Racing and the Turns

[CCWBRA Secretary]

(transferred from Groupspaces)

Steve Brendlinger:  Questions regarding cornering during a race – during the course of racing on Saturday at Kent Island, there were at least several situations where there were questions regarding the rules and acceptable procedures while cornering.  As a result, I have read and re-read the “Rules of the Road” section of the CCRWBA Racing Handbook for 2014 as posted on the website. The more I read them, the more confused I get as to what is acceptable during a race. The general idea may be OK, however it is difficult to comply with these rules without simply taking a “follow the leader” mentality while racing. If this approach is taken, it will certainly contribute to safer racing and probably fewer flips/ejections. It will also be less exciting , winning will depend solely on the start, and motor. Here is an example of a questionable situation:

Several boats start in a close group, boat #1 running in the middle, but in first position, boat #2 running inside, closer to the mark and in second position, boat #3 running outside, away from the mark in third position.  The lead boat (#1) turns hard to starboard just prior to the first mark, sliding sideways, rounds the mark (enough space between the mark and his boat for another boat to pass, but tight) and continues toward the next mark. This action gives the second boat a decision to make:

A – turn hard to starboard and aim for the space between boat #1 and the mark,

Outcome: boat #2 successfully makes the turn but does not change position in race, or, boat #2 makes better turn and passes boat #1, there is not an overlap established, is this a “clean” move? What if there was no previous overlap established? How do you actually determine overlap at 25 MPH? What if the passing maneuver caused the driver in boat #1 to adjust course or speed partway through the turn? What if the passing maneuver occurs while the boats are still turning but more than 4 boat lengths from the mark?

B – run into boat #1 ,

Outcome: Who is at fault? What if boat #1 makes the turn, cavitates, and slows or stops, causing a collision?

C – slow down fast,

Outcome: lose some ground in race, continue racing, or boat # 3 is already making corner and due to de-acceleration of boat #2, collides with boat #2. Which boat is at fault?

D – turn to port, and go around the outside of boat #1

Outcome: successful, lose some ground in race, continue racing, or boat # 3 is already making corner and collides with boat #2. Who is at fault? Does the presence of an overlap prior to the collision make a difference?

These are questions where I either don’t know the answer, question the answer, or don’t like the answer. They are meant to provoke comment, discussion, and hopefully solutions that will work and be possible to enforce. The situation(s) as I described above probably occur in almost every competitive CCRWBA race, in every class. I am not clear on what is legal, what is not legal, and what is OK as long as you don’t pass the wrong boat while doing it. If there are rules, they need to be enforced all the time.

[CCWBRA Secretary]

Lee Edmonds:   Hi Stephen, I was the worst offender at KIYC Saturday, smacking a Glue Factory CCR in one of the hairpin turns and washing out its kill switch connector with the wall of water I sprayed into Mike’s boat.  That’s doubly bad because I’m the one at the Drivers’ Meeting that was talking about being nice in turns.  So it’s painfully obvious to me that I need more training, or practice, or both!

As the Protest Committee was completing their last task of the day and everyone was being hurried into the Club for the awards ceremony, Tara and Tom were talking about having a five-minute discussion (I’ll need more than just five minutes of remedial training) during future Drivers’ Meetings talking specifically about the rules of the lanes in turns.  They talked about including graphics and diagrams to help explain the rules.  I think this is a wonderful idea and am hoping for others to support such a training session.  There are other drivers with lots of practical and technical expertise in rounding marks that could contribute to the development and evolution of such a training tool.

I am sure that the basics, explained clearly by drivers that know the rules, will help the rest of us better understand our responsibilities in turns.  But I’m also fairly certain that common sense is something we all need to exercise while racing.  Well, I certainly know I do.

Thanks for bringing up this topic.  Lee

Tom Kerr:   I’m glad Steve has brought this topic out into the sunlight.  As often is the case, it takes an unhappy experience to get this to happen. As Tara (the one with the experience in such matters) and I (the one who is safer in a canoe) talked about this, we realized that this is a teachable moment for all of us.  The association needs to nail down some guidelines, and each of needs to learn about how fair and safe driving rules and competitive strategy fit appropriately into a race.  I, for one, have been confused about that, and I’m going to guess that the handful of new drivers on Saturday knew even less, unless they have raced in other venues.  From the safety side, this feels like a critically important topic.

Kim Granbery:  Steve, my currently non-official take as an original attempter to create a brief, simple set of rules to keep everybody safe while not stifling spirited competition was based primarily on the Rules as defined by US Sailing.
CCWBRAs original rules were based more on not who is right, but who is wrong.
Rule #1. Overtaking boat keeps clear….if you are looking at the back of some bodies helmet: you are most likely the overtaking boat. You are the BURDENED vessel.
Rule #2 Outside boat on the corner keeps clear… if somebody else is between you and the mark: you are the outside boat and thus the BURDENED vessel.
From my personal experience; I don’t always know when I’m right, and that’s a good reason to yield right of way. And 95% of the time I know when I’m wrong and that’s a good reason to yield right of way.
So when in doubt, yield right of way.
I’ve seen our winningest drivers do it on a regular basis and still take home the big one.    Have fun and get a good start, if you do the guy in front of you is over early and won’t be on the podium.

Ian Millington:    I think this is one of the most important and yet least addressed issues in the league. I know we’re all competitive drivers and I respect that fact. It wouldn’t be called racing if we were not. The problem is that some people seem to have a better grasp on corner entry and exit better than others. The boats we race have a very fine line between control and cavitation. I know that I’ve been agressive on both ends but I make sure to back out of the throttle and yield to any boat in front of me in order to avoid contact and abide by league rules. I think the CCWBRA should hold a demo class for all new and current members in order to establish a base line. Potentially the best fix is, as drivers, we all need to be certified at some point through out the year in order to compete? So far the most stringent rules we have involve 1/4″ worth of transom height, yet anybody can hop in a legal boat and race. When these new drivers enter the boat they have but merely the rules and a vague understanding given from a drivers’ meeting. The drivers’ meeting consist of a basic and swift recap of rules and operations. Nothing close to what novice drivers need to know in order to be safe and efficient in competition.

Possibly the best way to combat this issue is to mandate a certification class. It doesn’t need to be an incredibly lengthy class such as the USCG mandates but something that at least addresses all of our main racing concerns. One should obviously know the rules of the road (water) but maybe we need to address what proper boat lengths are in a true driving situation. It’s one thing to say 16′ and it’s another to run it in a real life situation. I understand that senior drivers probably have a better grasp but I think that all drivers need to be on the same par. Being able to drive a boat is one thing, to efficiently race it is another. That’s why I feel we need a proper drivers “license” and not just a race legal boat.  I’m open to any criticism

Kim Granbery:  Ian, I think you have an excellent point, well stated. We have numerous committees to tackle numerous problems and just like we have a new Juniors committee I think we could benefit from an Education, Training and Certification Program. I think your idea is worth bringing up at the meeting at the Nationals.

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