wasn't invited to come race 24/7 and blamed it on sexism. However, plenty knuckled down and did the hard labour: racing 40ft cruiser on Wednesday nights, walked the docks in Oz, enrolled as sewer on Maxis: they created their own opportunities to build their knowledge (perhaps not very applicable to a VO65, but still) and more importantly build relationships (and with that references). With the rules as they are, those with fast boat experience (like day-in day-out sailing a skiff or multihull) or who proven/shown themselves the past couple off years in other classes as successful helms are the first ones to be asked and beacuse of the size of the crew and the boat: references are vital! Now, I do not know Sophie nor have I heard anything bad about her ever. However in her marketing, I feel someone has made a huge mistake: who needs a dedicated bow on a VO65? Perhaps that is the biggest downfall of the large crew SCA had: to much focus one 1 or 2 jobs and not all-round enough for a crew of 8. I cannot remember her track-record on the helm of a VO65 and for that reason alone, I don't think she would make my list unless there were some stellar references from other members who did make the crew. If I'd been forking out some cash to send a team around the world I would not do the "huge stack of resumés" approach: I do not think it is the way to go for such a specialized project. I would look at what has happened to those who did the last Volvo and see how they have been keeping busy since. Talk to owners who sailed with those crew, skippers I keep in high regard, etcetera. I remember standing in the bar at RCNP and one skipper (back in the VO70s era) asking about a crew and the owner saying something about being grumpy without his Haribos and the guy never got a shot following his application... And chances are, if you joined the wrong boat/team at one moment in time you might loose your chance because of the bad name the program/owner/skipper from way back has: these selections are not about picking the best individual sailors it is about creating a balanced team and for that, as we all know, having the "best" according to some standards might not result in the best overall (which includes working the sponsor and their guests, PR, oh and race result).
  15. 2 Things: 1) Mast design was finished long before a decision on sails was made (first rigs on a ship by the time the sail-supply was sorted) 2) Upwind in 10-15TWS is usually a normal loadcase for full main + J1. The MH0 and Fr0 are (were...) for TWA 80-120 (ideally), with an "upwind"-0 usually for the range 2-6TWS. The limitations, and speaking in general terms right now, are generally the sizing of the lock, the cables and the furling gear. This means that luff tension on your MH0/Fr0 is dictated by the maximum load on your connections, pushing the sail beyond its reach (ie. MH0 upwind, say 55-70TWA and in 10-15TWS) luff sag will become so significant it hampers performance and as such prohibits the use of those sails at those angles. In the time of the VO70 (and VO60), the sizing could have been higher but you paid a price. Now you just damage the gear and trying to furl your MH0 after overloading those furlers ain't fun (nor is rebuilding one of em on a moving boat with all the torlon ball bearings...). From a mast engineering perspective for these type of racing masts, bend is much more of a limiting factor than compression. And with for instance DongFeng, it was believed that they sailed first reef MH0 combination quite a lot resulting in significant mast bend as well as sailing without any significant checkstay tension when sailing in general in an attempt to flatten the main. The result was too much bend and first tube damage than after a few repairs the mast breakage.