EUROPEAN CHAMPIONSHIP
IRC, whose British members are Jack Edwards (chairman), John Donnelly, Rob Napier and Mark Upton-Brown has, following the finalisation and publication of the Class Rules in handbook form, had a less frenetic year than for some time past. We still need to produce the draft of the Meetings Procedures Appendix, but felt that the publication of the principal Class Rules should not be delayed for the production and adoption of this document. Comments and corrections of any errors in the rules that members may find would be greatly appreciated by the International Office.
Continuing efforts to computerise the lines and offsets from John
Westell's original drawings and the "seniac" templates, which are the basis
of all templates now in use worldwide, has proved far more complex than
originally envisaged. After the experience with the Wolfson Institute
fairing exercise in the early 1980s, IRC is at pains to ensure that the
lines of boats made in all the known builder's moulds are not inadvertently
put out of class by the computerisation process.
We shall continue to seek solutions to this problem and will report progress
to the Class in due course.
It was suggested to the IRC during the year that, rather than have boats measured in at the start of an international regatta, there should be provision for scrutineering. IRC considered this carefully and concluded that there was little prospect of persuading volunteers to work through the night on measuring and weighing boats during the course of the regatta and that the proposal is therefore not realistic.
This year IRC has taken the opportunity to review the competitive sailing environment in which we find ourselves in the fifth decade of the Class's existence. This has led to the resolutions you have before you and to a number of development ideas which we hope the class will discuss in the coming months.
The first is that with the stabilization of IYRU sail measurement thinking into the current sail measurement rules we could with advantage align ourselves with their methods of measurement. Val May will produce a detailed paper for the Class's consideration but benefits can be seen in the greater familiarity of a large number of measurers world-wide with the measurement of our sails and greater understanding sailmakers till have of the criteria for constructing our sails.
The other principal area of discussion has been the question of the weight of the boat. The resolution relating to reducing sailing weight is based on the clear indications we have that a significantly lighter 505 can be built for a reasonable price without prejudicing durability.
IRC considers that the progressive reduction of the sailing weight will
keep the 505 amongst the most exciting, tactical and challenging classes
into the next century.
It is clear that with carbon mast and spars and carbon sheathed foils, the
fitting out can be done within, say, 20 kg. Builders say they can already
produce a robust and durable hull without fittings at 80kg.
If 7.5 kg is added for the fittings we can expect to produce a 505 at
107.5kg sailing weight. Using epoxy layup and carbon spars and foils this is
attainable today at an on-the-water-price of about &12,000, which is not
that much more than some people are paying now.
IRC suggests that we should aim to have a sailing weight of 107.5kg by 2006 at the latest. It must be remembered that for along time 127.4kg was near impossible to achieve in a boat that was in any way durable. Some top sailors changed their boats twice a year to avoid the rapid loss of stiffness in the polyester hulls of the day.
The route to this goal is open to discussion. If Resolution 2 is passed
this year, we could leave everything the same and announce the intention to
take off 20kg off the weight in 2006, allowing progressively increasing
corrector weights in anticipation. This could, however be an inducement to
cheating as the time went by.
More realistically, we could announce the sailing weight will be reduced by
5kg every three years until 107.5 is achieved. It is worth bearing in mind
that most boats at International regattas, certainly those in the first 20,
are three years old or less. Only Kalle Nilsson and Howard Hamlin have
persisted with older boats and it is likely that, faced with the suggested
changes, they would be able to make changes to reduce their sailing weight
without excessive cost.
Other possibilities are skewed timetables for reduction, either early or
late. Thus either the permitted weight goes down rapidly, challenging
builders to follow, knowing that a period of stability will follow, or a
less radical version of the late reduction idea would give builders plenty
of notice within which to experiment.
To ensure that older boats were not outclassed if they were unable to reduce weight, the possibility of different weight limits of competition in different categories of regatta could be considered. Alternatively, a classic fleet, sailing under current rules in all respects except sailing weight which might be maintained at about the present level, might find favour, as it has, in different circumstances in the International Fourteen class.
IRC has considered, in the process of developing the present resolutions,
introducing the Lamboley or swing test. Direct experience of its use at
prestigious international regattas in other classes led us to conclude that
it is flawed, both in theory and in application and that the equipment used
to carry it out is unreliable.
We conclude it does not produce more seaworthy boats and might inhibit
development.
We also considered a larger, fully battened mainsail, a larger foresail and
a taller rig. We concluded that any or all of these changes would make the
boat more of a "handful", less able to be sailed in the windier conditions
which so many 505 sailors enjoy, and thus more daunting to potential
recruits to the Class. Whereas weight reduction is likely to make the boat
more lively while maintaining its forgiving qualities.
Our goal must be to continue to entice new sailors by the combination of challenging sailing, good regattas and strong camaraderie. We think the changes proposed will promote these aims and we therefore commend them to you.
As always, IRC is glad to hear from active class members on any topic of interest to them, particularly about development and improvement of the rules governing the construction and competitive sailing of the incomparable 505.
RESOLUTION 1.
Delete Measurement Rule B-7.1.3 in its entirety.
The effect of this change is to remove the restriction on mast and spar materials which was introduced some fifteen years ago when carbon fibre mast were in their infancy. Recent research indicates that the cost of carbon spare has reduced to about three times that of alloy and that, unlike aluminium, they can be repaired at relatively modest cost when broken. IRC feels that it is now appropriate to remove the restriction in the interest of class development.
After a lengthy discussion on all aspects of carbon fibre technology, various amendments were tabled to resolution 1, these were all defeated by the members on card votes. Finally resolution 1 was defeated by a majority of the members.
RESOLUTION 2.
Amend Measurement Rule B-5.8 as follows:
Delete Rules B-5.8.2 and B-5.8.4.
Substitute new Rule B-5.8.2 as follows:
"the sailing weight in dry condition shall not be less than 127.4kg. the" sailing weight is the weight of the hull including metal ballast, the spars, standing and running rigging, centerboard, rudder and tiller, but excluding the sails and battens. Fittings and components of exaggerated weight and artificially heavy areas of construction are not permitted.""
Amend Rule B-5.8.3 to read as follows:
"if the sailing weight is less than 127.4kg. the difference, without limit,
" shall be made up by metal ballast secured to the centerboard case or spine
and visible when viewed from a standing position next to the boat, half
between 1100mm and 1500mm and half between 2900mm and 3500mm from station
11, such ballast to be retained for the life of the boat or until the boat
is reweighed in accordance with Rule B-5.8.2.""
Substitute new Rule B-5.8.4. as follows:
"each piece of metal ballast shall be hard stamped in a visible place with "
its weight in Kg. to the nearest 0.1kg. and a serial number to identify all
the pieces of ballast used in the boat.""
The effect of this change is to eliminate the control of bare hull weight and allow the use of unlimited amounts of metal ballast to bring boats up to sailing weight.
The Chief Measurer reports that for some years hulls have been built with
artificially heavy areas, which contribute nothing to the strength of the
construction, solely to meet the weight requirements of the class when using
no more than 2 kg. of metal ballast. IRC considers, in the light of evidence,
that the control of hull weight is superfluous in modern conditions and the
proposal is a much more truthful approach to the state of construction
technology. The change may, after due consideration, lead to a progressive
and controlled reduction in the permitted sailing weight without immediately
rendering existing boats uncompetitive. Additional benefit is gained by
eliminating the need to strip boats which are near the sailing weight limit
at regattas to verify their compliance with the hull weight rule.
If this change produces exaggerated weight distribution experiments, it may
be necessary to control particular developments in due course.
After a lengthy discussion resolution 2 proposed by the IRC and seconded by Dave Peacock (GBR) was put to the meeting and agreed by a large majority. This proposal will now be sent out for postal ballot.
RESOLUTION 3.
{This resolution will only be put if resolution 1 is agreed and would be
introduced to take effect from the 1st January 1997}
Amend Measurement Rule B-5.8 as follows:
Delete 127.4kg, wherever occurring; insert 122.4kg.
The effect of this change is to reduce to sailing weight by 5 kg from the
1st January 1997. IRC considers that the weight reduction implied by
admitting carbon fibre mast construction is likely under present rules to
make carbon spars unavailable to many newer boats as they are already using
maximum ballast. This proposal, while at first sight possibly disadvantaging
some older boats would, in combination with resolution 1, allow most present
day boats to take advantage of a weight reduction, whether or not resolution
2 finds favour.
This resolution was not put to the meeting, however a long discussion took place with regard to reducing the overall sailing weight but the general consensus was that it was too early to start reducing weight. There are too many older boats sailing competitively that are unable to take off correctors or be able to reduce weight.
It was agreed that there should be two International magazines a year, starting from 1996.
John Whitbread (AUS) said that we should have divisions
for Masters and Juniors at all our World Championships. However there seem
to be very limited support from the members present. It was suggested that
Townsville might consider it for next years championship and gauge the
support before making Rules.
Other topics raised for consideration were sail buttons, and the reduction
or complete banning of weight jackets.
Pip closed the meeting and said that he looked forward to meeting as many as
possible next year in Townsville.
AUGUST 1995
Les Everitt
International Secretary