yacht race starts

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The Tactic of Sailboat Racing

• Introduction
• Track optimization
• Long distance
• Miscellaneous

In a hurry? You're an amateur sailor?

Then visit our Tactics Lite page

You know the rules of the game?

Nevertheless it might be useful to have a closer look at our page Rules Crashcourse

We all know that the start is the most deciding factor for the final result of a race.  With a bad start and post-start phase, the race is over. 

With good speed and tactics you might still overtake several boats, but you won't see the leaders until they come back on the downwind leg.  Because the start is so important, we are going to look at all aspects of it in detail.

The individual phases of a start form the headings of this page

• Preparation for the start
• Pre-start phase
• Post-start phase

Preparation for the Start

This phase begins with arrival at the race location about 10 minutes before the Start. The importance of this phase is under-estimated by many regatta sailors; they often arrive at the Start zone very late, especially when there is stronger wind. The reasons for this are often 'I don't want to wear myself out too soon', or 'Why should I ruin/damage my sails?

Young sailors in particular think its cool to be still standing on theshore, when everyone else is sailing to the Start zone. Watch your role models, the ones who always win races. It can be that even they arrive late at the course, but possibly only because they arent taking the race completely seriously and know that they can beat you anyway. At races where they are not superior and are sailing against others with equal potential, the will be among the first into the water.  This is because there are a lot of things that need to be done, time is short anyway, and unnecessary stress is the last thing you need at a start;  adrenalin levels are high enough there anyway.

So – when should be be in the Start zone? 30 minutes before, 60 minutes before? That's not so easy to answer. As always, it depends. How long before the Start the race organiser normally lays his course, what the starting order is how difficult the area is, whether currents can be expected, whether we have a helper on the water who will collect information and support us, or whether we are relying on ourself alone.

All these factors are important for judging the right moment to run out to the Start.   There's no sense in waiting around in the cold out there if it hasnt yet been decided exactly when you are going to sail.

So when should we be in the Start zone?  The only correct answer is – in time.  In time to be able to collect all necessary information and to formulate a plan for the Start.  We shouldnt forget, we are talking here about tactics.  In the preparation time for the Start we must also adapt our boat to the prevailing conditions and, depending on the boat class we are sailing in, choose the correct sail for them.  That too takes time.

So the first job in this phase is

Collect information

In most cases the marks won't be laid out when we arrive on the regatta course, so we have a little time to occupy ourselves with the weather conditions.

If wind strength and direction agree with the weather forecast generally, what do the clouds look like?  If our observations agree with the weather forecast overall, we can assume with some certainty that the other information we have taken from the forecast will be correct.

For our plan we need further information though:  is the wind oscillating around a constant direction or is it blowing steadily in one direction. Possibly the wind is blowing in one direction, but this constant flow will be overlapped by other deviations. On which side of the course is there most wind?  Are there land influences -  for example covered areas and obstacles caused by the shore formation? How do we get all this information?  Since we seldom have coaches with us on the water, who provide this information, we are obliged to get it ourselves. But even if a coach were to do everything for us, we shouldn't blindly depend on the data provided, but make our own observations and records and compare this in the pre-Start discussion.  The practice of recording the wind direction every 5 minutes has proved itself.  If our instruments are sufficiently well calibrated we can depend on the True Wind Direction they indicate. In most cases it will be most accurate if you position the boat against the wind and work with the compass. If we know the turning angle of our boat in the prevailing conditions, its not necessary to turn the boat against the wind, we simply need to note the course on which we are sailing.

We can test the supposed turning angle if, immediately after noting the course, we make a turn and note the new course afterwards. But be careful; first of all the boat must have reached its target speed for the prevailing conditions. 

If we have collected this data for some time, all that remains is to turn this data into information. From a simple graphic which one can easily produce, some information can already be gained. For example: main wind direction 20 degrees, oscilating 10 degrees around the main wind direction.  Amplitude circa 4 minutes, strength constant circa 12 knots.

In any case we should now know (or at least believe we know) what we need to do.

With regard to the wind direction:

• Winddirection turns constantly to the right
• Winddirection turns constantly to the left
• Wind varies circa x deg around the main wind direction
• There is no recognisable wind pattern

With regard to the wind strength:

• Wind is increasing
• Wind is decreasing
• Wind is evenly between x and y knots
• On the right of the course the wind appears to be weaker
• Because the course is far away from the shore, no land influences are expected

With regard to the current:

• The measurements and observations have given no indication for current

That is already quite a lot of information that we have in advance of our competitors, who are just arriving in the regatta area.  Isn't that a great feeling, always to be a step ahead of competitors?

Even if the course is settled, many more challenges await us. How far from land does the course lie? Will we have to reckon with land influences? Can we see all the marks?   If we are unsure about anything, we can ask one of the regatta organisers or another competitor who we are friendly with.

Towards the end of the pre-start phase, we should focus intensively on the situation at the start line.

Determine the favored side of the start line

Now is the time to determine how the line lies relative to the central wind direction. You should know, thanks to your preparation for the start, how the wind is going to develop and the preferable side of the start line depends on that.

As long as the windward mark cannot be reached without tack it doesn't matter whether a direct line from the starting vessel or from the Pin End is shortest.  The deciding factor is how the start line lies in relation to the wind.  If the wind is coming from the left of the start line, the Pin End is preferable.  If it is coming from the right, the starboard side is preferable.

The following diagram shows that the boat starting at the Pin End has an advantage over the one which started by the Start boat.  Just after the start the green boat gains the advantage by a tack and the following turn to the right.  As mentioned before, the position of the windward mark is irrelevant.

But what is the situation really? 

The wind varies by 20 degrees left or right.  The mean wind direction is 10 degrees to the right of the starting line. Just before the start the wind moves to the left.  Everyone tries to reach the Pin End of the line quickly to benefit from the supposed advantage.  Directly as the starting gun is fired, the wind changes to the mean wind direction. Finally, red will benefit from starting on the right hand side of the starting line and will reach the windward mark before green.

Take bearings to land objects

Because its very difficult to work out, from the middle of the starting line, how far away you are from the line, it makes sense to take bearings to land objects. With a land bearing it is significantly easier to estimate how far away from the line you are. But land bearings are not available at all times. Apart from this land bearings are often concealed by other boats at the critical moment.

Pin End bearing

Especially when the Pin End side of the line is favored, it is often sensible to take additional land bearings to enable us to realise whether we are to the right or left of the layline to the Pin End Mark. Normally a battle will develop before the start for the leeward position of the boats which want to start at the Pin End because only one boat can win the optimal starting place.

The following animation shows the typical approach of the boats at the Pin End mark. the port bias is about 10 degrees.

The red boat didnt break off the fight for the optimal position in time and has landed in the so-called death zone, from which there is no possibility to escape.  The green boat took a bearing of the maximum high course to the Pin End starting mark during the preparation for the start.  (Bearing between the anchored dinghy and the pin end mark).  Because green recognised that to defend the last attack by red would result in both boats being under the Layline, green decides not to defend the last attack by red so it can head for the Pin end and cross the starting line from the left with free wind and full speed.  On the other hand, this bearing can also help to recognise that one more attack can be made to reach the optimal position, which without the sounding you wouldn't have dared to do for fear of landing in the dead zone.

Electronic aids

Pre-start phase.

This phase begins about 10 minutes before the start and lasts up until about 1 minute before. It is important in this phase not to be too far away from the starting line.

Controlling the starting line

Are our conclusions which we made about the starting line in the pre start phase still correct?  Would/will the starting line change?  Competition organisers like to change the starting line by extending or shortening the anchor chain.  This can be done very discreetly by remote control of the windlass.  So it is necessary to watch the starting boat and the Pin End very carefully in this phase.  We know that the starting line can be altered up to the time of the preparatory signal, and good competition organisers will use this opportunity.  For larger boats with many crew members it can be a sensible to task one of them with watching to see if the starting line will be changed.

If your plan passes this check, or if it needs modifying due to new information, you should now know on which side of the starting line you want to sail.  Is your plan to sail more to the left or the right of the course, or rather to go to the windward mark in the centre of the course.

Where are my opponents?

Usually this question is less important at the beginning of a race., than towards the end, where you     don't have to sail against everyone any more, but only against certain boats.  There will be a special chapter on this on the 'Miscellaneous' page.

Positioning at the starting line

About 3 minutes before the start, you should have a plan for how to approach the starting line. If the wind is heading roughly straight towards the line, you should on no account think of port tack start.  Because you have decided that you will start on starboard tack, the next thing to decide is how to approach the starting line. There are two variations here, which both have their advantages and disadvantages.  The conventional beginning of an approach to the start position from the right has the disadvantage that you have to decide very early on from which position to move to the starting line.

The approach from the left offers many advantage, especially if you intend to start from the right hand side of the starting line, which doesn't necessarily have to be directly next to the starting vessel..

The following diagram shows a typical distribution of boats at the starting line.  We're now going to analyse the starting position of each boat.

Situation:   Boat 1 approaches the Pin End with the wind coming from the left.  Because the starting line lies neutral to the wind, this boat has no chance of passing the starting line. Boat 1 has to keep clear from boats 2 and 3.

Options: Boat 1 cannot pass behind boat 2 without hindering boat 3. The only option for boat 1 is a quick tack and then to pass the pin end mark on the wrong side. Immediately bear down and gybe to restart behind boat 2 and three. However, in this case Boat 1 must keep clear from any latecomers sailing on starboard.

What do we learn from this?   This, or a similar position, must absolutely be avoided. This boat, thanks to a bad approach, has already given up any chance of a good start, way before the starting signal.

Situation: Boat 2 finds itself in the leeward of Boat 6, but below the layline.  Possibly it went a bit too far in the duel with 6 during the approach to the Pin End. Directly to windward, below the layline, boat 6 is right behind boat 7.

Options:   Maybe there is a possibility, to luv in the wind to pass the line on the correct side. However, even if the momentum is enough to cross the starting line, there are two problems. If it is not possible to keep away from the mark and Boat 2 touches it, it is doubtful whether in this case there is a possibility to take a penalty under Rule 44.1a., because Rule 44.1b states that if a boat despite taking a penalty, gaines a significant advantage in the race she has to retire.

The second problem is boat 6, direct to windward.  According to Rule 11, boat 6 is the windward boat and has to keep clear. However, under Rule 16.1, boat 2 is restricted in its freedom to move and shall not make an abrupt change of course, which would be necessary to keep away from the mark. Accordingly, the only option for boat 2 is to break off the start, to pass by ileeward of the pin end mark, to gybe at the first opportunity, make use of the first gap in the starbors starterst, and to sail over the starting line on port tack.

What can we learn from this?   Avoid sailing below the layline to the Pin End at all costs; often you are so focused on the battle for the optimal Pin End start, that you make one more attack or defence to win the Pin End and then you find yourself below the Pin end layine. It is helpful in such cases, to have a Pin End layline bearing to a land object or anchored ship or something other not moving object. Have a look on chapter " Pin End Bearing ".

Situation: Boat 3 is a so-called late starter. At the starting signal he is a good two boat lengths behind the line and apart from that is sailing on starboard tack, below the left layline. There is non boat immediately to windward of him..

Options: Boat 3 can tack to approach the line on port tack. If boat 3 has to keep clear of other boats approaching the line on starboard tack. with right of way boat 3 can try a leeward tack and arrive at the left side of the course with relatively clean air. Another possibility would be to dive in behind the boats with right of way to look for the way to the starboard side of the course. But I think that if boat 3 had wanted to get on the starboard course side, it would have chosen a starting position near the starting boat.  Also the loss of distance caused by frequent dipping in behind is so great that it would make it impossible to stay in touch to the leading boats.

What can we learn from this?    Definitely avoid sailing beneath the Layline at the Pin End. Nevertheless the options in this case are much better than those of boat 1 and boat 2.  Because  he is two boat lengths too late, more possibilities open up for him than for boats 1 and 2. This doesnt  mean, however, that it's generally better not to be up on the line.

Situation: Boat 4 sails 4 boat lengths behind the starting boat on port tack. Options:   The only option for boat 4 is to sail behind the field. The skipper of boat 4 is either not knowedgeable about the rules and because of that is trying to avoid all conflict, or he hasn't been involved very long in regatta sailing.

What can we learn from this? Before it gets to a regatta you should get to grips with the matter and practice the approach to the starting line in training competitions. Taking part in regattas with the lack of this knowledge is a waste of time and money.

Situation: Boat 5 has gone too far to windward.  His course on the wind leads direct into the stern of the starting vessel. It is known that on the starting marks normally Part C (At Marks and Obstruction) of the Racing Rules of Sailing does not apply. Therefor boat 15 is the right of way boat under Rule 11. 

Options:   Boat 5 has the possibility of quickly luffing and pass the starting vessel on the wrong side, then a tack and a gybe and a new start.  How far will the good starters then be?  If it is a small and light boat, there's a possibility for it to stop completely and wait until boat 15 has passed and then start. Then you would come away with a black eye.  

What can we learn from this? The start in the optimal place can quickly become a nightmare. Nowhere is it more important to weigh up risks than at the start. Especially with a neutrally laid starting line like this one, it is seldom sensible to want to be the first boat leeward of the starting vessel..

Situation: Optimal timing in pre-start phase enabled this boat to have the perfect Pin End Start. The boat has clean air and the freedom to tack.

Options: Boat 6 can now set its perfect plan in motion, without being hindered in its execution by another boat.

What can we learn from this?   With a perfect start we are halfway there. Things couldn't go better. Even a port wind shift would have been a problem for boat 6 thanks to its freedom to tack.

Situation: Boat 7 starts at the Pin End, but lies immediately behind boat 6.  Boat 7 hat freedom to tack.  Boat 7 abstained from the last duel with boat 6 in order not to end up below the Layline.

Options: Boat 7 has to tack immediately after the start in order to escape from the bad air of boat 6. With an perfect tack lee of boat 9, boat 7 could reach clean air again and get to the left side of the course that he probably prefers.

What can we learn from this?   Because boat 7 broke off from the struggle with boat 6 for the Pin End in good time, he is able to save his start and finally, although not the first boat, reach the side he prefers and can sail in clear after a few seconds after the starting gun.

Situation: Sails on port tack, relatively unbothered but almost two boat lengths behind the line at the end of the left hand third of the starting line.

Options:   Although boat 8 completely slept through the start, a quick tack offers him the possibility of beginning the upwind leg with reasonably free wind and that is more than could have been expected with that starting position. Boat 7 won't bother him for long after his tack. Because boat 6 will tack to avoid the dirty air of boat 6.

What can we learn from this? The important things is to predict the situation and the behaviour at the start and to deal with it quickly and proactively. If boat 8 does not realise that boat 7 will tack immediately to escape the bad air from boat 6, boat 8 would wait with his tack and then for long time will be dealing with bad air from the crowd on the starboard side of the line.

Boat 9 Situation:   Boat 9 starts from about the middle of the starting line, about half a boat's length behind the line. His competitors are neither direct to windward, nor direct to leeward. Options:    Because boat 9 isn't involved in any kind of duels, it has the opportunity to fully concentrate on the VMG to the windward mark.  No other boats can hinder the execution of his tactical plan. What can we learn from this?    If the starting line lies neutrally, starting from the middle of it is a good choice. The likelihood of being able to go across the line unmolested and with maximum speed is significantly greater from here than at either end of the line. The gap of half a boat's length arises because its not so easy to judge the distance from the starting line in the middle as it is at the sides.  Diagram 107 shows the typical sagging of a starting line in the middle.  In this case, the yellow boat has split up the slack and has moved far forward.   This encourages the boats in his vicinity also to move further forward. Die Abbildung 107 zeigt einen typischen Durchhang einer Startlinie in der Mitte. In diesem Fall hat das gelbe Boot den Durchhang geteilt. das gelbe Boot ist weit vorgefahren, Dadurch ermuntert es die Boote in seiner Umgebung ebenfalls etwas weiter vorzufahren.             Boat 10

Situation:   This boat is the one lying furthest to leeward of the group starting on the starboard side of the line. At the start, it lies almost half a boat length behind the line, but has free wind.

Options: Boat 10 can concentrate on his optimal speed.  An attempt to guarantee a windward position of Boat 11 by sailing higher could end with a collision with Boat 11.  A possible attack by by Boat 11 trying  to sail deeper and faster to get Boat 10 into his downwash can easily be countered by bearing away or, equally, acceleration.   Although Boat 10 started leeward of the first third of the starting line, it has no possibility in the immediate future to sail on the right hand side of the course.

What can we learn from this? With a well-designed / laid out line, it is a good idea to start leeward of the windward throng /group,  but, however, only if you want to be on the left of the course, or if you want to cross to the middle and catch the wind currents/gusts.  Due to the fact that you won't know the exact bearings of the boats at the starting line, you won't be so close to the line as the boats starting at the ends.   For this reason, it is not usually possible to sail to the right for some time from this position without having to pass behind several other boats, losing many meters' distance.

Apart from the situation of the starting line, the starting place directly next to the starting vessel is the most popular. Most boats try to start on the atarbord end of the starting line. On the one hand this is because its easiest when next to the starting boat to judge the distance from the starting line. On the other hand, its because after a start near the starting vessel, you can more speedily achieve the freedom to tack. This is a great advantage especially if your plan is to sail on the right hand side of the course to the windward mark. 

Its extremely difficult to give tips about starting near the starting vessel, because the most important skill for an optimal windward start is experience, and cannot simply be learned. One has to look ahead and judge how the situation will develop in the next seconds and minutes. However, it can be that competitors do something unpredictable, or even break the rules. Stay cool, don't let yourself be distracted from analysing the situation in a few seconds and coming to the right decision. Experienced sailors already know, minutes before the start, that their position at the approach is not optimal and can still react accordingly, while less experienced sailors fall into the trap and end up in the second row at the start, crowded by boats to leeward and windward. 

The most important thing is timing. Nothing is worse than arriving too soon at the starting line. You often see sailors who approach the starting line from good positions, but simply too early, and are only concerned to decrease their boatspeed in the last seconds before the start , instead of being able to concentrate on accelerating and crossing the line at full speed.

But enough now of mistakes and problems at the start on the starboard side of the line. What can we do to speed up the learning process and to belong to the good starters on the right side sooner? Timing can be practised; you don't even need a partner for that. You don't need anything more than a buoy and a stopwatch to practice it. You set two minutes on the watch and try to get as close as possible to the buoy, and to reach it within those two minutes.  At the end of the two minutes, depending on the size and weight of the boat, you should be 2-20 metres away from the buoy (2 metres for a small boat like a Laser, 20 metres for a heavy yacht). 

In the following animation you can see how important the positioning in the pre-start phase is:

Green positions itself relatively high behind the starting boat and realises too late the threat of danger of red and brown. Because Rule 18 of the RRS does not apply on the starting line, red and brown do not have to give way and can force green to break off his start, to pass the starting boat on the windward side, and to start again, with an additional tack and gybe, behind most of the other boats. It would have been better for green to reduce speed, to cross behind brown and red and to try  to establish an overlap leeward of these boats. Even if red and brown had averted this attack, and green had to abandon it, all three boats would have been further leeward after this manoeuvre, and green would no longer have been positioned above the starboard lay line. Nothing could then prevent a good start for green.

Red finds itself a little above the lay line too, but realises the danger from brown in time. He slows down his boat speed and crosses the stern of brown. He realises that brown has already got to reduce his speed, in order not to cross the line too early. This, together with the additional boost through bearing away helps red to establish a leeward overlap to brown. Unfortunately, with this manoeuvre, red gets to close to yellow. After the start it had to fight against the durty air from yellow. Luckily for red, yellow decides to sail a bit fuller to bring the turquoise boat under his control.

Brown has chosen an almost perfect starting point for the approach to the starting line. Not too high, but high enough to reach the starboard end of the starting line well. No boat to leeward. Already at position 1, one can see that Brown will have a good, if not the best, start. Brown reacts correctly to the attack by red and tries by luffing to win some space from him. Brown doesn't give in to the temptation to give up his optimum position, to prevent being overtaken by red.

Yellow Yellow forgoes from the outset the optimum position as first boat leeward of the starting boat, and positions itself below the lay line. Not very aggressive, but relatively safe.  In this position there is more room to manoeuvre and the opportunity to react to unexpected things is greater here than directly next to the starting boat.  Yellow can also cross the line at full speed, relatively unbothered, at the starting signal.  In fear of coming in a cover from red, yellow bears away a bit, accelerates and stays in clean air. The disadvantage of yellow's position is that it doesn't have any freedom to tack.  Yellow's plan before crossing the start was to sail more on the right hand side of the course. Yellow sticks to his plan and doesn't want to wait until red falls back sufficiently in dirty air before he can make a tack to the right.  Because of this, yellow bears away immediately after the start to gain enough space behind red to cross to the preferred side of the course.

The fight for the Pin End

The main problem with a Pin End start is that only one boat out of the whole field can have an optimum start. The following animation shows a typical battle for the best position at the Pin End. Each of the boats tries to reach the leeward position of the other which results in a typical snake-like course. At red's last attempt to position himself leeward of green, red lands below the port lay line of the starting line.

Green, due to his heading to the anchored dinghy, has recognised in time that another defence of his position no longer makes sense, because he would end up below the lay line at the Pin End.

Starting on port tack

This is really only an option in exceptional situations, and then only if you have good insurance.  One can attempt it in exceptional cases, if the starting line lies extremely badly.

A further criteria for a successful port tack start, as well as the situation of the line, is the width of the boat. With very wide boats, for example catamarans, it is simpler to perform a port tack start from the left at the Pin end, simply because the space from boats approaching the Pin End on starport needs to be significantly larger, in order to keep clear from the pin end mark of the starting line.

The start phase begins about one minute before the start and lasts until the starting signal.  Our aim in this phase is to cross the line in the planned position with maximum speed.

The most important thing at the beginning of the start phase is to defend our position. It is important to retain the ability of our boat to manoeuvre at all times. Only then can we defend our boat from attacks by the boats around us. Nothing is more frustrating than to have to give up our fought for place to a boat overtaking leeward from behind, just because we couldn't close the gap in time. In this phase, we must also not get too close to the starting line because that means we would have to reduce speed, lose our manoeuvrability, and with it our readiness to defend. We also need space up to the line to be able to accelerate to our target speed. Naturally, all that depends on the boat on which you are sitting; with a Laser you can sail closer to the line than you would with an 8 ton cruiser racer. The more weight our boat has, the further away we have to stay from the line to allow room for the acceleration phase.  The angle to the wind is also dependent on the size of the boat. With a small, light dinghy you can almost place yourself against the wind and still maintain  manoeuvrability, because with a short, abrupt rudder movement the angle of attack of the boat can be changed within seconds. With a heavy yacht without motion, there's no quick opportunity to change the boat's angle of attack to the wind.

Accelerating

According to the weight of the boat, you have to fully accelerate some time before the starting signal. This acceleration phase and the timing at the start can be well practised; all you need for this is a small anchored buoy. You approach this buoy from behind on a fictional lay line.The aim of the training is to get to the buoy with maximum speed within a pre-determined time. You should practice this with every wind strength until the timing becomes instinctive. With a different type of boat, conditions naturally change and you need to train again.

Post-Start Phase

The post-start phase begins immediately after the start and lasts until one is sailing in clear air to the windward mark. How we behave in the post-start phase depends on how our start went. Let's begin with the worst case; there's an individual recall...and we have a bad conscience. . 

We are on the course side

Now we have a case which though it isn't very comfortable, but is part of regatta sailing. It would be bad to start to think only now whether the race official showed the P or I flag at the prepatory signal. In the start phase we should already consider an escape strategy for the event of an early start. If we start to consider, after the start, how we can get back to the start side the quickest, without hindering the others we are losing further valuable seconds.  Sometimes if an early start appears unavoidable, it is also sensible to break off a start and purposely to sail over the line and so get back to the start side of the race course faster.

Sailing is a gentleman's sport. Often, fair treatment of a competitor pays, because perhaps you may be dependent on their goodwill in a situation later on.  But this doesn't apply for the immediate post-start phase. Her the principle 'eat or be eaten' applies.  If you have the opportunity to cut off a competitor sailing above you, then do it.  If you don't you will regret it in the next squall, if your opponent can accelerate a little earlier and then comes down on you to kill you with his cover. You must do the same if you have an opponent close to leeward.  If there's a chance to fall down on him and to give him dirty air, then do it.  That way a lead of a few centimetres at the start can quickly become a lead of several boat lengths, because your opponent will normally need two additional tacks to escape your cover.

In the following animation, Blue and Yellow are equal at the start.  Yellow makes use of a small speed advantage in the post-start phase (it can be enough there that blue has briefly hit a wave) to fall onto Blue. Blue finds himself in dirty air and can only tack away behind Yellow. If Yellow hadn't immediately used this situation to his advantage, he would then have landed in the dirty air of Blue.  Now that Blue no longer poses any danger, Yellow can fully concentrate on sailing at maximum VMG to the windward mark..

Here, all three boats are all on a par with one another. Green recognises in time the danger which Yellow threatens and uses every opportunity to get nearer to Yellow.  Finally he succeeds in reaching the safe leeward position near Yellow.  Yellow finds himself in dirty air and only has the option to tack and to try his luck on the right hand side of the course. 

Gain advantages

If you started on the good side, you must try to use this track advantage to the utmost. A quick tack brings you in between the main field and followers.  He who waits too long and waits until the wind comes back again has lost his advantage.

Everyone, even a World Champion, can mess up a start. But stay active , try to take action and adapt your plan to the situation. Try to reach free wind as quickly as possible. If your self confidence is right; with some good moves in the post-start phase, you will catch up with the field.

In the following animation Yellow lost the start and finds himself in the dirty air of Green after the start.  With two tacks, Yellow frees himself from this situation and a few minutes after the start finds free wind again.

Stick to your plan

In the pre-start phase you carefully considered how to sail to the windward mark. Your plan is good, so don't abandon it just because your start didnt allow you to put it into action straight away. Usually there's a good opportunity to stick with it without much loss.

I can show you that with the two following animations:

The Violet boat actually has the plan to cover the starboard side of the race course. Because Green started immediately to the right of him, Violet has no opportunity to tack.  If Violet were to stay passive  it would have to sail on with Green on the left hand side of the course, and wait until Green tacks.  Instead of this, Violet actively follows his plan, bears away a little and slows his boat down until the gap between him and Green is big enough to make a tack and bear away behind Green. The loss of not even one boat length is measured against the fact that Violet can now carry on with his plan and, if the plan was justified, could potentially arrive at the windward mark several boat lengths ahead of Green.

But – be careful: its best not to bear away to early. in order to take away the possibility of Green tacking windward and in front of Violet.

In the following case, Violet wants to begin his upwind leg on the left side, but is prevented from carrying out his plan by Green, who had a perfect Pin End start, because the loss of distance and time caused by Green's dirty air would simply be too great. Instead of tacking and giving up his plan, Violet decides to be offensive, bears away behind Green until there is free wind and this way can continue to follow his plan on the left hand side of the course.

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STARTING STRATEGIES: LOW RISK, HIGH REWARD

Tricks for a better race start.

The first two minutes of a race is arguably the most important. Those first two minutes will define where you start on the line, and how much space is around you to accelerate. This makes starting one of the hardest skills to master in sailboat racing. Good news is there are a few tricks that can make starting much easier. These tricks focus on executing a start that is low-risk and has a high-reward. A low-risk start isn’t going to mean that you are leading at every windward mark, but it will keep your options open on the first beat so you can go where you want without being forced which will give you a better chance of rounding the top mark in the front of the pack. Once you are in the front, it is easier to hang in there.

In the video below, our expert Mike Marshall talks us through a ten-boat start where one boat, in particular, had the opportunity to contain the fleet and have a low-risk start with just one small decision change. Instead, because they were too early, they had to sail down the line which then forced them into a high-risk starting situation that gave them no control of the race, or their competition.

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5 tips: getting a good start – and the 60 seconds after that

• Belinda Bird
• August 3, 2015

If a good start is the key to good race, the last tack into the start and the first 60 seconds out of it are crucial, explains top America’s Cup sailor Terry Hutchinson

© ROLEX/Kurt Arrigo

The subtleties of a good start are more complicated than identifying a good spot to leeward and starting next to someone who is going to give space and be happy to be rolled – although they both seem to help.

For me, consistent starting comes from repetition of the process and having a team that is working together without the need for constant communication. Simple buzzwords such as ‘kill high, aggressive turn here’, or ‘smooth tack to upwind’ are just a few things that help to get the point across succinctly.

But a good start is as much about boat positioning before the start as it is about the 60 seconds after the start. For this piece we are going with the concept that a nice hole has been carved out for the slingshot.

Within this scenario I want to focus on a port approach and the 60 seconds after the start.

1. The final tack onto the line

Potentially there is no more important tack in a race than the final tack onto starboard out of the port approach. Proper boat control is paramount, but that control comes from a team effort.

In windier conditions there is a reasonable chance that both sails are half-trimmed, making the manoeuvre more difficult. The more the sails and rudder are working in unison, the less the helmsman will have to oversteer to compensate for poor trim.

This manoeuvre alone will set up the first part of the beat.

2. Control out of the tack

You don’t want to have a sloppy tack onto starboard and then have the boat blow sideways because of poor sail trim or too much rudder. Going into this manoeuvre proper attention to trimming both sails is critical.

As an example, on the Farr 40 there are two grinders on the main, a grinder and tailer on the jib and the rest of the team is full hike into the tack and then full hike out of the tack – this means bowman off the bow and hiking.

On a boat with pedestals it is ‘priority to the handles’ on the mainsail, as that will help the helmsman with the turn. If the jib is over-trimmed or main under-trimmed more helm is required.

The penalty will not be as much going into the tack, but more on the exit once complete on starboard. Out of balance sail trim requires more rudder, which has a domino effect on the build up of speed and compromises the helmsman’s ability to keep tight gauge to windward and maintain the hole to leeward.

3. Momentum and speed build

In the final 60 seconds before the gun the goal is to have momentum on the boats to leeward and windward. Momentum is king for a slingshot start. Inevitably, on a perfectly square starting line with all boats nailing the start perfectly, momentum will win the start.

Not having to put the bow down as much to build speed keeps a tight gauge to windward and opens up space to leeward, leaving more space to press when necessary to build speed and sail your own mode. If you spend the last 60s of the start trying to equalise the momentum with the boat to leeward there’s a reasonable chance that you will have used up all the space in the hole.

With speed and space, adjusting the momentum with the boat is easy. A slow speed build or big scallop to windward to wipe away speed is the easiest way. The team element here is key. Bowman, trimmers and tacticians need to appreciate that to win the start positioning, momentum over the boats to windward and leeward is vital.

See also 5 tips: the dip and the squeeze – tactics to help you muscle your way between competitors

4. Mode off the line

How many times do you turn to an upwind course and miss close-hauled? Too high or too low? Practise the wind up onto the breeze to get a feel for the perfect upwind angle.

If you have instrumentation, know the true wind angles and compass heading, or simply super-focus on the telltales. Other bits of information that will assist is a ‘final trim’ call from the jib trimmer to the helmsman.

The mode or ‘target boat-speed’ should be determined pre-start. The tactician should be able to give the helmsman three numbers. For example, on the Farr 40 we have normal, high or fast forward. Normal is target speed set by the current wind speed, high mode means sail as close to target as you can while maintaining the lane and fast forward will mean target to 0.15 of a tenth over target.

This information is for the mainsail trimmer as in a ‘normal or slightly fast’ mode the speed will be controlled by mainsail twist as much as anything. In a high mode the jib trimmer may have to give extra on sheet tension for balance.

Standardise your crew calls, eg

• “Final trim” from trimmers to helmsman
• “Target boat speed” tactician to helm
• “Normal speed” = target for true wind speed
• “High mode” = sail high, but close to target
• “Fast forward” = target + 0.15 knots

See also 5 tips: bowman signals

5. Hiking for speed

The entire team needs to understand that in any race the game of inches is won and lost in certain situations. We have a couple of calls to hiking. ‘Superman’ is exactly as it sounds: arms out trying to touch your toes.

‘Max hike, max stability for two minutes.’ Prompts like this are critical so that the crew can pace themselves.

‘Medium hike for 20’ means hiking against the lifeline, but not 100 per cent. ‘Hiking to meet the puff’ means everybody on the boat tuned into the offside trimmer giving the breeze call.

It’s pretty easy to Superman and take initiative when you hear ‘puff on in 3-2-1, puff’ – at that moment if the entire crew hike as one, this will drive the boat harder.

Proper hiking is a vital tool and is equally important to the first 60 seconds of the race as sail trim, momentum and proper turn on the slingshot. Don’t be afraid to have a dedicated person to help prompt this aspect of the team.

The proper mode off the line is a combination of doing the little things well. It’s no big secret, but prioritise these and have a team that is tuned in and take pride in their job.

I greatly enjoy hearing that Barking Mad or Quantum Racing is the hardest hiking team on the water. It just means that we want it that much more.

Terry Hutchinson is one of the world’s leading tacticians. From the America’s Cup with Emirates Team New Zealand and most recently Artemis to many years calling the shots in the Farr 40 class and TP52s, Hutchinson has a long list of victories including a J/24 world championship title. He was Rolex Yachtsman of the Year in 2008

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The Sydney Hobart Is a Dream to Win and Formidable to Navigate

It’s complicated and difficult, but they keep coming back because, said one, ‘it’s the hardest.’

By David Schmidt

In sailboat racing, the fastest route between Port A and Port B is rarely a straight line.

This is certainly true of the annual Rolex Sydney Hobart Yacht Race, which starts on Monday. This classic test of seamanship and teamwork involves many complex navigational decisions, including negotiating the course’s mix of coastal and offshore waters, its fast-moving westerly weather fronts and the generally south-flowing East Australian Current.

Navigators invest huge amounts of time and bandwidth before and during the race, leveraging navigation tools and experience to determine how weather and current will affect the course’s challenges.

Lindsay May, who has served as navigator or skipper on boats that have won the race’s top trophy, the Tattersall Cup, three times, described the race’s 628-nautical-mile track as six navigational tests. There’s the start and the sprint out of Sydney Harbor, past the Sydney headlands; the run down Australia’s coast; crossing Bass Strait, which separates Australia from Tasmania; the stretch down Tasmania’s eastern coastline; the crossing of Tasmania’s Storm Bay; and the final leg up the River Derwent.

Bungle any of these and a team’s results can go south, fast.

In addition, teams sometimes elect to sail extra miles to reach faster or safer conditions, or sacrifice mileage for tactical positioning relative to the fleet. “You invest those extra miles sailed with the expectation that you’ll get a return on them,” said Stan Honey, an America’s Cup and Volvo Ocean Race-winning navigator who helped LDV Comanche set the race’s elapsed-time record in 2017. “The job of the navigator today is making these risk-adjusted investment decisions.”

Getting this right — or less wrong than the competition — demands that navigators possess world-class meteorological and technical skills to select the fastest course for their yacht.

This isn’t trivial.

“The mixture of the East Australian Current, the coastlines of New South Wales and Tasmania with Bass Strait in between, then Storm Bay, and then finally the Derwent River make the racecourse a real navigational-meteorological challenge,” said Will Oxley, a navigator who has also won the Tattersall Cup three times, and who plans to navigate the 100-foot Andoo Comanche (previously LDV Comanche) in this year’s race.

Weather is notorious in the Sydney Hobart. From 1945 to 2021, the race had an average attrition rate of 15 percent . In 2021, 38 yachts out of the race’s starting fleet of 88 retired, many because of equipment or vessel damage.

“The navigator’s role now is largely about weather and strategy, and it’s very much now electronically driven,” said Adrienne Cahalan, a two-time Tattersall Cup-winning navigator who plans to start her 30th race aboard the 39-foot Sunrise this year.

Local knowledge can also be important. “Just because of having lived and breathed the weather systems in this country, that will give you an advantage,” Cahalan said.

So will modern navigation tools. These include computers, software and lots of data.

Before yachts even leave the dock, navigators leverage these tools and information from the yacht’s instruments, its designer and handicap-rating systems (think golf), to create vessel-specific models called polar diagrams.

These predict how fast the boat will sail at different wind angles and velocities. Navigators then use digitized weather and current forecasts — called gridded binary files or GRIBs — which are prepared by official meteorological services. Navigators also use the yacht’s polar diagrams and performance information about each of its sails to advise the skipper on which ones to bring.

Navigators rely on the yacht’s satellite-communications equipment to continually download GRIBs as different models are released. These are fed to computers running weather-routing software to help determine the fastest route based on a specific yacht’s polar diagrams in the forecasted conditions.

Navigators game out multiple routing options based on the latest GRIBs and their yacht’s position relative to the competition.

“In the 2019 Sydney to Hobart race, there was a split breeze in Storm Bay,” Oxley said. “The high-res GRIB files did not show this perfectly, but they did provide strong evidence that it existed.” The team chose a route on the west side of Storm Bay, rather than taking the more standard routing. “This paid off and we managed to win,” he said.

This analysis is critical for making the most important decisions. For Honey, who plans to navigate the 100-foot Hamilton Island Wild Oats this year, these include making calls on how far offshore to sail after passing the Sydney headlands, how to handle the East Australian Current, how close to Tasmania to sail and how to approach Tasman Island.

Even with the polar diagrams, up-to-date meteorological data and weather-routing tools, human expertise still matters.

“The global met models do a great job these days in managing the big picture,” Oxley said. “Where they fall down is in managing the fine detail and dealing with land shadows and breezes.”

Others agree.

“If the forecast is wrong, it won’t be entirely wrong, but it will be wrong by being too fast or too slow, or windy or too light,” Honey said. “You have to think through what kind of characteristic errors you expect to see in the different forecast models, and that’s just experience.”

And it’s also where eyeballs can supersede screens.

“It is important to get your head out of the boat and look around,” said May, who plans to start his 49th race this year aboard the 74-foot Kialoa II . “The art of navigation is to be aware of the science, but the same time use your experience and see and sense what is happening.”

This often entails studying the clouds and sky, and peering between the lines of GRIB data.

“I do believe that intuition and gut feeling is an important part of decision making,” Cahalan said. She added that while contemporary weather modeling was clever, humans still needed to assess what the data presents.

“That’s the experience that you bring to the team, that’s where you bring value,” she said.

Wind whispering aside, navigators must also foster trust with the team’s brain trust.

“For me, the best system is where I spend a lot of time before the race laying out the plan with the whole crew, and especially the key decision makers, and then working to execute the plan,” Oxley said. “I always benefit from watch leaders asking questions and probing my recommendations to improve the final decisions.”

Crew knowledge also matters. Honey said he briefed the on-deck crew every two or three hours. “The better they understand it, the better they’ll sail,” he said, adding that this helps the sailors negotiate gusts, lulls and unexpected squalls.

Communication is especially important if a strategic move that results in a short-term loss of position is made for better position later, or when decisions are not obvious. “I make it clear whether I am 90 percent strong on a recommendation, or whether it is closer to 50-50,” Oxley said.

And in the Sydney Hobart, jump-ball calls can apply until the finish line.

While most of the race’s miles involve exposed coastal or offshore sailing, the out-flowing River Derwent stands as the race’s final crux.

May described the Derwent as miles of frustration, a time when navigators need to play their lucky cards. Arrival time is crucial. Most afternoons and evenings feature a useful breeze, while most nights are calm. “Light winds will only allow you to ghost along the shore, keeping out of the adverse current,” May said of nighttime arrivals.

Cahalan added that many races had been won and lost in the river.

Add up the race’s variables, coupled with its attrition rate, and there’s little question why this race attracts world-class navigators, who keep returning.

“It’s just so complicated and so difficult for the navigator,” Honey said. “It’s my favorite race because it’s the hardest.”

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The Ultimate Guide to Yacht Racing Rules and Regulations

• by yachtman
• September 6, 2023 August 26, 2023

Yacht racing is an exciting sport! It requires skill, accuracy, and knowledge of rules . These regulations guarantee fair play and safety. To really appreciate the activity, you must understand the regulations.

At first, navigating the rules may seem intimidating. But breaking them down into chunks makes it easier. One important point is the hierarchy between boats. It shows which boat should give way in different situations.

It’s also important to know the race signals. They communicate crucial info, such as race starts and course changes. Participants and spectators need to know these.

Stay updated on any rule changes or amendments issued by World Sailing . They refine existing regulations and add new ones to improve the sport. Knowing the latest rules will give you confidence.

Finally, read case studies of past incidents/disputes during yacht races. This way you can learn from mistakes and be ready for unexpected situations.

Understanding the Basic Rules of Yacht Racing

Understanding the Fundamental Regulations of Yacht Racing

Yacht racing involves a set of basic rules and regulations that govern the competition. These rules are essential for ensuring fair play and safety on the water. To help you understand the fundamental regulations of yacht racing, here is a concise 5-step guide:

• Start Line Procedure: Before the race begins, all yachts must line up at the designated starting line. This line is typically marked by buoys or flags, and competitors must position themselves according to the rules specified by the race committee.
• Right of Way: Yacht racing follows a set of right-of-way rules that determine which yacht has precedence in certain situations. For example, a yacht on a starboard tack (wind coming from the right side) usually has right of way over a yacht on a port tack (wind coming from the left side).
• Mark Roundings: Yacht courses often include marks, such as buoys or flags, that competitors must round during the race. The rules specify how yachts should approach and pass these marks to ensure fair competition and prevent collisions.
• Protests and Penalties: If a competitor believes that another yacht has violated the rules, they can file a protest with the race committee. The committee will then investigate the incident and may impose penalties on the offending yacht if the protest is upheld.
• Finishing Line: The race concludes at the finishing line, which is typically marked by buoys or flags. Yachts must pass this line in the correct direction and often have to radio or signal their finish time to the race committee.

These steps outline the key elements of understanding the fundamental regulations of yacht racing. It’s important to familiarize yourself with these rules to ensure a safe and fair competition.

Pro Tip: Before participating in a yacht race, take the time to thoroughly study and understand the specific rules and regulations for that event. This will help you navigate the race effectively and avoid unnecessary penalties.

Get ready to navigate through a sea of confusing jargon as we dive into the essential terminology of yacht racing – it’s like learning a new language, but with more wind in your sails.

Essential Terminology in Yacht Racing

Yacht racing requires a unique language to be mastered by all sailors. Knowing these terms is essential for successful communication and cooperation during races.

Check out some of the key vocab words used in yacht racing:

Plus, other crucial terms like “luffing” (sail fluttering due to lack of wind), “tiller” (lever for steering boat) and “hull speed” (maximum speed a boat can reach in water).

Pro Tip: Get to know these essential yacht racing terms to up your enjoyment of this exciting sport!

Key Rules and Regulations for Yacht Racing

Yacht Racing: A Comprehensive Guide to Rules and Regulations

The rules and regulations governing yacht racing are crucial for ensuring fair and competitive events. Understanding these guidelines is essential for both participants and organizers to guarantee a level playing field and maintain the integrity of the sport. Below, we have compiled a table highlighting key rules and regulations for yacht racing in an easily accessible format.

Key Rules and Regulations for Yacht Racing:

These rules and regulations provide a framework that allows for fair competition and keeps participants safe. However, it is important to note that each race may have additional guidelines specific to the event or location, and participants should familiarize themselves with these unique details.

One such incident in the world of yacht racing involved a team that, due to a technical malfunction, found themselves adrift just moments after the race had begun. With quick thinking and teamwork, they managed to rectify the issue, rejoin the race, and ultimately finished in an impressive third place. This story illustrates the resilience and determination required in yacht racing, where unforeseen challenges can arise at any moment.

Yacht racing rules and regulations are comprehensive and necessary for maintaining fairness and safety. By adhering to these guidelines and being prepared for unexpected circumstances, participants can fully engage in the thrilling and competitive world of yacht racing.

Navigating through the racing course is like playing chess, except the pieces are yachts and the stakes are higher – imagine the drama when someone accidentally knocks over the queen!

Racing Course and Markings

Ahoy, mateys! Hop on board for a wild race on the high seas! It’s time to learn about the racing course : a carefully crafted area for a thrilling competition . Keep your eyes peeled for the start line – it marks the beginning of the race. Then, look out for the turn marks ; these designated points show where sailors must change direction. Finally, the finish line indicates the end of the race.

If ye want to be the best sailor, ye must understand these course and marking details. It’s essential for a successful yacht racing experience, so don’t miss out! Time to set sail and make your mark in the world of yacht racing.

Right of Way and Collision Avoidance

In yacht racing, we must pay close attention to the right of way and collision avoidance. Following specific rules and regulations is key to ensuring a fair race and preventing accidents.

Let’s look at the key rules related to right of way and collision avoidance in yacht racing:

These rules are just the beginning of the comprehensive regulations. Now, let’s look at a unique detail. In some cases, when two yachts on different tacks approach a mark, they may have equal rights. It’s important for skippers to communicate and coordinate to avoid possible collisions.

To show the importance of following these rules, here’s a story. During a competitive race, two yachts were nearing a turning point. The skipper of one boat did not yield the right of way, which violated rule number 10. Both boats were damaged and their chances of winning were ruined. This serves as a reminder that even small errors can have big consequences in yacht racing.

Starting and Finishing Procedures

Before the yacht race, boats must gather in the starting area. Skippers must steer clear of any collisions or rule-breaking.

Next comes the starting sequence – with flags or sound signals showing the time until the race starts. Skippers must pay close attention to them.

Once the final signal is given, the yachts race across the start line. Skippers must judge their entry properly to get an advantage and stay within the racing rules.

At the end of the race, the finish line is reached. Skippers should navigate and strategize here to cross it fast while following regulations.

Each race may have different start and finish procedures. Participants must read instructions from race organizers to stick to all rules.

The America’s Cup is one of the oldest sailing competitions. It began in 1851 around the Isle of Wight. It’s a big international event now, with teams competing every few years for the trophy.

Safety Guidelines for Yacht Racing

Safety Measures for Yacht Racing

Yacht racing events prioritize the safety of participants to prevent accidents and mishaps. Here are essential safety guidelines for yacht racing:

• Adhere to proper safety equipment regulations, including life jackets and distress signaling devices.
• Ensure all crew members are familiar with emergency procedures and know the location of safety equipment on the yacht.
• Maintain clear communication channels, using appropriate radio frequencies or signals during the race.
• Regularly inspect and maintain all equipment on board to ensure it is in proper working condition.
• Monitor weather conditions and take necessary precautions, such as altering course or seeking shelter in case of inclement weather.
• Adhere to collision-avoidance rules, maintaining a safe distance from other yachts and objects in the water.

It is important to stay up to date with the latest safety guidelines and regulations in the yacht racing community to ensure the well-being of all participants.

Yacht Racing Safety History:

Throughout the history of yacht racing, safety measures have evolved to enhance participant protection. Collaborations with maritime organizations and advances in technology have led to the development of comprehensive safety regulations and equipment. The efforts have significantly reduced the number of accidents and increased the safety of yacht racing as a sport.

Yacht racing may be a high-stakes sport, but remember, not everyone can pull off the bold fashion statement that is a life jacket.

Personal Safety Equipment

To ensure success in yacht races, it’s important to prioritize safety! All sailors should wear a well-fitted life jacket at all times to provide buoyancy aid. Personal locator beacons transmit distress signals if someone falls overboard. A harness with a tether will keep sailors attached to the boat. Protective clothing, such as gloves, boots and waterproof gear, guards against hypothermia and injuries. Reliable communication devices are necessary for crew members to stay in touch. Also, inspect all safety equipment regularly.

To further enhance safety, organizers can do regular safety drills. Employing support vessels is key for immediate response. Establishing clear communication protocols allows for effective coordination. By following these suggestions, yacht racers can reduce risks and maximize safety levels. Safety equipment and measures are essential elements for successful yacht races!

Safety Precautions on the Water

Yacht racing can be thrilling – but don’t forget to stay safe! Here are some essential tips:

• Always wear a life jacket : No matter how experienced you are, you can never be too careful.
• Check weather conditions: Sudden storms or high winds can make racing conditions dangerous.
• Create a communication plan: Make sure everyone in your crew is informed of any hazards or changes in course.

Plus, don’t forget to research local rules and regulations. Safety should always come first! So, gear up and get ready for a thrilling experience on the water. Enjoy the fun and camaraderie of yacht racing – just remember to stay safe!

Common Penalties and Protest Procedures

Yacht racing penalties and protest procedures involve various rules and regulations that must be followed. To ensure fair competition and resolve any disputes, there are consequences for violations. Here is a breakdown of the common penalties and the procedures for lodging a protest:

It’s important to note that each yacht race may have its specific procedures and penalties, so it’s crucial for participants to familiarize themselves with the rules beforehand. This ensures a fair and competitive environment for all racers.

Understanding the common penalties and protest procedures is vital for yacht racers to navigate the intricacies of the sport. By abiding by the rules and properly addressing any issues through the protest process, participants can ensure a level playing field, maintaining the integrity and fairness of yacht racing.

Don’t miss out on the opportunity to compete fairly and enjoy the thrilling experience of yacht racing. Familiarize yourself with the penalties and procedures to avoid any confusion or missed chances. Stay informed and make the most of your yacht racing journey.

“Being disqualified in yacht racing is like being told you’ve won the lottery, but then realizing it’s April Fool’s Day.”

Types of Penalties in Yacht Racing

Penalties in yacht racing are necessary to ensure fairness and compliance with the rules. These penalties act as a deterrent against any wrongdoings or rule-breaking, keeping the sport’s integrity intact.

A descriptive table can help us understand the various types of penalties in yacht racing:

These penalties have serious consequences, which act as a warning to sailors not to take any unfair advantages or act dangerously. Knowing these penalties is essential for competing in yacht racing.

Penalties have been part of yacht racing since the beginning. They were put in place to maintain order in races and create a fair playing field. Over time, these penalties have been adapted to fit the changing dynamics of the sport.

A good grasp of the penalties in yacht racing helps competitors perform better on the water. It also promotes sportsmanship and upholds the spirit of fair play in this exciting discipline.

Initiating and Resolving Protests

• Pinpoint the issue .
• Be sure it follows the rules.
• Gather data, facts, and material.
• Create a clear and concise statement.
• Submit the complaint to the right body.
• Talk to the parties.
• Look for a fair outcome through negotiation or mediation.
• Pay attention to deadlines.
• Respect protocols.
• Take charge and protect your rights.
• Act now and make sure your voice is heard!

Strategies and Tactics in Yacht Racing

Strategies and tactics are vital in the world of yacht racing. Understanding the nuances of this sport can make a significant difference in performance. Here, we explore some essential strategies and tactics employed by skilled yacht racers.

In yacht racing, there are unique details to consider, such as utilizing current knowledge to select the best racing route. Additionally, understanding the impact of tidal flows and currents can help racers make more informed decisions during a race.

To become a successful yacht racer, it is crucial to study and practice these strategies and tactics diligently. By mastering these techniques, one can maximize their chances of success and stay ahead of the competition.

Don’t miss out on the opportunity to excel in yacht racing. Enhance your skills by incorporating these strategies and tactics into your training regimen. Start implementing them today and take a step closer to becoming a champion on the water.

Positioning and Sail Trim Techniques: Where you’re positioned on the yacht may determine if you’re the first to cross the finish line or the first to take an unexpected dip in the water.

Positioning and Sail Trim Techniques

Table of Positioning & Sail Trim Techniques:

Plus, spinnaker handling has methods like gybing – shifting the spinnaker from one side to the other when sailing downwind. Helm balance is critical to good steering during racing.

Sir Ben Ainslie , a great sailor, said mastering positioning and sail trim techniques is the difference between successful racers and those who have difficulty competing in yacht racing events.

Reading Wind and Weather Conditions

Wind and weather conditions are essential for yacht racing. They let sailors make wise decisions, plan well, and have an edge. Here’s what to know about understanding these conditions:

• Observation – Skilled sailors look closely at wind direction, strength, and patterns. They keep an eye on clouds, waves, and temperature changes. By doing this, they can predict future weather shifts.
• Analyzing – Racers check forecasts, barometric readings, and sea temps. They combine this with their observations to get a clear picture of present and future winds.
• Adaptability – Successful sailors change their strategies with the changing conditions. They often reassess their tactics during the race, to take advantage of good winds or limit bad weather.

Yacht racers also think about local geography, tidal currents, and nearby landforms. This helps them sail complex courses accurately.

Sarah, a seasoned sailor , showed her skill in reading wind and weather conditions. Though she started in a difficult spot due to unfavorable winds, she noticed slight changes in the breeze. She used this knowledge to take risks while maneuvering her boat. Making smart decisions based on changing conditions, Sarah won in speed and tactics.

Reading wind and weather conditions is essential for yacht racers. With keen observation, data analysis, and flexibility, sailors can do well on the water. So, if you’re joining a regatta or a sailing trip, mastering this art is important for success.

Resources and Additional Information

The following section provides additional resources and information related to yacht racing rules and regulations. These resources can be helpful for further understanding and clarifying the various aspects of the sport.

• Visit reputable online platforms such as yacht racing associations, federations, and governing bodies for comprehensive rules and regulations.
• Explore websites that provide educational materials, instructional videos, and interactive tools to enhance your knowledge.
• Delve into specialized publications authored by renowned sailors, coaches, and officials. These books cover a wide range of topics, including racing tactics, strategies, and the intricacies of specific rules.
• Engage with fellow enthusiasts, experienced sailors, and professionals on sailing forums and online communities. These platforms offer valuable insights, practical tips, and discussions on various rules and racing scenarios.

It is essential to stay updated with the latest developments and amendments in the rules to ensure compliance and maintain fair competition. Continuously seek new sources of information to enhance your understanding of yacht racing regulations and improve your performance on the water.

Yacht racing rules and regulations have evolved over time to ensure fairness and safety in the sport. The sport’s history is replete with instances of rule modifications and adaptations to address emerging challenges and technological advancements. A testament to the sailing community’s commitment to maintaining a level playing field and promoting the spirit of competition.

Get ready to navigate through a sea of paperwork and bureaucracy as we dive into the world of associations and governing bodies—where bold sailors become masters of red tape.

Associations and Governing Bodies

Associations and Governing Bodies are vital for managing various industries. We present an overview of some important associations and governing bodies relevant to distinct sectors. To make it easier to understand, let’s list out the information in a table:

This table shows some examples of associations and governing bodies from many areas. Each association has a major role in setting up standards, creating rules, and promoting collaboration within its industry.

It’s worth noting that there are other associations and governing bodies in other places, each doing their part to foster growth and uphold ethical practices. These organizations often provide materials such as industry-particular research, networking chances, and professional growth programs.

Pro Tip: To stay up to date with the most recent developments in your field, participate actively in related associations or governing bodies. This can help you stay ahead and build valuable connections within your sector.

Recommended Reading and Online Sources

Unlock helpful resources to boost your knowledge! Try these ideas:

• Read up on industry news with Harvard Business Review .
• Learn new skills with Coursera or Udemy courses.
• Check out free materials from universities like MIT OpenCourseWare .
• Listen to inspiring TED Talks .
• Get answers in online forums and communities like Stack Overflow .

Go deeper with niche topics. Try IEEE Xplore or JSTOR databases for in-depth research. Master tough concepts with interactive learning platforms like Khan Academy .

Pro Tip: Don’t just consume info, engage with it. Take notes, join discussions, and apply what you learn.

Frequently Asked Questions

What is yacht racing?

Yacht racing is a competitive sport where sailboats or yachts compete against each other in a designated course to determine the fastest or most skillful boat.

What are the basic rules of yacht racing?

The basic rules of yacht racing include giving way to other boats, avoiding collisions, understanding right of way, and following course boundaries. Each race may also have specific rules and regulations.

How are yacht racing courses determined?

Yacht racing courses are determined by race organizers and can vary depending on the type of race and the location. Courses typically include marks, buoys, or specific geographic points that boats must navigate around.

What is the role of a race committee in yacht racing?

The race committee is responsible for organizing and overseeing yacht races. They set the course, establish starting and finishing lines, enforce rules, and ensure fair competition.

Do yacht racing rules change for different types of boats?

Yes, yacht racing rules can vary slightly depending on the class or type of boat. Different classes may have specific regulations regarding sail dimensions, equipment, or crew size.

How can I learn more about yacht racing rules and regulations?

To learn more about yacht racing rules and regulations, you can refer to official rulebooks such as the Racing Rules of Sailing published by World Sailing. You can also seek guidance from experienced sailors or enroll in sailing courses.

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Practical Boat Owner

• Digital edition

2023 Ocean Globe Race starts…with legendary yachts taking part

• Katy Stickland
• September 10, 2023

14 yachts have crossed the start line in the 2023 Ocean Globe Race off Cowes, The race is being run in the spirit of the 1973 Whitbread Race, with crews racing without the benefit of modern technology

14 Ocean Globe Race yachts crossed the Royal Yacht Squadron start line off Cowes

The 14 yachts in the 2023 Ocean Globe Race ghosted over the Royal Yacht Squadron start line off Cowes this afternoon – but soon found some wind, with the fleet diverging at Hurst Point.

The fleet split with Pen Duick VI , skippered by Éric Tabarly’s daughter, Marie, leading the French boats – the 60ft Andre Mauric design, Neptune , and the Swan 53, Triana up the North Channel; while the Swan 651, Spirit of Helsinki, sailed the Needles Channel, and was the first boat past The Needles.

Translated 9 , formerly ADC Accutrac – which was skipped by Clare Francis to 5th place in the 1977 Whitbread Race, was following, with Tracy Edwards’s Maiden – skipped by the race’s only all-female crew – closely following behind.

The group of Spirit of Helsinki , Translated 9 and Pen Duick VI are currently battling for the lead, having rounded Anvil Point, with the rest of the fleet crossing Poole Bay.

Translated 9 are leading Maiden , Spirit of Helsinki and Pen Duick VI in the IRC Class.

Earlier, the boats and their crew docked out from Ocean Village Marina in Southampton, and on the water, there was a large spectator fleet to watch the entrants leave, reminiscent of the Whitbread Races of old.

The Ocean Globe Race has three classes: Adventure, Sayula and Flyer.

In the Adventure Class, the French boat Triana currently leads but is being pursued by Galiana with Secure , skippered by Golden Globe Race veteran, Tapio Lehtinen.

Lentinen – an ex-Whitbread Race veteran who took part in the 1981-82 edition aboard the C&C Baltic 51,   Skopbank Finland – has put together a young Finnish crew for the 2023 Ocean Globe Race; he aims is to establish a Finnish offshore sailing legacy and provide young Finnish sailors – aged 25-30 –  with the same opportunities he had as a young man.

“My aim with this project is for the continuation of the famous tradition of ocean sailing, which started at the times of the great Grain Races with Square Riggers,” explained Lehtinen.

Galiana with Secure was dismasted off Portland Bill just weeks before the start of the 2023 Ocean Globe Race while taking part in the Fastnet Race.

“It was quite a shock and disappointment. We had been working with the boat for four years now and we decided to replace the rig 1.5 years ago. The rig was installed over one year ago. The mast was delivered late and against the specification and we had already decided to modify the mast after the Fastnet Race. I am happy it came down here, and not the Southern Ocean,” explained Lehtinen.

Lehtinen told PBO that Galiana with Secure dismasted due to the spreader tip failing, as the spreader profiles were too thin for the mast and the spreader bar was at the wrong angle.

The Swan 51, Godspeed is the smallest boat in the fleet, skippered by British and American military veterans.

Skipper Taylor Grieger spoke to PBO, saying he was inspired to take part in the race as it “the most real sailing race in the world”, where ordinary people could take part in a round the world yacht race.

“There is no chance I am getting on a sailboat, worth millions of dollars, let alone with with a team like this. It would be impossible. So when this race was created for real sailors doing real sailing without modern technology, I believed that this was a race that we needed to be a part of,” he said.

In the 1973 Whitbread, Sir Chay Blyth skippered the 77-ft ketch, Great Britain II , which was crewed by members of The Parachute Regiment, which Sir Chay was also a part of.

The Baltic 55, Outlaw , is led by 73-year-old Campbell Mackie – the oldest entrant in the 2023 Ocean Globe Race.

The yacht competed in the 1985-86 Whitbread Race as Equity and Law .

Mackie told PBO that he bought the boat sight unseen in 2021 in America, before seeing the boat in 2022. The refit began in May 2022.

The inside of the boat was gutted, and new wiring was installed ahead of the race.

The Outlaw crew began bonding after sailing the boat – after refit – from Newport, Rhode Island.

“If you choose good people who know how to sail but above all have the mental resilience to deal with life at sea over long periods of time, they all seem to know intuitively what is important for teamwork, and it was very rewarding to watch how that all unfolded as we left America because I think we were all quite stressed and it was a very hectic period in Newport and people just got on with it,” explained Mackie.

The Swan 53, Sterna is being skippered by Rufus Brand but is owned by Dr. Gerrit Louw, who co-owns All Spice Yachting.

Dr Louw said he entered the Ocean Globe Race at the same time as Jeremy Bagshaw announced his entry into the 2022 Golden Globe Race, and he was excited to continue the legacy.

There will be 8 permanent crew on board, with an additional crew member for Leg 3 – from Auckland to Punta del Este in Uruguay.

In the Sayula class, the Swan 57, Explorer is skipped by 2018 and 2022 Golden Globe Race veteran, Mark Sinclair.

“She is a beautiful boat and she tracks really well. The wind increases and she just goes faster and digs in, she doesn’t round up. She is beautifully balanced with the headsail, main and mizzen, we have a genoa staysail and we have a number of kites. The big difference between the Golden Globe Race and this race is that you are not alone. You have a crew of 10; all of a sudden, I can’t be lazy, we have the capacity to do stuff so it is a matter of keeping the boat going. It is a lot of fun,” said Sinclair.

The only Spanish entry is the Swan 57, White Shadow – skippered by Jean-Christophe Petit.

France has the most entries in the 2023 Ocean Globe Race which includes the Swan 65 ketch, Evrika .

Previously owned by Pink Floyd’s Rick Wright, Evrika is being skippered by boat builder Dominique Dubois.

Originally the team was to race the Swan 651, Futuro, but in February 2023, the boat was blown from its cradle during Storm Gérard; the damage cost more than the value of the boat.

Dubois then bought Evrika from Brit Richard Little.

Spirit of Helsinki made a strong start in the 2023 Ocean Globe Race.

The Swan 651 sloop is skippered by Jussi Paavoseppa, and had a last-minute crew member join just days before the start – in true Whitbread Race style.

Ian Herbert-Jones, who took part in the 2022 Golden Globe Race, before his Tradewind 35, Puffin was dismasted in the Southern Atlantic, decided to join the team.

“I had three days’ notice, so it seemed like a reasonable amount of time to prepare for a round the world sailing race. It is a once in a lifetime opportunity. It is nearly 12 months ago that we slipped lines for the 2022 Golden Globe Race, that was 7 months at sea alone before Puffin and I got into trouble, and I lost Puffin . To be stepping on board another boat, but this time, stepping onboard a big boat, a beautiful boat with great crew to go back into those oceans is a great opportunity, I guess there is something there that is waiting to be finished off,” explained Herbert-Jones.

The Flyer Class is limited to yachts that have previously raced in a Whitbread Race.

Pen Duick VI, skippered by Marie Tabarly, is the largest boat in the 2023 Ocean Globe Race fleet – at 73ft.

This race is unfinished business for the Tabarly family. Marie’s father, the legendary French sailor Éric Tabarly, sailed Pen Duick VI in the 1973 Whitbread Race, but the boat was dismasted twice.

Pen Duick VI and his crew made a strong start to the Ocean Globe Race, and were pushing hard towards the front of the fleet.

Translated 9 , the Swan 65, will also be following in the wake of another Whitbread great – Clare Francis – the first woman to ever skipper a boat in a round the world yacht race.

Francis raced the Swan 65 – named ADC Accutrac –  to 5th place in the 1977 Whitbread Race.

The boat is being skippered by Marco Trombetti and Italian offshore sailor Vittorio Malingri , the first Italian to race in a Vendée Globe (1993).

Onboard is UK sailor Simon Curwen, the first finished in the 2022 Golden Globe Race, who will be sailing the first two legs.

Maiden is skippered by Heather Thomas – and  – just as in the 1989-90 Whitbread Race – is the only yacht with an all-female crew.

The 60ft Andre Mauric design, Neptune , which was raced in the 1977-78 Whitbread Race, has been modified – with extra hand holds –  to aid crew member, Bertrand Delhom, who has Parkinson’s Disease.

He is competing in all four legs and aims to become the first person with Parkinson’s Disease to sail a round the world yacht race.

L’Esprit d’équipe – 57ft Philippe Briand design – has taken part in more Whitbread Races than any other boat in the 2023 Ocean Globe Race fleet.

It raced in 1981-82 as 33 Export , 1985-86 as L’Esprit d’équipe (winning the class, skipped by Lionel Péan) and in 1989-90 as Esprit de Liberté.

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Racing Signals: Sailing Flag Meanings

Last Updated by

Gabriel Hannon

August 30, 2022

Where other competitions have umpires and referees right next to the players, sailing race committees have to rely on flags to communicate with sailors.

In this article, we are going to explain the meanings of all the flags used at regattas to communicate with sailors. The flags can give information about starting procedures, course information, and on-the-water judging, so a basic understanding is a crucial part of general seamanship.

While nautical flags all have defined meanings in a historical context, they have very specific meanings in the context of racing competition. For instance, in the general nautical world, the Z-flag means that you are in distress and are in need of a tow or relief from a tug boat. At a regatta, the race committee may fly the Z-flag to indicate an additional penalty for any boat that has crossed the line early. Moreover, even though there are certain flags that have well-defined roles, race committees may stipulate additional meanings or introduce new flags via an announcement in the sailing instructions for the event, so we will cover some of these more common changes as well. We will break down the meanings into the various categories of usage.

A secret that I have learned over many years of regattas at every level from proverbial ‘beer-can’ races to national championships is that, as well as both you and the race committee can recite the racing flag rules on land, someone is always going to make a mistake or misunderstand these symbols. That is why I will be going through the official flag meanings and rules from the Racing Rules of Sailing for 2021-2024 to clarify any questions that you might have when the race committee flies a flag that hasn’t been seen since we used Clipper Ships to cross the oceans. Hopefully this article will help break down all the most common signals so that when your friend turns to you and asks ‘is that the flag that tells us it's time to go in,’ you’ll be able to help out!

Table of contents

‍ Flags at the Start

The start of a race is often the most confusing part of a regatta and is where the most flags must be used. We will be going over the rules for the flags at a basic 5-minute start. These can be modified for 3-minute dinghy starts, 5-minute match race starts, 6-minute Olympic starts, or 10-minute big boat starts, but the same logic applies.

A few flags are crucial to set everything up on the starting line prior to the starting sequence.

To begin, the race committee must have an Orange Flag visibly displayed, as this demarks the exact location on the boat from which the line is called. If there is a pin boat, they will often fly an Orange Flag as well, but if it is just a buoy, then the buoy serves as the other end of the line.

Next, the RC will additionally fly the L Flag if they are ready for competitors to check-in at the beginning of the race day. This helps them confirm that everyone is sailing under the correct sail number, which is often a logistical nightmare. They will blow one horn when raising this flag. If this flag is raised at any point later in the day, it is meant to tell competitors to come by the committee boat again.

Finally, the AP Flag is a general purpose postponement flag. The race committee may raise this on land to indicate that the harbor start has been delayed or on the water to indicate that there will be a delay in the starts. While there are other flags that are used for abandonment situations, particularly the N Flag, the AP is commonly used in informal situations. Two sounds accompany the raising of the AP, and it can be said that competitors are ‘under AP’ until it is dropped, along with one sound. If it is dropped on land, competitors may immediately launch. If it is dropped on the water, the next start may begin in as little as one minute.

The final note with the AP Flag is that the race committee may indicate the end of racing for the day by flying ‘AP over A.’ Again, the AP could technically be replaced with the blue and white checkerboarded N Flag, but the two serve very similar purposes at most levels.

Starting Flags

Once the race committee is set up and everyone is ready to go sailing, the next task is to get the right fleets to the starting line for their start. At the warning signal, one loud horn that indicates that the 5-minute countdown to the start has begun, the race committee will raise some type of Class Flag that indicates which type of boat will be starting. Above we have the different class flags for the different competition rigs for the ILCA-Dinghy, formerly known as the Laser, which would be raised to indicate which rig is starting.

This is a convention even if there is only one class on the water. Sometimes this is replaced with raising the Orange Flag itself, or some other flag as laid out in the sailing instructions. Often classes have been assigned a numeral pennant, of which 1-4 are displayed above, in place of the highly specific Class Flags. Still, some flag of this nature goes up at 5-minutes and remains up until go, at which point it is dropped.

At 4-minutes, the RC will sound another horn, known as the preparatory signal, and raise some combination of the above flags.

The P Flag is always required to go up, and it is simply the ‘Prep Flag,’ which signals to the racers that they need to get serious about the race. Once the P Flag is raised, all the right-of-way rules that apply during the start switch on and racers, particularly in team and match racing, are allowed to begin tactically engaging with each other (though in team racing this would happen at minute 2 of the 3-minute start). Moreover, racers can talk with their coaches until the prep signal, and race committees may alter the course up until this moment. Afterwards, all coaching is banned and all course changes on the current leg are not allowed. This belies the fact that a 5-minute starting sequence is actually a 4-minute sequence with a warning signal at 5-minutes, but that is a purely semantic detail.

Depending on how rowdy the competitors are, the race committee may raise any combination of the I, Z, U, or Black Flags. Each of these flags deals with boats that start ‘on-course side’ (OCS), essentially a false start for sailing. If any of these flags is raised, a boat is not allowed to be anywhere within the triangle formed by the starting line and the first mark of the course after the 1-minute signal during the start. These flags essentially help the RC ensure that they can get off a clean start and ensure that they can identify any boats that are OCS at go. When they are flown, the following penalties are added beyond requiring a boat to clear itself by dipping back under the line:

• I Flag: Conventionally referred to as the ‘one-minute rule,’ this requires that any boat over the line after a minute also has to sail around an end of the line in order to start the race fairly. This punishes a boat for being over by potentially making it a little harder to clear themselves if they are over on a large line.
• Z Flag: Often flown in combination with the I Flag, this flag adds that any boat that is OCS will get a 20% penalty on top of their score in that race, regardless of whether they clear themselves or not. This further hurts any boat that is ‘pushing the line’ by ensuring that even if they manage to clear themselves and come back, they will still see an impact on their scoreline that is equivalent to immediately being passed by 20% of the fleet.
• U Flag: Now we’re getting into harsh territory. When the RC is really trying to brush the fleet back off the plate, this flag immediately disqualifies a boat that is over after a minute with no course for redress. If these boats are identified, they tend to be told to stop sailing the race by a notice board at the top mark.
• Black Flag: The black flag serves a very similar purpose to the U Flag, except it is a step harsher. It disqualifies you after a minute and even prevents you from sailing in a restart of the race or a race abandoned halfway through.

The I Flag is by far the most common flag, and is often effective at keeping boats from being over. The U Flag rule was introduced in 2013 as an option and formally codified in the Racing Rules in 2017 and is massively more popular than the Black Flag, which is considered overly punitive. In particular, when many sailors are over in a Black Flag start, such that the RC cannot determine who was over, they are forced to make unfair decisions that carry over to the restart, so the U is now almost universally used in its place. Additionally, as the U has become more popular, people tend to shy away from the Z flag, which is considered cumbersome for scorers and confusing to sailors.

In general, while these flags are supposed to be raised in conjunction with the P Flag, often the RC will only raise the most punitive of the flags, as any of them can essentially be considered as a prep flag.

As the starting sequence continues, any prep flag(s) raised must be lowered at the 1-minute signal. The class flag is then lowered at go, leading to the next category of flags: Recall Flags

Recall Flags

After the pain of raising and lowering all those start flags, the RC then has three possible jobs. If the start is clean, they shout ‘All Clear!’ and can then relax until they have to start another race or record finishes for the race in progress. Unfortunately, this is often not the case, as they likely will need to ‘recall’ certain competitors for being ‘OCS,’ i.e. false starting. They have two choices here.

If only a few, easily-identifiable boats have started early, the RC will raise the X Flag along with a single sound in what is referred to as an individual recall. This indicates to the boats on the course that there are some competitors who are currently OCS and must clear themselves. If the I Flag had been flown for the start, competitors have to round an end; if not, they can just dip back behind the starting line and restart from there.

While the X is suitable on its own to inform a boat that it has been called over, it is an oft practiced courtesy for the RC to hail an OCS boat’s sail number over a megaphone, a radio, or other transmission device. The X Flag is dropped when all OCS boats have cleared themselves or after 4 minutes from go, whichever comes first.

If more boats than can be easily identified are called over, the RC can blow two horns and fly the First Substitute Flag, indicating a general recall. In this case, the race is fully reset and the committee will initiate another entire starting sequence for that fleet. After a general recall, the RC will often, but not always employ the next level of penalty flag for the restart in an attempt to get the race off cleanly.

Sometimes, as in college sailing or as stipulated by other sailing instructions, any general recall immediately implies the I Flag for the next sequence if it had not been flown previously. As such, the RC does not necessarily have to fly the I if it is unavailable. Still, such stipulations are almost always written out explicitly for a given event and are often accompanied by a verbal announcement as a courtesy.

Still, outside some usages of the AP or N Flags to abandon or delay starts already in sequence, these are all the flags that deal with general housekeeping and the starting sequence.

While Underway

While the starting flags are by far the most complicated of the flag rules, there are still other flags to keep track of while racing. The first among these are...

Course Change Flags

Although course changes are relatively rare, race committees often pull them out when conditions change substantially during races or if there has been a problem with one of the marks.

When wind or time constraints require, the race committee may send an official to any mark of the course that no boat has yet rounded and have it raise the S Flag along with two sounds. This indicates that the fleet shall finish at that mark, cutting off the race earlier than written in the sailing instructions.

In the case of any other change to the course, such as a minor adjustment to the angle or distance of an upcoming leg, a race committee boat will go to the preceding mark and raise the C Flag along with repeated sounds.

This is sometimes accompanied by a Red Square or a Green Triangle to indicate that the mark has been moved to port or starboard respectively. Although during less formal events, you can change the positions of any marks so long as there are no competitors currently sailing on that leg of the course, it is considered poor form if at all possible to inform competitors, particularly in longer races. Sailors make decisions based on the position of the marks, and if this has been changed without them noticing, that can drastically affect the outcomes of strategic decisions, so in large competitions the C Flag is a must.

If, meanwhile, something odd has happened to a mark of the course, any official boat may fly the M Flag with repeated signals. This serves to inform the competitors that they have become a replacement for the missing mark. This is relatively uncommon, but anchors do occasionally snap on marks, so it is always good to have a support boat with the M if possible.

Finally, as mentioned before, if conditions have deteriorated to the point that a race is considered no longer possible, due to lack of wind, fear of foul weather, or some form of interference -- I’ve seen it happen because cruise ships wanted to pass through a dinghy course, and you don’t say no to them -- the race committee may abandon the race using the N Flag. Still, this flag is relatively rare as you will often see the AP in its place for convenience, as they are functionally similar.

Miscellaneous Flags

While we have covered the bulk of the flags necessary for racing at any level, there are a few more flags from across different disciplines and classes that are worth mentioning, if only to let you in on these quirky parts of the racing world! This starts with what one could reasonably call…

The Cheating Flag

Calling the O Flag the cheating flag is certainly a bit of a misnomer. The O Flag does, however, suspend Rule 42 of the Racing Rules of Sailing. Rule 42 is particularly notorious, as it bans pumping, rocking, ooching, sculling, and excessive maneuvering, all of which are methods to make your boat go substantially faster. While Rule 42 is worth an article in and of itself, the larger point is that it is meant to keep anyone from gaining an unfair advantage over their competitors.

Certain competitive classes, however, including the Olympic class 470s and Finns and many of the new foiling fleets, allow competitors to ignore Rule 42 in certain conditions, typically in heavy breezes that are referred to as ‘planing’ conditions. There are differences across the classes, but whenever it is allowed and the RC flies the O Flag, Rule 42 is switched off and competitors can ooch, pump, rock, and tack their boats all around the racecourse. This allows for a much more physical style of sailing and is a rule that many different classes and sectors of sailing are beginning to consider.

If conditions no longer meet the threshold for that class’s rules regarding suspension of Rule 42, an official boat will raise the R Flag at some point during the race. They can only do so at a mark of the course so that it is fair to all the competitors throughout the fleet. This is relatively rare, and is normally done between races, but is still a key part of the O Flag rule.

Judge and Umpire Flags

On the topic of Rule 42, there are certain fouls in sailing that can be actively enforced on the water by judges or umpires, depending on the context.

Rule 42 is enforced by judges with a Yellow Flag, which they will point at an offending boat along with a sound signal and a direct sail number hail. That boat may clear themselves from their first Yellow Flag by taking their two-turn penalty, but, unless otherwise noted in the sailing instructions, any subsequent violation can entail disqualification.

Finally, certain levels of modern match and team racing, with the addition of high-performance racing like SailGP, have full on-the-water umpires who actively follow the racing to make calls on fouls and other plays. While this is not the spot to go through the intricacies of team and match race calls, the basic gist is as follows.

In any interaction, any boat involved in the race may call in the umpires if they believe that their opponent has fouled them. If the opponent clears themselves quickly, essentially admitting fault, the umpires will not get involved. If no boats clear themselves, the umpire has to make a call on whether there has been a foul. If they determine that the maneuvers were clean, they will make one sound and fly a Green Flag, thus exonerating all boats in the interaction. If they determine there was a foul, they will fly a Red Flag with a singular sound and hail the offending boat.

Beyond that, if a boat is found to have broken a rule not related to an interaction, the umpires may come in and fly the Red Flag without being directly invited into the situation. Further, if a boat is found to be in violation of sportsmanship or refuses to take a penalty as assessed by an umpire, the umpire may fly a Black Flag, disqualifying them from the race.

While there are differences at each event and in each discipline, these general guidelines are followed in most umpired races, with specific flags used at various events, generally depending on availability.

With that, we have made it from land, through the start, a few general recalls, all the way to umpire flags! I hope this has helped you get a grasp of the various flags used across sailing. While this has not scratched the specifics of the various alterations made for kiteboards and windsurfers, nor some of the annoyances of protest flags and more, we have gone through the bulk of regularly used race committee and umpire signals.

The ‘Wear Your Life Jacket!’ Flag

Finally, we have a safety flag. At big boat regattas, the race committee may, if it chooses, fly the Y Flag at any point prior to a start to inform competitors that they must wear personal floatation devices, which is not always strictly necessary.

The Most Important Flag

While I wish I could tell you that everyone uses their flags properly and accompanies them with the proper timing and sound signals, that is far from the truth. Everyone’s flag set is slightly incomplete or out of date, and invariably there is going to be a miscommunication somewhere, where the race committee forgets to put the I Flag up but really should have; I’ve certainly done that a time or two. Still, there’s nothing quite like being on the water, so, despite the endless mutual griping between racers and their race committees, hopefully everyone comes back to shore flying the ‘Happy Flag.’

Happy sailing!

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I have been sailing since I was 7 years old. Since then I've been a US sailing certified instructor for over 8 years, raced at every level of one-design and college sailing in fleet, team, and match racing, and love sharing my knowledge of sailing with others!

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• International edition
• Australia edition
• Europe edition

Dramatic start to Sydney to Hobart yacht race with close calls and wild weather

• Fleet sets off on Boxing Day in 78th edition of bluewater classic
• Andoo Comanche takes lead with eye on back-to-back line honours

Line honours favourite Andoo Comanche has taken the lead in the Sydney to Hobart after a dramatic start to the revered yacht race.

Comanche, the 2022 line honours winner, was travelling 28 miles off the coast of Port Kembla, south of Wollongong, when she overtook LawConnect roughly three-and-a-half hours into the race.

LawConnect, last year’s runner-up and a fellow 100-foot supermaxi, had taken an early lead out of the Sydney Heads, and later remained in hot pursuit of leader Comanche as they travelled at roughly 19 knots in northeasterly winds.

The two frontrunners have opened up a gap on third-placed supermaxi SHK Scallywag, which was about four miles behind Comanche when she passed LawConnect.

In-form 72-footer URM Group, along with Moneypenny and 2018 overall winner Alive – all contenders for handicap honours – appeared best-placed of the smaller boats.

Four hours into the race, the fleet remained at 103 boats – the same number that crossed the start line in Sydney Harbour.

Scallywag had earlier completed a 720-degree penalty turn in a bid to avoid a possible time sanction.

Accusing Scallywag of tacking too close, Comanche’s crew could be heard on broadcast coverage yelling to their rivals before formally flying a red protest flag.

The boats appeared to come within metres of each other.

The fact the incident had taken place in Sydney Harbour meant Scallywag had only a limited distance in which to complete the penalty turns, or risk receiving a time sanction on arrival in Hobart.

In 2017, Wild Oats XI opted not to respond to a protest from Comanche early in the race and a subsequent one-hour time penalty cost her a line honours victory.

Race officials confirmed Scallywag completed the turn off the coast of Bondi Beach.

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After a heavy storm cleared just before the 1pm starting gun, LawConnect led the way across the line then made the best of a change in the wind to pass the heads first.

But when a furling line snapped after LawConnect passed the first marker out of the Sydney Heads, she turned towards the spectator fleet in an attempt to correct the issue. The furling line issue has since been fixed.

The fleet is expected to encounter stormy conditions south of Jervis Bay on the NSW south coast.

Sudden and erratic wind changes, hail, rain and reduced visibility are all on the cards across the first two days of racing.

Easterly winds as strong as 35 knots are forecast for the far south coast of NSW on the night of Boxing Day and could impact the bigger boats in the fleet.

Winds are forecast to remain strong across the Bass Strait and southeast Tasmania on the morning of December 28, with storms a chance to continue affecting smaller boats.

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Two super maxis continue to lead the Sydney to Hobart race as storms hit fleet

Comanche heads down Sydney Harbour during the start of the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Salty Dog/CYCA via AP)

Skallywag, left, and Comanche sail close during the start of the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Salty Dog/CYCA via AP)

Sail boats enter open water after the start of the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Salty Dog/CYCA via AP)

Competitors race to the start line to begin the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Andrea Francolini/Rolex/CYCA via AP)

Boats compete during the start of the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Salty Dog/CYCA via AP)

LawConnect, left, leads the fleet during the start of the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Salty Dog/CYCA via AP)

Competitors race past spectator boasts as they begin the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Andrea Francolini/Rolex/CYCA via AP)

Competitors sail through Sydney Harbour to begin the Sydney Hobart yacht race in Sydney, Tuesday, Dec. 26, 2023. The 630-nautical mile race has more than 100 yachts starting in the race to the island state of Tasmania. (Andrea Francolini/Rolex/CYCA via AP)

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SYDNEY (AP) — The Sydney to Hobart fleet was reduced to 98 boats after overall honors contender Maritimo 52 was one of two retirements on a stormy first night of racing.

Rival super maxis Andoo Comanche and LawConnect remained neck-and-neck in the early hours of Wednesday as the fleet began to pass Eden on the New South Wales south coast before heading into Bass Strait.

The two favorites for line honors were some 40 miles (65 kilometers) ahead of the nearest challengers.

Race officials confirmed Maritimo had retired overnight with rigging damage, while 50-footer Sticky pulled out with electrical issues. The retirements came after line honors contender SHK Scallywag was among the three boats of the 103 starters to pull out on the first evening after the start Tuesday in Sydney harbor.

“We’re shattered, actually,” said Maritimo crew member Peter Jones. “We were trying to work a million ways around it, but at best we were going to be at 50%.”

Jones reported a southwesterly front had come through with three hours of heavy rain and high winds.

“There was as much lightning as we’d ever seen,” Jones said.

LawConnect was the first out of the harbor. The finish line of the 628-nautical mile (720-mile, 1,170-kilometer) race is at Constitution Dock in the state capital of Hobart.

The line honors record of 1 day, 9 hours, 15 minutes, 24 seconds was set by Comanche in 2017, after Comanche also won last year’s race . In 2022, Comanche finished at Constitution Dock in 1 day, 11 hours, 56 minutes and 48 seconds — the second-fastest time behind its 2017 race record.

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Start of country's biggest yacht race kicks off long weekend holiday weekend

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Read all about our exciting Version 2.0 app in our blog post here .

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Sailbot is simply the most flexible and convenient way to automate the Race Committee audible signals at the start of any sailing race. It is an automatic sailboat race starter system consisting of our self-contained horn unit in conjunction with our free app running on your iPhone, iPad, or Android device. Sailing schools, yacht clubs, and sailing teams will love the ease of use and durability of construction. Compact, robust, reliable and ready for action; SailBot was designed from the ground up to be an integral part of any RC toolkit.

Make your Race Committee job easier by automating your starting sequences today! SailBot is a self-contained and portable unit that connects to your mobile device by Bluetooth technology. Horns are automatically fired at the proper time during a start sequence, freeing the RC to do other things.

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Controlled by an App

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7 Global Sailing Races to Follow

By: Zeke Quezada, ASA Destinations , Event , Inside Sailing , Sailing Fun

As American Sailing evolves our curriculum to offer more racing options through North U, I am attempting to learn more about sailboat racing. If you are following along with my journey to become a racer, you know that I am a neophyte when it comes to racing. I am a cruiser. I am a self-described “lazy sailor” that does not focus on trimming my sails and instead works on not dropping my chips and salsa while sailing.

You can get an idea of my journey in my last two pieces on sailing and racing:

SAIL TRIM FOR CRUISERS: WHY TRIM YOUR SAILS?

HOW TO GRADUATE FROM CRUISER TO RACER — STEPS TO START RACING SAILBOATS

I plan to find out more about the serious and not-so-serious side of sailboat racing. Many people, even non-sailors, know what the America’s Cup is, and may have even turned on a sports network to catch a SailGP race. But there is far more to sailing races than those two.

Here’s an overview of seven of the big races, regattas, and race series that occur regularly around the world. These are iconic events, both old and new, that shape the world of racing and have inspired sailors for generations to challenge themselves to new heights, both on and off the water.

Cowes Week is one of the oldest and most prestigious sailing regattas in the world, held every August in the Solent waters off Cowes, UK. The event has been around since 1826, and it’s known for attracting some of the best sailors from around the globe. It’s the largest sailing regatta of its kind in the world, with up to 1,000 boats and 8,000 competitors taking part in the 40 daily sailing races.

Whether you’re an Olympic or world-class pro, or just a weekend sailor, Cowes Week is an event that has something for everyone. And even if you’re not into sailing, the regatta is still a spectacle to behold – with stunning views of the coastline and plenty of festivities both on and off the water. 

Once you discover the allure of racing it appears that Cowes Week might be worthy of a sailing vacation that includes either participating in a race or just being involved as a spectator. I am not there yet, but it could happen.

Next Race Date: July 29 – Aug 4, 2023 Cowes Week Website

The Ocean Race

I do know about The Ocean Race only because prior to the new owner taking over, it was the Volvo Ocean Race for twenty years and that is how they got me to buy a Volvo. I walked into the dealership and saw some mesmerizing sailboat pictures and I signed the contract and drove away.  I am a sucker.

The Ocean Race is a round-the-world yacht race that occurs every three years. It’s known as one of the most challenging sailing races globally, spanning over 45,000 nautical miles. The race consists of multiple legs and lasts about nine months. The race starts in Europe and ends in Asia or Oceania. The exact route changes with each edition of the race.

Both professional sailors and amateur sailors can participate in this race. The teams are composed of eight sailors, all racing on the same boats. These boats are specially designed to be fast and robust, capable of enduring the tough conditions of the open ocean.

This race used to be known as the Whitbread Round the World Race until it was renamed the Volvo Ocean Race and now is known as The Ocean Race.

Next Race Date: Currently in progress at the time of the post! The Ocean Race Website

America’s Cup 

My first foray into sailing racing was when Dennis Conner won the America’s Cup.  I was a kid watching the news and learned about sailing through this huge event on the vessel, Stars and Stripes. Years later I took a ride on what I was told was the same boat. I was skeptical about the origin of the vessel I was on but that day I learned a lot about how much I loved the idea of sailing. A couple of years later I bought a boat.

The America’s Cup is held every few years on dates agreed between the defender and the challenger. There is no fixed schedule, but the races have generally been held every three to four years. The most recent America’s Cup match took place in March 2021. 

The 37th America’s Cup Official Opening Ceremony will be held in Barcelona on 22 August 2024. The Final Preliminary Event and the Challenger Selection Series will follow, leading up to the America’s Cup Match that will start on 12 October 2024. During 2023/early 2024, there is potential for up to three preliminary events. By June 2023, all the teams will have their base set up and be training in Barcelona.

The competition takes place between teams representing different countries or yacht clubs. The event involves a series of races where high-tech racing yachts, known as America’s Cup Class boats, compete in head-to-head races that test their speed, agility, and teamwork.

The competition dates back to 1851 when a schooner called America won a race around the Isle of Wight. The trophy, now known as the America’s Cup, was donated to the New York Yacht Club and has since become one of the most prestigious prizes in sailing.

Next Race Date: October 12, 2024 The America’s Cup Website

Vendée Globe

If I was a racer I am sure that The Vendée Globe would be the race that would inspire me to go hard into this type of adventure. The Vendée Globe is a single-handed (solo) non-stop yacht race around the world without assistance. It takes place every four years and is an extreme form of sailing.  It is said that more people have been into space than have finished the Vendee Globe. First held in 1989, the race starts and ends in Les Sables-d’Olonne, a small town on the west coast of France, and covers a distance of approximately 45,000 km.

Sailors must navigate their way through some of the most treacherous waters on the planet, including the Southern Ocean and the Cape Horn. Sailors must rely solely on their own skills, knowledge, and experience to complete the race. They face extreme weather conditions, sleep deprivation, and the constant threat of danger as they navigate their way around the world. 

The boats are designed specifically for the event and are some of the most advanced sailing vessels in the world, capable of speeds of up to 30 knots.

Next Race Date: November 10, 2024 The Vend é e Globe Website

St. Maarten Heineken Regatta

I must confess that I had a very nice t-shirt from this regatta that I purchased at the St. Maarten airport. I was leaving the country and realized that I had not bought any souvenirs so I found this shirt in the terminal and wore it like a proud sailboat racer. I was an imposter, I had never even seen any of the race and I did not know it existed.

The St. Maarten Heineken Regatta is a massive sailing event that takes place on the island of Sint Maarten in the Caribbean. It’s actually the biggest regatta in the Caribbean and the largest warm water regatta in the world.

The event attracts top sailors from 37 countries, who compete in a series of races over four days. The competition draws in sailors that are both professionals and passionate amateurs who just love to sail.

Next Race Date: Feb 29 – Mar 3, 2024 St. Maarten Regatta Website

Transpacific Yacht Race (Transpac)

If you live and sail in Southern California, you will hear about Transpac. I have heard about it, and I did not realize it was a race. I always figured it was a group of sailors who sailed across the Pacific to Hawaii in a large caravan, like a large flotilla, without any daily stops. I will confess that when I sailed my Catalina 27 five times a week, I had a few fantasies about tagging along in my boat and stopping over in Hawaii with the Transpac crowd. But, unfortunately, I was misguided.

The Transpacific Yacht Race (Transpac) is a biennial offshore yacht race held in odd-numbered years starting off the Pt. Fermin buoy in San Pedro, California, and ending off Diamond Head in Hawaii, a distance of around 2,225 nautical miles (2,560 mi; 4,121 km). It is one of the world’s oldest major ocean races for sailing yachts. The race was first held in 1906 and made a biennial event in 1939 to alternate with the Bermuda Race.

Next Race Date: June 27, 2023 TransPac Website

Now in its 4th season, SailGP is a newer series race held as a competition between nations on identical F50 catamarans. Currently the nations competing include Australia, New Zealand, Emirates Great Britain, France, Canada, Denmark, United States, Switzerland, and Spain. The race is held on weekends in iconic locations around the world modeled in a grand prix format similar to Formula 1 in which points accumulate throughout the season based on winnings from each race and contribute toward a championship. 

The race series has a really great app you can use to follow along and watch live, or on YouTube, and they are doing wonderful work expanding the sport’s impact initiatives through their second championship leaderboard that tracks the positive actions the teams make to reduce their overall carbon footprint and help accelerate inclusivity in sailing. The coverage of this series is great to watch – it has a high production value including live mics on the sailors and post race interviews with the sailors. The commentators do a good job educating the audience as to the basics of sailboat racing as well as explaining the racing rules.

Season 4 Opening Race: June 16-17, 2023 Chicago Sail GP Website

So which race strikes your fancy? Here’s hoping you enjoy some of these and find some new inspiration in your sailing journey!

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She’s the first American woman to sail around world solo in race — and she’s from Maine

A s the sun rose, only one mile separated Cole Brauer from the coast of A Coruña in Spain, where a crowd of supporters eagerly awaited her arrival after 130 days alone at sea. The 40-foot yacht First Light sliced through the waves, its blue and red sails emblazoned with “USA 54″ billowing against the wind. Victory in sight, Brauer stood at the bow and spread her arms wide, a safety flare sparkling in each hand. As she neared the finish line, the 29-year-old sailor hollered and cheered, flashing a wide smile.

At 8:23 a.m. on March 7, Brauer made history. Four months after setting sail from A Coruña for the Global Solo Challenge , Brauer became the first American woman to race around the world without stopping or assistance. The youngest skipper and the only female competitor, Brauer finished second out of 16 racers.

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“I’m so stoked,” Brauer, of Boothbay Harbor , Maine, said in a livestream as she approached the end . She wore a headlamp over her beanie with the words “wild feminist” across the top, and a couple of boats trailed her. “I can’t believe it. I still feel like I’ve got another couple months left of this craziness. It’s a really weird feeling.”

She circumnavigated the globe by way of the three great capes — Good Hope, Leeuwin, and Horn — headlands that extend out into the open sea from South Africa, Australia, and Chile, respectively, and are notorious for presenting a challenge to sailors. Throughout, Brauer documented the arduous 30,000-mile journey in full on her Instagram feed. She amassed hundreds of thousands of followers, introducing many of them to the sport and upending stereotypes of a professional sailor.

Brauer, who is 5 feet 2 inches tall and weighs just 100 pounds, has long defied expectations and overcome skepticism in reaching the pinnacle of the yachting world.

“I’ve always been not the correct mold. I had a guy who used to always tell me, ‘You’re always on trial because the second you walk in the door, you have three strikes against you. You’re young, you’re a woman, and you’re small,’” she recalled in a recent interview. “Now with my platform, I don’t have to be as careful about what I say or do because people care about me because of me — not because I’m a sailor.”

In her videos documenting her long days at sea, she was often vulnerable, crying into the camera when First Light had autopilot issues and sea conditions caused the boat to broach , throwing her hard against the wall and bruising her ribs. She was giddy, showing off her new pajamas on Christmas Eve and dancing in a pink dress on New Year’s Day . As her popularity soared, she was a guide for the uninitiated, providing a breakdown of her sailing routes , her workouts and meals, and how she replaces equipment alone .

A native of Long Island, N.Y., she spent her childhood on the water, kayaking with her sister across the bay to school and finding comfort in the roll of the tide. She went to the University of Hawaii at Manoa , where, longing to be back on the ocean, she joined the sailing team. Brauer learned quickly, becoming a standout and winning the school’s most prestigious athletics award.

View this post on Instagram A post shared by COLE BRAUER OCEAN RACING (@colebraueroceanracing)

After college, she moved to the East Coast, hoping to start a career in sailing. But she found it difficult to break into the male-dominated industry.

“It was very difficult. I got a lot of ‘nos’. A lot of, ‘No way, we want nothing to do with you. You’re a liability,’” Brauer recalled.

Undeterred, she took whatever job she could, often for little pay.

Brauer found her footing in Boothbay Harbor , where her parents, Kim and David, were living. She coached the junior sailing team at the yacht club and met yacht captain Tim Fetsch, who became her mentor. While talking with Fetsch one night over dinner, Brauer shared her goal of competing in the prestigious Ocean Race , known as “sailing’s greatest round-the-world challenge.”

He sent her “ Taking on the World ,” Ellen MacArthur’s book on finishing the Vendée Globe, a solo round-the-world race, at 24. She cried while reading it.

“They allowed me to flourish in Maine,” she said.

With Fetsch, she delivered boats to Mystic, Conn., and Newport, R.I., a sailing capital where Fetsch introduced her to his connections and she “was accepted pretty early on as as a worker bee.”

Her big break arrived when she became the boat captain for Michael Hennessy’s Class40 Dragon . She spent several years captaining Dragon and delivering it to races along the East Coast and the Caribbean.

In 2022, she was invited to try out for the Ocean Race. But after the two-week trials in France , where she sailed with a fully crewed team, she was dismissed. They told her she was too small.

“They didn’t want the 100-pound girl unless you were, you know, one of those big guys’ girlfriends, and I was not going to be that,” she said.

Describing the story to a couple of friends after the trials, Brauer made a vow — “I guess I just gotta go around the world alone.”

“It’s almost good that it happened because I needed that to push me over the edge,” she said. “I needed them to make me feel so little that I would do anything to be big.”

Later that year, Dragon was sold to a pair of brothers, who renamed it First Light and said Brauer could keep sailing it for the season. In June, Brauer and her co-skipper, Cat Chimney, became the first women to win the 24th Bermuda One-Two Yacht Race . After the victory, Brauer was prepared to take a break from competition and enjoy a “gorgeous Newport summer.”

Her sponsors had other plans. “You need to take the momentum with this win,” Brauer recalled the brothers saying. “This is probably your one and only chance to really show the world, and we’re willing to help.”

She set her sights on the Global Solo Challenge . First Light underwent a refit. With little time to prepare, Brauer suffered panic attacks and became worryingly thin. But the sailing community rallied around her and she assembled her team.

“Newport said, ‘You are our child, and we’re going to take care of you,’” she recalled.

Brauer took off from Spain on Oct. 29, and her online profile began to rise as she chronicled the voyage. The sudden isolation was overwhelming at the start, bringing her to tears at least once a day.

At one point in the race, while bobbing along in the Southern Ocean, things looked bleak. She was in excruciating pain after being slammed into the side of the boat and could hardly move. First Light was having issues with its autopilot system and she kept having to replace deteriorating parts.

“It took the entire team and my own mental state and my mother and my whole family to kind of be like, ‘You’re tough enough, like you can do this. You can get yourself out of this,’” she said.

In a race where more than half the competitors pulled out, their boats unable to withstand the harsh conditions, Brauer often listened to music on headphones to lower her anxiety.

“This is your everything. You don’t want to lose it,” she said. “Mentally, no one in the entire world knows what you’re feeling. They can’t understand the weather or the wind patterns.”

Her team monitored her by cameras, and she spoke each day to those close to her, including her mom, whom she FaceTimed every morning (she used Starlink for internet access). Sometimes they would just sit in silence. Brauer found comfort interacting with her Instagram followers, who peppered her with questions about sailing terminology and sent her messages of affirmation.

She made a ritual of watching the sunset and sunrise, each different than the last.

“Those were the most magical moments,” she said. “No obstructions, no buildings, no cars to ruin the sound.”

As she approached the finish, she described how surreal it felt that the journey was about to be over.

“It’s such a weird feeling seeing everyone. I’m trying to learn how to interact again with people, so we’ll see how this goes,” Brauer said with a slight smile and laugh on her livestream. “I don’t really know how to feel. I don’t really know how to act. I don’t really know how to be.”

Shannon Larson can be reached at [email protected] . Follow her @shannonlarson98 .