Update
Farewell, sporting giant. Arguably the greatest racing driver never to win the F1 world title, Sir Stirling Moss passed away peacefully in London in April at the age of 90. Moss continued winning classic events until he retired from racing for the second time on the eve of the 2011 Le Mans Legends support race (aged 81) where after a single practice lap he realised that to go as fast as he was capable for the first time he was starting to really scare himself. Moss first retired after a huge crash in 1962 ended his Formula One career, when after spending a month in a coma he similarly declared that he had lost the extra tenths that he – and he alone – could deliver
negative comments being made publicly, it would do our sport and those involved good to say a few words. I happened to be there. Driving the J that was on starboard. My goal is not to cast blame, but to shed some light on the characteristics of driving a J boat, what might have actually happened and why it is important to gather facts before inflaming a situation. First it should be noted that these are 43m-long, 180-ton J Class
yachts, with a full keel and a keel-hung rudder. These are not your typical modern keelboats. They track in a straight line very well. They do not turn so well. They are the most difficult boats to sail and race well, and it is that challenge that we so enjoy about them. Next it should be noted when and where the incident occurred.
Some fouls occur from an over-aggressive boat seeking an unfair advantage. Some do not. And there is a difference. This one occurred at approximately 1:40 before the start. Half the fleet were still on port and not yet on their final approach. This foul was not at the start, for example, with a barging boat foolishly forcing its way into a space that did not exist. This incident occurred with Svea on port tack, hitting Topaz on
starboard, at about the port runner winch. And so what actually caused it? I was not on the port tack boat
to know exactly what happened onboard, but I will offer some possibilities. Perhaps the driver did not see Topaz behind the big overlapping genoa? Maybe there was a miscommunication between tactician and driver? Maybe there was a change in plan, too late? Some have commented that starboard should have done more
to prevent the damage. I promise you they did all they could, and I remind you that it takes several turns of a big wheel, and many seconds, before a J boat even thinks about changing course. Two of the sport’s best umpires were watching the whole situation
unfold, from two separate RIBs. And the findings of the protest were agreed to by all parties: both umpires, and both teams. To quote from the Conclusion of the Protest Decision: ‘Svea failed to keep clear as a port tack boat and broke rule 10 & 14. It was not reasonably possible for Topaz to avoid the collision.’
14 SEAHORSE My point is that one should not take a few seconds of video and
pretend to know what actually happened. Let’s better protect our sport from the judgmental and mean spiritedness that have taken over so much of our society’s conversation. These are some great owners and teams that are keeping a segment of our sport alive and thriving, and providing some great racing in magnificent yachts. Our sport, and the world at large, does not need more inflamed and negative accusations.
CASHBACK? – Dobbs Davis Disruption to sailing is no longer news, unfortunately it has become a painful reality. And with no clear models of what to expect ahead, race organisers are having to make up their cancellation policies on their own without the benefit of precedent to guide them. On the one hand, there is optimism and enthusiasm, where
hundreds or even thousands of hours of effort and cash have been invested in arranging, planning and organising a race, and maybe simply delaying the schedule will work. Yet no one knows when it’s safe to come back out from our caves, so rational planning is near- impossible. This is not like The Crisis in 2008 when support money dried up. Racing could still be done, just in a more modest way. This is different because while safety is paramount for everyone
the policies of protection become hard to comprehend when as sailors we’re accustomed to adversity and controlling risk, it’s part of the game. Danger of having no money is one thing, danger of impending sickness or even death is something else. The default position of just throwing an outright ban on everything
for an indefinite period is also not acceptable – we need to plan for future goals in a sport that is so insistent on proper preparation. Surely there’s a work-around here, since after all we’re not in
a stadium or confined space, we’re at sea in the great outdoors. The paranoia can get stretched to absurd proportions: the argument that sailing your Laser in a creek is unacceptable because you’re putting the rescue services at risk seems crazy in an activity whose
INGRID ABERY
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