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Text of the page (random words):
er boats you are on starboard and it would be hard to luff you since you are already pretty far head to wind if you accidentally tack you are subject to rule 13 and have to go back below close hauled and reset if you touch your boom then you are subject to rule 22 3 a boat moving astern or sideways to windward through the water by backing a sail shall keep clear of one that is not however if you are moving astern due simply to good clean drag of wind on your rig and you have not touched your boom even with your shoulder the jury tells me you retain your rights unfortunately that may be a hard one to explain to the person that you reverse into yes technically they hit you from clear astern while you were minding your own business but you better be able to prove that you didn t back your sail it is probably a good idea to warn them ahead of time watch out clear astern boat i haven t backed my sail the really cool thing about sitting on the line heat to wind moving backwards is that to start going again it is relatively easy you gently push the tiller away from you to reverse onto a t ight reach sheet in and hike it feels weird because the flow on your foils has to switch directions but it powers up quickly and unless someone is to leeward and bow out on you you have a g ood shot at a good acceleration cross current that was qui te a segue but at last we have arrived at the final scenario current flowing across the wind direction the angle of the resulting apparent wind depends on the relative strengths of the wind and the current 4 knots is pretty extreme but imagining it helps you recognize what happens on a smaller scale with less cross current also in spite of my best efforts i found that my 7 knot arrow is too short or my 4 knot arrow is too short but the a pparent wind angle doesn t look too far off 30 degrees this math behind the 8 1 knots comes from the pythagorean theorem based on the triangle drawn above the true wind and the current wind don t have to be perpendicular but if they aren t then you need even more trigonometry the angle calculation that gave us 29 7 degrees comes from the trigonometric function tangent arctangent is the inverse of tangent and it is just used to solve the equation bla bla bla that is math not sailing what does it mean for sailing again let s assume the cross current is constant thorough the course and moving from course right to course left as shown above this often comes up at west vancouver yacht club where the course is set up in deep fast moving water if they can get their marks to hold if the race committee ignores the current when setting the course then in the above cases with our 7 knots of true wind and 4 knots of cross current the course would look quite skewed to the sailors and to anyone else who is not anchored below i have made a slightly less extreme scenario with the apparent wind only skewed fifteen degrees left of the true wind even so a s the diagram shows with the current pushing left you would hardly be able to make the pin a good race committee would realign the start line to take this into account but this is tricky for them because sitting on the anchored race committee boat their wind instruments do not pick up the current wind however if the race committee squared the start line to the apparent wind by factoring in the current wind the current will not only be pushing along the line it will also be pushing up across the line which is dangerous for s tarting over early as we talked about below is a diagram of the course squared to the apparent wind notice the current s angle because you certainly will when you are trying to sit on the start line to d eal with this current direction i recommend taking transits and executing conservative starts there will most likely be several black flag starts and a pile up at the pin the next question is where is the windward mark in my diagrams i have the start lines square to the rhumb line but this is actually quite unlikely the race committee may or may not start with the start line square to the rhumb line but they will probably move it around once the fleet starts getting general recalls if the race committee set the course based on readings from an anchored boat in this current the windward mark will be skewed off to the right also the starboard layline moves away to windward and the port layline comes down to leeward on the upwind the boats will be pointing at about 4 0 degrees to the apparent wind as i have shown with the yellow boat in the above diagrams but their course made good through the water will be heavily skewed by the current you can imagine a boat sailing normally relative to the apparent wind but then it is also being pulled sideways by a conveyor belt while the marks are not in the above diagram there will end up being significantly more time spent on port than on starboard upwind so when in doubt you should be on port you might just want to tack onto starboard if there is a particularly nice right shift in fact even if the race committee squares the windward mark to the current induced apparent wind part of the current will be pushing everyone left and the laylines will still be affected but because you now have a component of windward current added into the bargain the laylines will come up sooner as you near the port layline being sucked left that is the one you will probably hit take a transit through the windward mark to see whether you are near being swept past the windward mark even though your bow points beneath it remember as always it is very risky to approach the windward mark on port within the three boat length circle the downwind leg will also be skewed even more so if they have tried to compensate for the skew on the upwin d and have nearly even upwind sailing time on port and starboard for the upwind leg since laser downwind angles are pretty deep you have to have thought out where you need to go before the downwind starts and to get a visual on the leeward mark if the race course was not set to the true wind rather than the apparent wind the mark will be farther to sailor s right than anticipated which is okay because you will be pushed right by the current anyway so don t start by pointing at the mark or else half way down the course you will have to be pointing back the other way if the course is set to the apparent wind then the leeward mark will look like it is in the right place off the bat but if you forget about it while jockeying for position and trying to go fast you will find that it has migrated sailor s left people forget that they are on the conveyor belt so they sail straight down wind when they really want to by the lee or broad reaching slightly into the current so that their course made good is towards the mark again if there is a transit available sighting through the leeward mark can help you keep track of whether or you are tracking towards the mark or slipping sideways below i have drawn out the diagrams for cross current coming from course left to course right with the situation that the race committee has set the course either to the true wind or to the apparent wind in this case you would be able to lay the mark from the barge maybe even from the pin with the current except that you won t be able to star the race because everyone will be crowding the barge and actually being pushed up into it the poor race committee will almost certainly shift the course more like the diagram below however keep in mind that cross current is often fairly weak imagine the diagram with half as much left to right cross current if it is a relatively small fleet and the race committee is good at identifying boats over the line it could well be sailed watch out for the barge when starting think about the laylines and try very hard not to hit the leeward mark this looks like a much more reasonable course but still be careful about getting sucked up into the race committee boat and being pushed over the line by the current as well as hitting the marks the leeward mark would be easy to accidentally hit as i said before but i should also mention the windward mark u nless you make a point of sailing past it before bearing off you could easily hit the mark with the back of the boat as you exit the mark when there is cross current from either direction it would take too long and may be overly confusing to talk about all of the other permutations and combinations of scenarios where current is strong enough relative to the true wind for it to be significant but i encourage you to get out some props toy boats arrows maybe a sheet of paper that you can pull with the boats on it but not the marks to simulate current also if you have a favorite scenario particularly if it is common at a major event you have been to let me know and i could make another post about it playing through the scenarios at the critical points it is tempting to study these examples and come away with supposed rules of thumb but the reality of cross current is that it is often localized changing with t ime or at different strengths in different places so it is generally true in say an unpredictable gently oscillating breeze that you want to sail the long tack first and with cross current that means sailing into the current first however when you sail into strong current you don t make much ground not making much ground is fine if the current is equal throughout the course for the whole time you are on the leg but if the current is less somewhere else or if somewhere else on the course the current is moving at a different angle then you actually want to sail sideways across the strong current to get out of it and if you have to sail into the current do so where it is weakest the next layer of complexity is that currents are often weak relative to the effects of the wind so all of this may be going on in the background but the person who wins may have completely neglected the current effects to focus on wind strategy here is an example there is a quarter knot of current relief on the right but there is a big persistent left shift the people who sailed right may have sailed a faster absolute speed because they were slowed down less by the current but it could be that the people on the left on the inside of the big shift got to sail 50 boat lengths less distance and so they came out ahead in spite of the current another point where people can tend to go wrong with cross current is that if you are sailing upwind with a cross current it is tempting especially if there is a shore that is moving in your peripheral to fall into the fallacy that if you are footing you are just on a treadmill but if you are pinching you make more ground upwind however so long as the current is constant throughout the course every sailor has to sail over the same amount of water that will pass across the course so the part of your movement that is into the current is inevitable don t pinch if you s ail your fastest angles at some point you can tack and cross the pincher you will do best if you can sail your fastest angles for as much of the course as possible that sounds obvious but to execute it it requires thinking ahead so that you don t spend the last part of your upwind or downwind leg on a beam reach trying to correct your course back to the mark happy side sli ding let me k now if any of you have stories about current in specific scenarios building dying turning current localized current tide lines whirlpools weighing off various wind strategies against current strategies i can t co ver it all but it might be nice to post someone s current story if there is interest many of my craziest current experiences have come in and around o ak bay here is a link to bob britten s hu ge store or local knowledge about oak bay the last few movies include some super interesting current related scenarios posted by ian e at 11 02 pm no comments email this blogthis share to x share to facebook share to pinterest wednesday april 22 2015 persistent shifts part 4 shifts are often modeled and thought of as sudden changes of direction but this is not necessarily the case in the sail racer game we have a scenario where the wind shifts from the weather input are smooth and continuous so how do you decide when is the time to tack during a smooth shift if you dig out your strategy books you should find somewhere in there that you are supposed to tack when the wind passes the median wind direction for example let s say that you are sailing on an exceptional shift you are very lifted pointing almost straight at the mark but then then you get a slight knock you are probably still lifted overall ie you are above your median so don t tack yet only tack when you have been knocked so far that you are pointing below your median heading because being below your median on one tack means being above your median heading on the other tack for a good illustration of how to tack on the median in a smooth shift check out this speed and smarts article posted on the destination one design website from which i pulled the picture below click here then follow the link how to play oscillating shifts by dave dellenbaugh at http www destinationonedesign com index aspx s how to play oscillating shifts this image is not mine i found it by following the above link please consider subscribing to speed and smarts if you like it https www speedandsmarts com order subscribe the above picture shows how a boat tacking on the median would make gains on a boat tacking on the maximum it is nice to be able to put this theory into practice by playing the sailracer net wind game immediately after reading it instead of having to wait for the race on the weekend or for the lake spring to heat up to put it into practice i don t know exactly what sail racer s algorithm is but while playing the game the instantaneous wind trace line and a damped down wind trace line are drawn out in grey the damped line is apparently averaging out the wind direction from the last little while with some exceptions like approaching laylines the sail racer algorithm seems to make the computer s boat tack whenever the line that represents the wind direction crosses this damped average wind trace line this essentially means that the algorithm tacks on the median but we don t know how the algorithm calculates the median i have noticed that for whatever reason that in this game the wind has tended generally to come back to north and to swing more or less evenly around the direction of north if i sail play the game with that information in the back of my mind my memory is going back much farther than the wind algorithm s memory so when there are longer phase oscillations and the game begins with the wind direction off to one side well to the east or west of north i am usually able to win by being more patient or longsighted than the algorithm the algorithm gets impatient so to speak by deciding that the current wind direction must b...