INTERNATIONAL 505 YACHT RACING
ASSOCIATION
Minutes of Annual General
Meeting held at
Fremantle Sailing Club
Fremantle
Western Australia
Wednesday 11 December 2002, 09.30hrs
In Attendance: President - Alexander Meller (USA) (in Chair)
Vice
President - Tom Bojland (DEN)
Secretary
- Chris Thorne (GBR)
Approximately seventy members
Apologies Treasurer
- Stephen Burwood (GBR)
Chairman
IRC- Rob Napier (GBR)
Jean-Baptiste Dupont
(FRA)
1. Minutes
of the 2001 AGM:
1.1 These
had been circulated to National Associations and had been available on the web
site since October 2001. Proposed by Neil Fulcher (GBR) and seconded by Mark Stowell (AUS) that the minutes be
taken as read and approved. Approved
nem con.*
2. President’s
Report:
2.1 The
President presented the following report: -
“In every year we have some good news and
some bad news. I begin with a piece of
bad news, the untimely death of Clive Robinson, a longstanding and popular
member of the UK Fleet who had competed with distinction at a number of World
Championships. He was killed on a motor
cycling trip in France last summer, and will be remembered with affection by
all his friends in 505’s. Our sympathy is with his family and also his long
standing friend and crew, John Ironmonger, who was with Clive when the accident
happened.
The good news is that we have seen the 505
re-establish itself in a number of countries where it had been in decline, as
detailed in the Secretary’s report.
Some fleets have been successful in bringing younger sailors into the
505. The number of people getting
involved in promoting and helping the class has grown.
One example of people getting involved has
been the work of the Carbon Spars Working Party, whose report and
recommendations we will be discussing later.
However, whatever the outcome of this debate, I am convinced that carbon
is the material of the future, and it is not a question of if we allow its use
in spars, but when.
A matter that has concerned me during my
term has been the degree to which the class should engage with ISAF. I have concluded that we need to balance the
cost of engagement against the cost of non engagement. In 1953, the then International Yacht Racing
Union (IYRU), now International Sailing Federation (ISAF), chose the Flying
Dutchman over the Coronet for the new Olympic Class, despite the Coronet
winning on the water. In spite of that
the 505 class prospered, some say because we turned our back on the Olympics
and largely ignored the IYRU. However,
like it or not, ISAF does affect our game, and not least in the way in which
the rules are changed. Examples of this
are the banning of wearing weight, and changes to the Advertising Code that
prevented the 505 class from surcharging entries for carrying advertising, even
though our membership voted twice to do just that. Even more than before, ISAF is now focussed on the Olympic
Classes, as a significant majority of its funding comes from the IOC, and “he
who calls the piper calls the tune”.
Although the ISAF President is keen to stress that ISAF have no desire
to interfere with the running of the non Olympic International Classes, this is
not always obvious from the submissions that are made at its annual meetings,
which often have little regard to the interests of those classes.
The 505 class could choose to participate in ISAF by going to meetings,
but this would cost us money. We were
not represented at the recent ISAF annual meeting in Cyprus. However, Chris Thorne and I went
through ISAF meeting submissions – some were outrageous -- and responded back
with our views to the ISAF International Classes Committee (ICC). Fortunately we have allies in the other
classes and our position frequently coincides with that of the ICC. Classes like the FD and all Olympic classes
do pay to have class officers represent them at these meetings. We may wish to consider spending the money
to have our own representation in future.
There have been discussions with the Flying
Dutchman class regarding forming an alliance of some of the classes like us,
the Flying Dutchman, Fireball, Flying Fifteen, International 14, so we can
present a common front to the ICC and ISAF.
This has not progressed beyond these discussions, though 505 class officers
are in frequent communication with their counterparts in some of these other
class.
It is a common theme for Presidents to
emphasise the need for rule observance, which is vital for the future integrity
of the class. We have seen the problems
in other so-called classes when different countries start to go their own way,
and end up with similar bur different boats.
During measurement at this championship I
noted two rules that were being breached by a number of boats. Firstly, a few boats were observed which did
not have the sail number stamped or carved into the spine or inside of the
transom. This might seem a trivial
point but it is the one thing that permanently identifies a boat throughout its
life.
Likewise, when the rule limiting the
corrector weights that were allowed was removed in 1997, the requirements for
positioning and identification of the correctors were also altered. The weight has to be divided equally between
two positions defined by measurement from the transom, and be on or against the
centreline of the boat. Each metal
corrector weight must be hard stamped in a visible place with its weight in
kilograms, to the nearest 0.1 kilograms, and a serial number to identify the
piece of ballast and the total number of pieces used in the boat. These are not difficult rules to comply with
but a surprising number of people ignore them.
Beware measurement at the next championship!
Finally, you will hear later that we are
proposing to set up an International Marketing Group to look what can be done
at an international level to help promote the boat and to support National
Associations. However, one thing I feel
that we have to emphasise is that although the 505 is a complex and complicated
boat, these are not negative points.
These features also make it a challenging and rewarding boat to
race. Many of the newer skiff type
classes make a virtue of their simplicity and the “just add water”
philosophy. We will never successfully
market ourselves against that type of boat if we try and claim the same virtues
for the 505. Lets play to our
strengths.”
2.2 The
President’s report was received with applause.
3. Secretary’s
Report:
The
International Secretary reported that there had been a very small increase in
membership between 2000 and 2001 to just under 1,300 members in total. Membership had continued to fall in the
United Kingdom and Canada, but Germany had stayed strong and the USA,
Switzerland and Finland had shown strong growth. A fleet had also been established in Ireland. Returns were now coming in for 2002, the
subs for the current year had been due on 1 October, and numbers were likely to
be down, as three of the four major countries had all reported slightly lower
figures. The highest membership in 2001
was GER with 341, followed by USA (277) and FRA (170). We have fleets in 17 countries on five
continents.
A
ballot had been held during the year to ratify the decision to adopt Category C
Advertising and to remove the provision for an advertising levy following the
change to the ISAF Regulations in 2001.
The response was limited, but was virtually unanimous in favour.
The
number of boats registered in 2001 was 31, an increase from 20 in 2000. However, the numbers registered between
World Championships was more even. 2002
has seen a reduction, mainly because the biggest builder in recent years,
Rondar, only produced two boats pending a redesign of the mould and a new
production method. However, some of the
slack has been taken up by the three Australian Builders, Van Munster, Young
and Fremantle / Windrush.
The class was active in liasing with other classes and
making representations to ISAF on a number of proposals to its Annual Meeting
that could have impacted on us.
We have agreed to set up a marketing group to look at
ways in which the International Association can help national associations
raise the profile of the class. One
such initiative, agreed to by the IGC in advance of the current championships,
is to pay a fee to a TV Production company to make a feature. This will be shown by a number of different
satellite TV broadcasters around the World.
Whilst this exposure is welcome, our main interest is in using the
material to create a video for promotional purposes that can be shown at boat
shows, to potential sponsors etc.
We
have a number of people willing to join a group to redesign the Web site and
make it work better for the class, both as a promotional; and commercial tool.
4. Treasurer’s
Report:
In
the absence of the Treasurer the Secretary presented the accounts for 2001.
Copies had been circulated to those present at the start of the meeting, and to
National Secretaries two weeks previously.
The accounts had not yet been audited but would be sent to the auditor,
Patrick McCosh (ZIM) as soon as possible.
Following comments made at the last AGM, the way in
which the accounts have been prepared has changed. Full details are in the notes attached to the accounts, but the
IEC hopes that members find the new format easier to follow.
In summary, income exceeded expenditure and the reserves
increased. At the end of 2001 the
reserves stood at about GBP 33,000. The
most significant expenditure during 2001 had been the cost of chartering two
boats for top Portuguese sailors at the Cascais Worlds. Also, the Association had purchased a set of
electronic scales, some check weights and Mylar sail templates to help make
championship measurement more efficient.
Since the year end, a significant sum, over GBP 5,000, has recently been
committed for the TV/video referred to in the Secretary’s report.
After a few questions and answers, it was proposed
that the accounts be approved, subject to audit, by Mark Stowell (AUS) and
seconded by Simon Lake (GBR). Approved
nem con.
5. Appointment
of Auditor:
Patrick
McCosh (ZIM) had indicated that he would be willing to continue. Nominated by Mark Stowell (AUS), seconded by
Angela Stenger (GER). His appointment
was approved nem con.
6. International
Rules Committee:
In
the absence of the Chairman, the Secretary delivered a brief report. The main activity had been the changes to
Rule 5.6 which was coming up on the agenda, which included the formal proposal
to ban the centreboard inserts discussed at the last AGM. Other changes were made as a result of an interpretation
that the IRC/IEC had been asked to make in respect of rule 5.6.3.
Steps were underway to reconstitute this sub committee
under the chairmanship of Rob Napier, with a number of volunteers having been
identified. It is likely that the new
committee will have representation from Europe, USA, and Australia.
7. Election
of Officers:
By
the closing date the following nominations had been received:
President; Tom Bojland (DEN) - proposed by the Danish 505 Association
Vice President; Jean-Baptiste Dupont
(FRA) – proposed by the French Association
Both candidates had confirmed their willingness to
stand. Their nomination was seconded by
Pip Pearson (AUS). Their appointment
was approved by the meeting, nem con.
The newly elected President, Tom Bojland, then
addressed the meeting:
“For those who don’t know me, I think it a good idea to introduce
myself. I’m 39 years old, live in
Denmark, and in my business life I deal with sales in the IT sector. I have been sailing 505’s since 1989, and
before that 470 and some local classes in Denmark. I was national secretary for the Danish 505 class
in the mid nineties.
I intend to continue the line from Pip and Ali in the association, and
I will need to consult you to seek some good advice in some matters.
I believe that we in the 505 Class have a very good “product” for the
future. When I say product, I mean, the boat, the association, and most of all
– you guys! When
I look at the future, I don’t see other dinghy classes as threats to us, the
threat I see is the decline of sailors and sailing in some countries. I know we have a problem in some few
countries, but still, in those countries there are lots of used boats and
potential customers for them.
So what is most important to us?
It is marketing the 505 Class when and where we can. We have a lousy
marketing budget, but we have the best sales force on the planet – and that is
you! What we have to do every time we
meet some potential 505 sailors, is to tell them all the stories, give them a
ride, practise with them when the have got a boat, and what’s also important,
get them involved in the work in the local association or fleet.
On the question of change, I generally support this if it increases the
“fun factor” but does not obsolete existing boats. I’m into changes if they do not cost a fortune. Maybe you and I can afford it, but the young
guys back in our local club can’t, and then they will not chose the 505.
I look forward to working together with Jean-Baptiste, Chris, Rob,
Steve and the new guys we will have in the association in the future.
Last of all, I must thank Ali for the fantastic job he has done. Some
months ago we were both attending Marcel Buffet’s 80th birthday
celebration in Paris, and one of the speeches that day ended with the sentence
“Marcel you are a true pride to the sport.”
I will use the same, and say “Ali, you are a true pride for the sport
and for the 505 class, thank you very much!”
The vote of thanks
to Alexander (Ali) Meller was enthusiastically supported by the meeting.
8. Proposed
Rule Changes:
The
detail proposal to make various changes to 5.6, including an explanatory note,
had been circulated to National Associations in advance, and displayed on the
Association web site. The changes were
proposed by the IEC and were introduced by the International Secretary. No one spoke against the proposal. The proposal was seconded by Matt
Hansen. On a show of hands of boat
owning members present, a substantial majority were in favour, with only three
votes recorded against. Accordingly the
proposal now proceeds to a postal ballot of all boat owning members.
9. Other
Rule Changes:
The
Secretary reported that there had been no proposals made in accordance with
Rule A11, A12 and A13, apart from a proposal from the Carbon Spars Working
Party, which is the next item on the agenda.
10 Carbon
Spars Working Party
At the previous AGM
it had been agreed not proceed with a proposal to remove the rule restricting
spars to either aluminium of wood, but to set up a working party to consider
the issue in greater detail. The
working party comprised, Simon Lake (GBR), Mike Martin (USA), Thad Lieb (USA),
Carter Jackson (AUS).
Carter Jackson has produced a paper on the
deliberations of the working party that will be circulated separately. He also had an experimental carbon mast made
that was in the boat park and available for people to try.
In summary, the working party concluded that carbon
fibre is the material of the future and an increasing number of classes are
adopting it. The inevitable result is
that the focus of the main manufacturers will in time shift away from
aluminium, and there will be less development and the spars more
expensive. Aluminium spars are already
both expensive and difficult to obtain in many parts of the World. The
challenge for the 505 is to get involved at the right time and to control the
pace of development. It is important
that the average sailor is neither obliged to go through an expensive
development cycle with carbon, or immediately disadvantaged if they chose to
stick with aluminium.
The working party had drawn up a proposal for the
meeting. Before this was voted on, its
members were subjected to a question and answer session by the meeting.
The proposal put forward was that, with effect from
1 October 2003:
7.1.3 be deleted
7.2.1 changed to read :-
The mast maybe stepped on the deck or into the hull.
With the mast perpendicular to the base line, the after side at deck level
shall not be less than 3048mm and not more than 3202mm forward of Station 11.
The mast may not rotate about its length.
Excluding
fittings, no dimension at right angles to the length may exceed 102mm, and the
maximum cross sectional width measured athwart ships shall not exceed 63mm. The
maximum cross-sectional length measured fore and aft shall not exceed 175% of
the width at that cross section.
7.2.7 Add :
The minimum weight for a fully rigged mast
(including trapeze wires or ropes but excluding trapeze rings) shall be 9.5
kgs, with the centre of gravity a minimum of 2750mm above the deck level mast
band. This rule applies until October 1st 2006.
(Exact details of measurement to be confirmed by IRC
but suggest halyards pulled to their normal exit points to equate to sailing
position and with rope tails coiled where they exit the foot of the mast).
8.2.2 changed to read :
The luff shall be secured to the mast over at least
80 per cent of its length.
8.2.4 changed to read :
The mainsail shall have not more than four battens, and these may only
be placed at the leech. At the leech
the centre of the top batten pocket shall be between 1450mm and 1550mm from the
head point, and the centre of the bottom batten pocket shall be between 1250mm
and 1490mm from the clew point. No batten pocket shall be located less than
1000mm from any other batten pocket. No batten or pocket shall exceed 1180mm in
length.
Apart from removing the restriction on the
material from which spars can be made, the essential changes are to:
·
reduce the size of mast
section allowed – this is aimed at preventing less durable, more expensive,
wide section carbon masts with thin walls.
·
prevent rotating masts –
these could be feasible in carbon but this is seen as a potentially costly
development route that should be avoided
·
a three year minimum weight and centre of
gravity limit, to allow for a phased change and so as to not put owners of
aluminium masts at an immediate disadvantage if carbon proves to be
significantly better. Based on
experiments with various aluminium sections and a prototype carbon spar, it is
envisaged that corrector weights could be attached at the spreaders to achieve
both objectives, and could be removed after three years thus avoiding two
development phases.
·
The requirement to
attach the mainsail to the boom for 80% of its length is removed. Allowing a loose-footed mainsail will
simplify the attachment of the vang (kicker) and mainsail blocks. The metal
eyes or hooks used on aluminium booms will pull out of carbon fibre. Most classes using carbon booms use a strap
passed around the whole boom to spread the load.
·
A small change is
proposed to make it clear that battens are only allowed in the leech of the
mainsail, to prevent battens being used to support the foot, which will prevent
radical development arising from the move to a loose footed main.
Before the vote Dave Smithwhite (GBR) asked if the
IRC could be asked to check the relationship of the proposed new rule to the
existing rules, in particular whether there was any restriction on placing
correctors other than at the fore and aft end of the centreboard case. There was consensus that the proposal should
be made subject to the IRC settling the detailed wording and considering
whether any consequential changes are needed to other rules before the matter
went to ballot.
After discussion the proposal was put to a vote of
the boat owning members present. Thirty
eight (38) votes were recorded in favour and twenty six (26) against. The proposal now goes to a postal ballot.
11. World
Championship 2003
Krister
Bergstrom confirmed details for the event to be held at Malmoe from 21 July
until 1 August. There was a handout
available for members at the meeting and the Preliminary Notice of Race is
available on the event Web site, with links from www.int505.org. The nearest airport is Copenhagen. They are still hopeful of getting a
container sponsor for the Americans, Australians and southern Africans. A deal for a cheap ferry crossing from
Germany had already been set up.
12. 2004
World Championship:
Aaron
Ross presented details of the 2004 Championship at Santa Cruz, supported by a
detailed booklet setting out the facilities and the organisers proposals. This was well received and the meeting
ratified the decision to proceed with this championship.
13 2005
World Championships
There had been four bids submitted, the three notified
on the Agenda plus the United Kingdom bid announced at the 2001 AGM. However, before the meeting it had been
established that the Royal Malta Yacht Club wished to defer its bid pending a
visit by a member of the Association to view its facilities and
suitability. The three remaining
bidders were therefore France, Germany and United Kingdom. Each had been invited to make a brief
presentation to the meeting.
There was no representative from France, although the
International Secretary confirmed that the bid was being made by the French
Association in conjunction with La Rochelle.
The club had previously hosted a 505 Worlds in 1987, and had continued
to enhance its facilities.
Klaus Stammerjohann presented details of the German
bid, which was in conjunction with Warnmunde SC, on the Baltic coast. The event would be held in August, and a
feature would be made of the 50th Anniversary of the Class. Accommodation would be available at the
club, and there is other accommodation in the area. They were also expecting container sponsorship by Macs. The club had organised a number of major
championships and had good shore facilities.
A question was asked from the floor about security as there had been
hostility from local youths towards foreigners at an Olympic classes
regatta. However, this was not
considered to be normal by members of the German fleet.
Martin Stainsby put forward the bid by the UK, which
was in conjunction with Hayling Island SC. The club had previously hosted the 505 Worlds in 1980, and had
regularly hosted the UK Nationals. It
had been recognised as the UK Centre of Excellence for dinghy sailing and a new
GBP 4.5m clubhouse was nearing
completion, which would give it the best shore-side facilities in the UK. The venue was also conveniently located for
London and the main container ports.
After hearing the presentations and taking questions a
vote was taken. The result was:
France 2, Germany 34,
United Kingdom 20.
Accordingly the 2005 Championships will be in
Warnemunde, subject to ratification of details at the next AGM in Sweden. The other bidders were thanked and will be
asked if they wish to re bid for future years.
14. Future
Championships:
It was agreed that the Association
should send someone to Malta to investigate this possibility further.
Pip Pearson (AUS)
raised the question of whether it was right that the Association should be
looking to hold events where there was no local fleet, or whether it should
concentrate on supporting established fleets, as it had been proved that
hosting a worlds invariably created interest and growth in the class in the
host country. The President asked for a
show of hands to see if there was support for exploring “exotic” venues or
whether we should solely hold championships where there were established
fleets. After a brief discussion there
were 30 votes in favour of considering “exotic” venues and 20 against.
As reported at the 2001 AGM, Bermuda has
expressed interest in hosting another Worlds, although doubts remain over the
costs and logistics. Since the last AGM
they have hosted an Int 14 Worlds, and it will be interesting to learn from
that class’s experience.
15 European
Championships:
It was reported that at an meeting of
the IGC held a couple of days earlier it had been agreed that the whole of the
European programme needed consideration, especially as the attendance at the
last four of the last five European Championships had been poor, and generally
well below the shorter European Cup events.
A sub committee is to be formed.
The formal business of
the meeting was concluded at 11.30 hrs
C G Thorne
International
Secretary