Mexican douse

What is a Mexican douse?

In a big regatta this summer on Lake Leman, about half the boats would approach the leeward mark on a starboard broad reach. This would give them priority over the boats approaching from port. However, the disadvantage is that they had a more tricky manoeuvre to remove the spi pole, fly the spi without it, "douse" the spi at the mark and then jibe round the mark. You are also dousing the spi so it's on the correct side for the next weather mark. This is called the "Mexican douse". For the boats approaching on port, it is simpler as they remove the pole, unfurl the genoa, douse the spi and simply luff up to get round the mark - but will have to give priority to starboard approaching boats.

Courtesy: Schlaeger, Flickr

Why Mexican douse? Apparently, the America's Cup team were practising it and the skipper said that it the crew didn't get the spi down soon, they would end up in Mexico. Another version is that they were pointing towards Mexico.

Notes on how to do it

Last Sunday, two Surprises had a training to learn the Mexican douse. Each boat was manned by two crew making the trip a steeping learning experience, given the Bft 3 conditions.

Helen kindly sent round notes on how to do the douse (courtesy of Philip M). Here they are:

This description assumes we have 5 crew members aboard:
1. No. 1 ("Bowman")
2. Piano ("Pit")
3. Headsail trimmer
4. Tactician (who becomes the "squirrel" during the douse)
5. Helmsman

Jib out. ~10 boatlengths from the leeward mark, depending on speed and crew ability. The tactician initiates the manoeuver by unfurling the jib and trimming it inside the lifelines/pulpit. The tactician handles this because the trimmer is paying close attention to the spinnaker.

Pole down. ~5 boatlengths. The tactician calls for the stowing of the pole. The piano and bowman coordinate the topping lift, downhaul, and stowing of the pole on the boom (or in the cabin). The topping lift and downhaul can be left on the pole if it can be stowed on the boom. The trimmer keeps the sail aloft and trimmed. The tactician and helm are keeping watch for priority issues as the mark draws nearer.

Gybe. The squirrel heads below deck. The helmsman turns the boat around the mark at a rate that is within the capabilities of the crew. The goal is to have a gradual turn, but to round the mark tightly so there is little room between the windward side of the boat and the mark. The piano gybes the jib just before preparing to lower the spinnaker halyard.

Douse. During the gybe, the spinnaker will collapse against the jib. The piano lowers the halyard by about a meter as this happens. The trimmer watches the bowman, and releases the sheet and guy, so the bowman can feed the foot of the sail to the squirrel in the forward hatch. Once the foot is under control, the piano releases the halyard as quickly as possible while the squirrel gathers the sail. The trimmer resumes his position at the jib, and trims to close-hauled.

A video clip of a Santana 35 performing the manoeuver. It's not too different from ours besides the fact that they have 8 crew members, and a pole that stows on the mast:

http://www.youtube.com/watch?v=nXOi9fUYfVc

Hivernal #1 on Lake Geneva

The Hivernal is a series of five regattas over the winter on Lake Geneva. Yesterday, Thierry, Sanja, Ana and I took part in the first one. Heavy rain and no wind was enough to put most competitors off, but 7 boats turned out. The first advantage was gained when Thierry picked out a 180 degree shift in wind so that we tacked early than the boat ahead and sailed past them. By the time we got to the upwind buoy we were in third. We headed back with the spi and it was all over by 2.30. Mercifully, the organizers decided on just one round given the very light winds.

Climate change impacts on Lake Tahoe

As a sailor on Lake Geneva over the last 7 years, I have noticed the warmer water temperatures, lower water levels, increased vegetation. Has anyone else noticed the effects of climate change here?

National Geographic reports on a study published about the climate changes impacts on Lake Tahoe. Given the similar characterics of Leman and Tahoe, I imagine the findings would be similar in Geneva. Has any work been done locally? The study also discusses measures to increase the lake's resilience to climate change.

Sailing on Lake Tahoe

Here is are two main impacts that the UC Davis scientists at Tahoe observed with their instruments.

1. Change in "stratification"
During a typical summer the lake becomes stratified, with warmer waters on top and cooler water at depth. In the winter these layers mix, a process that refreshes the lake and keeps it healthy.
The extended stratification season on Lake Tahoe has major implications for water quality. “A longer stratification period increases the risk of losing oxygen at the bottom of the lake,” Schladow explained, “and this can release a huge, almost infinite supply of phosphorus to the lake in a process known as internal loading.” Phosphorus is the limiting nutrient in Lake Tahoe. The more there is, the more algae can grow, causing a decline in water clarity.

Figure: Lake Tahoe Stratification Season. Source: TERC.

2. Declining water clarity in the summer due to increased algae growth

Surprise training: Rounding the leeward mark

This weekend, Michal K organized the first Surprise race training. The idea is to give us the chance to improve our skills in racing and so make us more competitive in next year's external regattas. This Saturday, we spent a couple of hours on the water practising how to round the leeward mark. The wind took its time arriving but by 3pm was Bft3 - perfect conditions.

More time for reflection - waiting for the wind to arrive (pic: AK)

There are two main issues to think about: the approach and how to douse the spi.

The approach: According the RYA's Tactics, one should round the mark smoothly, like a U rather than a V. This gives you the "best chance of sailing out of the leebow of the boats ahead, while slowing the boats behind and leaves you free to tack at will." What we couldn't practice was how to approach the mark with respect to the other boats. Where you have many boats, it may be better to take the outside route, particularly in light winds (to avoid queues) or very strong winds (avoid struggling boats ahead).

Smooth and wide rounding of the mark

Dousing the spi: ideally you want to drop the spi on the windward (port) side so that it is on the correct side for rounding the upwind mark, where you round the mark to the port. To do this you, adjust your course near the mark to a dead run (from the broad reach you were on), remove the pole, unfurl the jib, drop the spi. Not forgetting to tighten the vang before the mark (easy to forget once you are round).

At a recent regatta, I saw boats coming to the mark on the starboard tack, dropping the pole, early, unfurling the jib (i think), flying the spi without the pole, dropping it and rounding the mark with a jibe. The theory being that you have priority over the boats on the port tack - I still have a question - what would happen if boats are approaching on opposite tacks - would the port tack boats have to let the starboard ones go first? 

If you are interested in training and committed to attending regularly, you can sign up under the External Regatta section of the YCC page.

Rules 17 & 11 - when you can luff up

During the week, I received useful feedback from Michal, Rob and Luca about what I had written on Rules 11 and 17 - these two rules govern when you are allowed to luff up, particularly important in the pre-start and downwind legs of Match Racing. So some clarification/correction needed.

Rule 17: I said that the opposing boat did not luff us up because we had pointed out to them (loudly) that they had approached from astern for the overlap. Michal K commented that RRS 17 says that the boat which establishes overlap from clear astern cannot luff above its proper course - however, there is no proper course before the starting signal - so they could have luffed us up all the way to head to wind.

If that is the case, the starboard reach along the line before the start of a reach is a weak strategy as you can be luffed head to wind (and lose control of the start).

Rule 11: I had described how we luffed up the opposing boat on a downwind leg and gained a big advantage. Rob V sent me a clarification by email. 

Figure: Overlap established more than 2 boat lengths distance so A is allowed to luff up

“Beware in situation 4: the way you've drawn it, overlap was probably established from clear astern within 2 boat lengths lateral distance. In that case, red (Alex's boat) would be subject to RRS 17 and would not be allowed to sail above its proper course.” 

“In the actual situation, you weren't overlapped just after the mark. The boats diverged and an overlap was established at a distance that I judged to be larger than 2 boat lengths… Hence, you were not subject to RRS 17 and were allowed to luff. You did so and forced the other boat to follow your luff (RRS 11). At every change of your course, you had to be careful to give the other boat room to keep clear (RRS 16.1). This you did… The other boat should of course have gybed or taken its spinnaker down much earlier because it was fairly obvious you would luff.”

Links I Like:

Handy intro to the physics of sailing explained by a NASA engineer 

Match Race YCC Surprise

In a conversation between the Guardian and champion sailor Anne Lush, Match Racing is described as "a big game of chicken", "a game of chess with decisions of risk versus reward". Other descriptors include "uncivilised", "devious", "aggressive".

This Saturday was my first attempt at Match Racing (YCC). I would agree with all of the above but would add "mastery of sailing rules".

The competition was made up of four boats skippered by Thierry, Andrea, David P. and myself. Our boat, Les Loups du Lac was crewed by Ariane M, Ricardo G, and Ben W.  Many thanks to Sanja and Rob for organizing and umpiring the event.

Thierry had generously allowed me to take Ben on board to equal out the numbers on the boats. His knowledge of the rules and how to use them was brilliant.

The morning was spent sitting on the boat drinking tea and looking at our reflections in the glass like water. The Round Robin started at 12 and by 6 pm we had made it to the final and beat David's boat 2-0 in a best of three.

Downwind leg, flying the spi - where else is a better place to be?

Four key moments

The key factor on Saturday was a team that worked well together, knowing the rules and a disposition to apply them aggressively against the other boat.

Here are four moments that allowed us to gain an advantage through using the rules (apologies for incomplete treatment of the subject).

1. Using starboard tack advantage at the start line

During the two minutes start period prior to the gun, the two boats jostle for position. One tactic is to "hunt" or follow another boat. (see Alinghi being chased by Team New Zealand) 

The hunted boat can only escape (ie turn and return to the start line) if the boat behind leaves enough room. If the hunted boat jibes and causes the boat behind to divert them he breaks a rule and will get a penalty. In two of our races we (Red Boat) were given sufficient room to jibe (see Fig 1) and could come back on a starboard beam reach and then fly into a start.

2. Knowing when you can be luffed

What if your are on the beam reach and the overlapping leeward competitor tries to luff you up (Rule 11). This happen to us in one race, but because they have overlapped us from astern (and not tacking into an overlap), they had no luffing rights. As the boat tried to luff us, Ben reminded them loudly that they had no luffing rights (understatement). 

Their next option was to hope that we over ran the port starting buoy and to screw up our start (see Fig.2). We slowed down and got to the line with a couple of seconds to spare before the gun.

If we had mistimed it we would have had to jibe and then start - game over. We had priority over the other boat, forcing it to to jibe and so giving us a 2-3 boat length advantage.

A case of Annie Lush's "risk versus reward" working in our favour.

3. Overlapping 2 boat lengths from the mark (Rule 18.2a)

In the next race, David was ahead at the upwind mark. Two boat lengths from the mark, we were overlapping (just). Again Ben fired off a broadside of the ISAF rule book and David gave us room. We were near straight into the wind having tack a boat length too early, but Ariane let out the jib with perfect timing and our momentum was enough to get us around. Again risk involved as we narrowly avoided touching the mark.

 

4. Going downwind, overtake leeward or you can be luffed.

If you are trailing in the downwind leg, the race is by no means over. You can use the spi to take out all the wind from the leading boat and then pass with your superior speed.

However, one rule worth knowing is the right to luff up a windward boat (Rule 11). As one competitor began his overlap whilst raising the spi, we luffed him up, again with aggressive reminders of the rule. If they had passed us to leeward we could not have luffed him (but maybe there wasn't room). So if you are the leading boat, make sure there is no room leeward to him to pass.

Happy sailors with a well earned beer! (pic: Haude)

Regate des Pirates

The Regate des Pirates is the last race of the Petit Lac championship, which is a 10 regatta affair over the season including the Bol d’Or. In order to maintain YCC’s favourable ranking, I was instructed as skipper to “just make sure you just finish”. I completed this mission albeit in last place (plus 4 DNF behind). Crew were Helen M and Mattia C (and who take no responsibility for this finish!). Sailing on Lake Geneva (and in general) is a lesson in humility. What can I learn from this experience?

Anyone for sailing?
Source: smichels (Flickr)

The start

The race runs from Yvoire to Hermance – a 25 km round trip. It was a mixed of classes with 15 Surprises and another 20 or so bigger boats. The start involved just a four-minute gun with no start gun. No surprise then that there was a general recall. The SUs’ strategy for the start appeared to be let the big boats take the pin end, and either come in a second wave behind them, or take the middle of the line. The favoured end in terms of wind was also the pin end.

Lesson 1: Read the Instructions: When it only mentions a 4 minute gun, don’t assume there will be other guns and flags afterwards.

Lesson 2: Follow what the book says and seek clear wind at the start. This is probably more valuable than trying to get the pin end, especially when there are bigger boats around

The first leg

The first leg was upwind for 1 km and then round the buoy and head downwind for Yvoire. Starting half way down the line, we tacked early to port to head for the windier side of the course. We witnessed a clash of 2 boats - inexplicable as no traffic around them. At the mark we had starboard tack advantage and could cause a boat to steer out of the way. Round the mark we got the spi up in good time and headed for Yvoire. We had around 10 boats behind us.

At Yvoire it went horribly wrong. The wind turned 180 degrees and dropped - we spent 20 mins not moving. The boats behind us, passed us.

Lesson 3: As the wind drops avoid dirty wind of other slowing boats - keep momentum for as long as possible - don't move on the boat

The return leg

By the time we turned the mark, we were the two last boats. They headed for the middle of the lake. We tried the edge of the lake for thermal winds. The three of us finished 2 hours behind the rest of the fleet, despite having all been together at the mark. I can only assume that there was a sudden drop in wind that created this gap.

Lesson 4: Don’t make plans for the evening if you are sailing with me in a regatta.

Shout "Protest"

This Sunday's YCC Drag Race involved twelve short races. There were two of us in Laser 1s, a Laser 2 and the RS400. 4 Lasers from a CNV course with teenage helms and their coach in his inflatable made a welcome addition to the fleet half way through. 

The regatta was useful for two things: starting practice and learning how to make a protest. Both are important aspects in gaining advantage over competitors in races. The first for obvious reasons. A good start gives you a huge advantage. The 2 races that I won out of the 12 were down to a combination of a fast start combined with being at the favoured end. The 10 races that I didn't win were due largely to catching dirty wind, mistiming the start and getting into irons, which is easy mistakes for Laser novices like me to make. 

Knowing the rules can give you an advantage as it could help to raise your ranking  - depending on relative positions (see below). I had to avoid Julie helming the RS400 who was on a port tack at the start and called "Protest". I then filed a Protest after the race - Julie and I sat in front of the panel (Rob) and were duly informed that the Protest was invalid because I had not marked the number of the race and the time it happened. According to Rob, the absolute minimum for the protest form is that you describe the incident + the time + the place where it occurred. At club level, it would be sufficient to state that it was "race 27, 2nd leg, shortly before reaching the zone of the windward buoy". 

How do you remember which it race it is? Take a white board and marker with you. If I had managed to file this info, I would have climbed from 4th to 3rd perhaps (as yes, boats on a port tack should move out of the way of those on a starboard tack). Julie quite rightly wanted to file a Protest against me for my port tack approach at the upward mark. She had hailed "Tribord" but not "Protest" after I had not moved out of the way quickly enough. She was allowed to file a protest, but this protest too would have been found "invalid" in the absence of not hailing "Protest". Like me, had known the right procedure, she could have gained some extra points (relative to me). 

Other highlights of the day included the boom smashing me square on the forehead...end of race 12, I lost concentration. 

Thanks to Andrea for helping us rigging the Lasers ...to Rob and Ricardo for organizing the day - putting out buoys, recording races, awarding points, taking registration fees, judging... 

So I finish with Rob's pointers to Julie and I in a mail from today Minimum requirements for lodging a protest: 

On the water: [RRS 61.1a] 

- hail "protest" 

- if hull > 6 m: show a red flag 

- if hull > 6 m: fix the red flag in the rig until the finish On land: - protest must be in writing - "the incident, including where and when it occurred" [RRS 61.2b] 

 Notes: - if you realise you break a rule (protest or not !) then immediately sail clear of other boats and take the penalty turns (1 turn if you touch a mark, 2 turns for all the rest). 

If you do this, you can't be penalised further 

- if you don't, you risk being disqualified.

- if you protest or are protested, then do not discuss on the water, do not ask questions, do not answer: only 1 word is used, "protest" 

  - if you decide to file a protest, beware that you can't gain, but can lose, when you protest a boat that finished behind you and in front of your nearest rival in the series ranking list ! If you win your protest, your nearest rival will move up one place. In addition, you can be disqualified as a result of your own protest (this is not uncommon).

Link to Sailing World article on Protesting

Europa Cup on Mic Mac

Over four days from last Thursday through to Sunday, Mic Mac took part in the Europa Cup. The crew was Ariane McCabe, Charlie Mueller and Ursula Vogel all of whom have a lot of experience. I skippered the boat having, recently passed my SU test and came 8th in Semaine du Soir last month, so ready to take on the best of Lake Leman. Here are some impressions to share with the club from a novice skipper, racings at a high level for the first time.  Pictures show Mic Mac and others heading out in Bft 6 on the last day (Pics: Moby Dick)

Secrets of success This month's Skipper magazine gives several secrets of success for Surprise racing including a clean hull, avoid healing more than 10 degrees, have a crew that gets on with one another (as then you can train a lot), follow a good boat, practice starting.

 A clean hull When I arrived at CNV for the registration on Thursday morning, three boats were lined up waiting to be lifted into the water. One crew member was polishing his already shining hull. Having finished last in a race on Thursday, Charlie and I took the magazine's (and Rob's) advice and jumped in the lake and cleaned the hull with a new sponge. Not much in the way of algae came off but we enjoyed the swim. The next day we managed a finish 6 places higher, but I think this was due more to working the spi well and getting a good start. Anyway, the satisfaction of having 5 boats behind us was immense. ---

A crew that gets on This advice makes sense – there was plenty of banter and laughing and when the time came for racing we focused on that. Many boats were made up of young crews who must have spent a lot of time training together. The winning boat Mirabaud 3 was made up of a 50 year guy (who works with Alinghi) skippering and what looked like his 16 year old kids. In fact, the awards ceremony consisted largely of sunburnt teenagers collecting prizes.  

Follow a good boat This advice seems as useful and telling a sprinter to follow Usain Bolt. I lined up Teo Jacob and Mirabaud 3 a few times at the start but they shot out faster than us, presumably having time timed their speed better, avoided having boats closer to their lee (and other mystery factors which I am still trying to work out).  

Practice starting (and shout a lot) This was not Semaine du Soir. The main feature of the starts was crews shouting at their starboard boats to luff up (“get out of the way” to land lubbers). This started around 1.5 mins before the start and crescendo to near screaming at the gun. Similarly at the upwind buoy, we could hear (from distance) crewing shouting at oneanother. We met a previous European champion on the committee whose advice was never to give way at the buoy. I guess he had a friendly insurance agent. Same story at the downwind buoy – shout “de l’eau!” Our starts improved a bit over the four days. There is a trade-off between starting at the favoured end and getting clear wind i.e. not having boats within a length lee of you. I aimed for the middle of the line but it was still congested and can’t say I have found a formula yet. My 10 year old son Tom recently won an Optimiste regatta in Versoix, but has not offered advice on starting. Sailing in a gale on Lake Léman Sunday, the last day of the Championship, we arrived at Port Choiseul and a gale was blowing. The meter in CNV restaurant read Bft7. Halyards were screaming and flags flapping hard. The lake was choppy, dark brown with white sea- horses everywhere. We agreed to go out and toyed with the idea with taking the motor. Our neighbouring boat Indigo from Cannes said “mais pourquoi? Il y a du vent”. I guess this was a basic Mistral for him. We got away from the moorings, bore away (let the kicker out!), headed downwind for a few seconds towards where the ynglings are moored, tacked and beat upwind to the entrance, turned about and flew out of the port on a beam reach. The start was an accelerated version of the last three days – no meandering around, jostling for position, but flying down the start line. The upwind beat meant sailing into waves, bearing away in the trough. Downwind, we took advice not to fly the spi (no point getting an extra two knots at the risk of broaching which a leading boat did). With the main not reefed and flying a jib in place of the genoa, the boat still planed on top of waves at around 10 knots which was exhilarating. Less so, was nearly broaching as we turned the mark. At the end of four days, my concentration had faltered. We got back to port. At the bar, the ex- champion slapped me on the back and said “Bravo, ton baupteme!” Finally thanks to Michal for assigning me a boat as skipper and Rob for coming down to adjust the rake of the mast and providing lots of advice.