Kappsegling med kompensationsrundor?
Här har vi ett nytt (?) tänk kring hur man skulle kunna segla respit.
Mina kommentarer nedan.
Inledning
Under hösten 2017 bildade Lysekils Segelsällskap Gullmar (LSSG) en projektgrupp med målet att försöka göra något åt det vikande intresset för att deltaga i de årligen återkommande kappseglingarna som LSSG arrangerar. Under projektgruppens första möte delgav en av deltagarna i gruppen, Lars-Martin Arendal, sina tankar kring kappsegling med kompensationsrundor.
Bild 1 nedan visar den bana som seglats under Lysekil Race sedan början av 2000-talet. Banan är en ändamålsenligt och vackert komponerad skärgårdsbana med ett långt ben i havsbandsmiljö och erbjuder oftast fina seglingsförhållanden. De senaste åren har kappsegling med respitstart (jaktstart) genomförts vilket på grund av skiftande väder och vind gör att rättvisa förhållanden ibland är svåra att uppnå. Planen är att råda bot på detta genom att introducera ”Kappsegling med kompensationsrundor” på Lysekil Race 10 juni 2018.
Världspremiär således för ett nytt och rättvisare sätt att kappsegla, alla är på banan lika länge, under samma väderförhållanden och första båt i mål vinner.
För att mer i detalj förklara vad denna innovation handlar om och innebär för de som deltager, redogör jag nedan för en intervju med Lars-Martin i syfte att få klarhet i de bakomliggande tankegångarna och hur han tänkt sig att det skall gå till i praktiken.
Bild 1. Lysekil Race banan.
Upphovsmannen
Lars Martin Arendal är en mycket talangfull seglare med mångårig erfarenhet från kappsegling i OK-jolle, H-båt, IF-båt och sist men inte minst med CB370-prototypen ”Gungner” på ett stort antal respitkappseglingar med LYS (Leading Yard Stick), numera SRS (Svenskt Respit System).
Lars Martin har en rad meriter och stor erfarenhet som rorsman, gast och seglingsledare och är dessutom en kompetent filosof när det gäller teorin kring seglingens ädla konst.
Bild 2. Lars Martin Arendal, seglare och filosof.
Kompensationsrundor, i teorin
”En gammal idé som pånyttföddes i samband med projektgruppens arbete i höstas” säger Lars-Martin som kläckte idén med kompensationsrundor för ca 15 år sedan. Frågan han då ställde sig var ”Kan man låta båtar med olika fartresurser segla en individuellt korrigerad distans för att uppnå rättvisare kappseglingsförhållenden? Och hur skall detta gå till?
Det finns följande varianter på SRS-segling
• Tid på tid, gemensam start och uträkning av korrigerad tid
• Tid på distans, respitstart med individuella starttider. Första båt i mål vinnersäger Lars Martin som nu också introducerar
• Distans på distans, gemensam start, tilldelade kompensationsrundor. Första båt i mål vinner
Distans på distans finns egentligen inte inom SRS-systemet som helt är grundat på tid. Därför behöver banbenen och kompensationsrundorna viktas med tidsfaktorer, beroende på vindriktningen,TWA (True Wind Angle), så att båtar med olika SRS-tal teoretiskt kommer att segla lika lång tid om de seglar upp till sina SRS-tal.
För att vikta banbenen används ett så kallat polardiagram för en representativ båt.
”Utgå från den snabbaste bogen, då har vi en tidsfaktor 1 och alla andra vindvinklar (TWA) kommer att ta längre tid för en och samma sträcka, dvs vi får en högre tidsfaktor” säger Lars-Martin.
Bild 3 nedan visar hur tidsfaktorn (TF) varierar vid olika vindvinklar. Segelbåtar är i allmänhet snabbast på halvvind i mellanvind, det vill säga 5-6 m/s. Vid alla andra vindriktningar tar det längre tid för en och samma sträcka. Lars Martin menar att de flesta båtar har nästan identisk karakteristik när det gäller fartresurser vid olika TWA, så att TF antar i stort sett samma värde för de båttyper han studerat.
Bild 3. Tidsfaktorn (TF) som funktion av vindvinkeln (TWA).
I bild 4 nedan visas ett banexempel där banans olika delar har tilldelats tidsfaktorer vid en vindriktning på 240 ⁰. Vid en annan vindriktning kommer andra tidsfaktorer förstås att gälla.
Bild 4. Banexempel med viktade bandelar.
Fördelarna med att erbjuda kappsegling med kompensationsrundor är uppenbara.
• Alla startar samtidigt
• Kompensationsrundor kombineras för olika SRS-tal
• Först i mål vinner
• Alla båtar seglar lika länge (teoretiskt)
• Oberoende av vindstyrka
• Oberoende av ökande eller minskande vindstyrkaKompensationsrundor, i praktiken
”Tanken är att använda sjömärken som rundningsmärken vilket sparar arrangörerna tid och arbete” säger Lars Martin och tillägger ”De kompensationsrundor som skapas med hjälp av dessa stationära sjömärken kommer att uppmätas noggrant”.
Lars Martin avslutar med att berätta att han har tagit fram ett dataprogram som utför viktningsberäkningar och individuell tilldelning av kompensationsrundor för alla deltagande båtar.
Kappsegling med kompensationsrundor kommer att ha premiär, i Lysekil, Sverige och Världen, 10 juni 2018 på Lysekil Race som ingår i Lysekilsregattan arrangerad av LSSG.
Inbjudan, anmälan och mer information finns på www.lssg.se under rubriken Kappsegling.
Vid rodret och tangentbordet
Bo Callenberg
Jag har vid något läge föreslagit ett virtuellt märke som placeras “individuellt” beroende på SRS, och där banlängden alltså blev olika för olika båtar. Med gemensam start, och samtidig rundning av det virtuella märket, skulle man kunna få gemensam målgång. Det är ju ett annat sätt att lösa samma problematik.
Vi vågade inte prova det. Framförallt av två skäl. Det främsta var, att även om vi som teknik- och beräknings-nördar skulle förstå det fantastiska med idén, så skulle inte alla göra det. Då skulle det upplevas som orättvist och hela vitsen skulle vara borta.
Det andra skälet handlade om tävlingsledningens ansvar. Tävlingsledningar giussar oftare fel än rätt när det gäller väder och vindriktningar. Och på en fast bana så spelar inte det någon roll, men när dessa gissningar påverkar (eller avgör) resultatet, så läggs alldeles för mycket ansvar på arrangören.
Sedan är jag lite osäker på hur resonemanget på mötet i Lysekil gick. Om man vill adressera ett vikande intresse, så borde man utgå från varför seglarna inte dyker upp? Och där har jag svårt att se hur ytterligare komplexitet kan vara lösningen på just det problemet?
Vi har svaret 10 juni.
Melges IC37 seglar
Nya Mark Mills-designade IC37 ser fin ut. Även om man kanske inte vill ta ut den på havet när det brallar…
NYYC har committat sig till 20 båtar, och det känns som man kan få till många kul regattor med en sådan fleet.
Strikta klassregler (här).
CLASS MISSION STATEMENT
The International MELGES IC37 Class is a Group 1 Owner Driver Class.
The International MELGES IC37 Class crew shall be made up of Group 1 sailors except for one bonafide boat captain who may be a Group 3.
The MELGES IC37 Class is created as a strict One-Design Class where the true test when racing is between crews and not between boats and equipment.
The MELGES IC37 Class aims to promote one design racing, family sailing at all age levels and genders and a friendly atmosphere.
The MELGES IC37 Class aims to promote the highest level of sportsmanship and respect between competitors. The competitors shall at all times respect the rules of the MELGES IC37 Class, WS, and the organizing yacht club(s) and/or authorities.
MELGES IC37 Class racing is based on full respect of RRS 41 Outside help. A boat while racing shall have no contact with outside sources not available to all boats, whether by phone, radio or other means. Please check H.4 for details. The fundamental objective of this Class Rule is to ensure that these principles are followed.
LOA 11.30 m
LWL 10.35 m
Beam 3.64 m
Draft 2.50 m
Ballast 1,860 kg
Displacement 3,600 kg
DISP/LEN Ratio 90
SAIL DIMENSIONS
Jib 35 sq m
Mainsail 48.5 sq m
Spinnaker 165 sq m
Sail Area Upwind 82.63 sq m
Sail Area Downwind 176.32 sq m
Sail Area Displacement Upwind 35.7
Sail Area Displacement Downwind 76
I 15.00 m
J 4.34 m
P 14.80 m
E 5.00 m
STL 6.40 m
Sprit Beyond J 2.06 m
IRC Rating Test 1.175
ORC Rating Test 542.7
THE FIRST IC37 BY MELGES SETS THE PACE
NEWPORT, R.I. (May 2, 2018) – Launched just a week ago, the first IC37 by Melges has aced its initial sea trials on Narragansett Bay and, in the process, added significant energy to the already substantial buzz surrounding what many in the sport believe will be the next great one-design keelboat.
The New York Yacht Club developed the concept—a strict one-design class for amateur sailors with mandatory female participation—and has committed to purchasing a fleet of 20 new boats that will be used for member charter and the biennial Rolex New York Yacht Club Invitational Cup. North Sails, Westerly Marine, yacht designer Mark Mills, Southern Spars, Harken and Melges Performance Sailboats are part of the team of industry leaders involved with bringing this boat into existence. Interest from the general sailing public has exceeded expectations with orders on the books for 20 additional boats.
After a rather bleak Newport spring, the sun shone for much of the past week, allowing a team of industry professionals to put the boat through its paces in a full range of wind conditions and test all the relevant systems and equipment.
“It’s pretty impressive how spot on everything is and how well everything works,” said Harry Melges of Melges Performance Sailboats, who was on hand for the first sail. “Westerly has done a great job building the boat. Same for Southern, North and Harken and everybody else that’s been involved with the project, Everything is working great.”
Melges also emphasized that these sea trials are just the early part of a journey that will hopefully culminate with IC37 by Melges fleets racing on both coasts of the United States, on the Great Lakes and abroad.
“From here we are going to go out and really dial in the rig tune, the sails, make sure everything fits and looks the way we want it to and then work on the boat handling side of things,” said Melges. “We need to make sure things are set up the way they should be. As far as initial sea trials go the IC37 by Melges thus far has been close to perfect. The potential for the boat and class is exciting.”
North Sails is responsible for the development of the class’s one-design sail and rig package, with president Ken Read personally overseeing the project from its infant stages through the sea trials, and beyond.
“I don’t think I’ve ever been on a boat where you just splashed it in the water, put the rig in, pulled the sails up an hour later and went sailing as we did with the 37.” said Read. “We could have immediately gone racing, which is really quite amazing when you think of the process that a new design and build goes through. There’s a lot of learning to be done, but all in all the boat does what a good boat should do. The boat simply ‘talks’ to the helmsperson and the trimmers when there is too much or too little trim. It’s easy to dissect what feels right and wrong. Downwind we were up and flying, 12 knots of boat speed in 12 knots of breeze. There’s really nothing but positives, which is a real testament to everybody who has put together this project.”
With the first boat now sailing and more on the way shortly, Melges Performance Sailboats will turn its attention to building the class structure with the goal of class racing starting early in 2019. The commitment to Corinthian participation is a foundational concept.
“The sport is eager for a class where amateur sailors not only steer the boat, but also play an integral role in the tactical decisions and development of boatspeed,” said Melges. “We anticipate a class that is equal parts competition and camaraderie. And we’re especially excited about the class provisions that mandate female participation and make it easy to incorporate junior sailors into the crew. This is a tremendous platform and it will produce great racing.”
Viewing of the new boat in Newport, Rhode Island can be arranged through Melges Performance Sailboats by contacting sales@melges.com.
MBBR18 | anmälningsläget
Just nu 65 båtar på listan, och vi väntar på ett par till som har sagt de skall komma. Till exempel TP52 Wolfpack som skall fightas med Regina 2.0 (numera en ClubSwan 50).
23 båtar seglar SM i ORCi, markerade med “*” nedan.
Största klasserna är:
Farr 30 = 8 båtar
X-35 = 6
First 35 = 4
First 36,7 = 3
Landmark 43 = 3
Xp 38 = 3
Arcona 380 Ikigai, Magnus Lundgren
Bavaria 38 match Draklunne, Mattias Wilson*
ClubSwan 50 Regina 2.0, Jacob Wallenberg*
Dehler 36 sq Esquire, Krister Ahlqvist
Dominant 105 Lady Godiva, Anders Dahlsjö
Elan 380 Anya, Lars-Gunnar Gydemo
Elliot 44 CR Matador, Jonas Grandér*
Far East 28R Röde Orm, Göran Wiking
Far East 28R Westeros, Olle Langenius
Farr 30 Cheyenne, Anders Helmrich
Farr 30 Farrari, Lars Aarum*
Farr 30 Farrgo, Per Algotsson*
Farr 30 HEAT, Max Augustin*
Farr 30 Letto di Pletto, Jörgen Preuss
Farr 30 Mrs Freckles, Lena Having*
Farr 30 Onecorner, Göran Frick
Farr 30 Pakalolo II, Olaf Christensen
FinnFlyer 36 Geisha, Björn Rosengren
FinnFlyer 36 Zlatan, Lars Wikander*
First 35 Blade II, Mats Berntsson
First 35 Elusive, Krister Gustafsson
First 35 Jolie, Markus Svensson*
First 35 Nausicaa, Carl Turen
First 36,7 Raccoon, Lars Niklasson
First 36.7 Mod Team Pro4u, Patrik Forsgren*
First 36.7 Surfer Girl, Tomas Wängberg
First 40 Karukera, Ola Sandell*
GS42 Race SWE 550 Spirit, Lasse Bergkvist*
HH42 Raa Glede, Christen With*
IMX 40 Gertrud, Hans Ristner*
J/111 Blur, Peter Gustafsson
J/111 Dacapo, Jørgen G. Heje*
J/88 J88.se, Jonas Dyberg
Landmark 43 Destin, Tore Kandahl
Landmark 43 SANTA, Claus Landmark
Landmark 43 White Shadow, Torkjel Valland*
Mannerberg 38 Pila Sailing, Mattis Ekvall
MAT1180 DataCom, Robert Carenfelt*
Melges 32 mod Old Jug by Imagine, Felix Streckenbach
One-off 55 Progressiva, Roger Edin*
Prima 38 Saiplane, Gunnar Höglind
Sinergia 40 Sons of Hurrycanes, Jon Sverre Høiden*
Sunfast 3600 La Primera, Peter Lundgren
Swan 42 CS Sirena, Peter Buhl*
Swan 45 Tarok 7, Erik Berth*
Swedestar 370 STELLA, Stefan Möller
X-332 X3M, Bertil Rohlén
X-332 Xcentric, Hans Jansson
X-35 Akhillevs-X, Yngve Amundsen
X-35 Barcarole Op IV, Bjørn Vadholm
X-35 Firefly, Johan Lindell
X-35 Hang Loose, Magnus Ekbom*
X-35 Vortex, Martin Moe
X-35 Xarabi, Amund Høsøien
X-372 MH Marius X, Charles Jobson
X-41 Gottix, Gustav Gotteberg
X-41 Kwanza, Sten Haeger*
X-41 Nexus, Søren Nielsen
X-99 Xtreme, Anders Nilsson
Xp 33 Coquette IV, Anders Kuikka
Xp 38 BlueS, Hans Johansson
Xp 38 Soldier Blue, Lars Ive
Xp 38 Yolo, Janne Ågren
Xp 44 Quinta, Anders Bogason
Xp 44 TOO Bonita, Knut G Heje
Midsummer Solo Challenge | preparations
I got an email…
I’ll participate in the Midsummer Solo and would like to prepare as good as possible for it. I’ve read the walkthrough on the homepage but it would be greatly appreciated if you could expand a bit on the subject, the nitty-gritty details. Would be very interesting to hear how you prepare for your participation and how you reason regarding the different decisions that need to be made.
I’m a novice when it comes to solo sailing so high-level advice would also be appreciated (boat setup, priorities etc).
It’ll be great to see you in Marstrand.
First of all, I’m no expert on solo sailing, and I think everyone might have their own approach to a challenge like this. But below are my thoughts on the matter.
Preparations
In the week leading up to the event, I try to follow the weather. Usually, I try to find a few different models and compare them to the actual weather. Typically I’ll use yr.no (Norway), SMHI (Sweden) and DMI (Denmark) and decide on which one is most accurate. This should give you a pretty clear idea on what kind of weather to prepare for, and help you make a good gameplan when it’s time.
Get the boat ready in time. I hate to do last minute preparations, so fix what need to be fixed, have the right sails on board and worry about simple things. Like what to eat.
I try to be organized and want to be able to find any sail, sheet or tool even in the middle of the night. As you’re solo, there’s no one else around to mess it up… but you might still end up with stuff everywhere. So keep it tidy.
Keep it simple. Don’t try to be smart and add last minute setups. Use what you’re used to, to minimize the chance to screw it up. Remember, maneuvers will be slow – but it’s the same for everyone.
Get some sleep.
The plan
On the day before the race, I try to get a feel for the course. I write it down, and make notes, to force my self to formulate my thoughts on the big picture as well as some specific topics;
Where will I be when, with the current weather forecast?
What are the likely scenarios? Will we see any frontal passages? Wind increases? Shifts? Sea breeze?
What parts of the course are straightforward, and where could it be tricky?
When/where do I need to eat? What are good stretches for some rest?
I think the course description on the site is a great start.
What are the risks involved?
How do I recognize situations involving risk?
What should I do to mitigate risk?
This is typically narrow passages, places where I don’t have room to do sail changes, going from protected to open water, maneuvers in the dark, etc. The more scenarios you plan for, the better prepared you are.
Also have a plan for what to do if you a) fall overboard or b) find someone else that’s gone overboard.
Note that there are usually 3-4 BIG decisions, that really make a difference. The hard part is to identify which those are, and when to be prepared to make them…
My thoughts
A typical scenario is SW-W 3-5 m/s with sea breeze and dying wind late night/early morning. This would be my (very personal) game-plan.
Before the start: get out early, check current, get a feel for the boat, test the proper sail combo and eat something.
Start to Gullholmen. Be active to get into trimming/steering to make the boat go. Find a safe route offshore and conserve some energy. No strategic choices. Plan the approach to Islandsberg/Lysekil properly. TWA? Sail choice? IMPORTANT. Take no risks.
Islandsberg to Lysekil. Easy stretch in moderate wind. Focus on the next stage, on how to get to Smögen. Try to balance the shortest route vs risk vs hard work. Also, sail choice. Don’t get over-ambitious, it’s still early… Decide on a plan and stick to it. Eat something and make any sail choices well before the rounding.
Lysekil to Smögen. Probably full on with navigation and sailing the boat. Focus on that. Before Smögen, have an idea on the big picture for next stage. IMPORTANT as this stage is longer and have some tactical choices. Also possible changes in wind strength & direction.
Smögen to Fjällbacka. Get the boat going in the right direction. Eat something and conserve energy. Download/check weather and re-evaluate plan. IMPORTANT: approach to rounding. TWA? Sail choice? Take no risks but be active in the archipelago.
Fjällbacka. Tidy up, prepare food, organize if there’s a chance it might be a bumpy ride later on. IMPORTANT: strategy for the next stage? Current? Transitions? Plan for where I want to be when the sea breeze dies?
Fjällbacka to Ramskär. Straightforward. Eat something and conserve energy. Download/check weather and re-evaluate plan. This is also a good time to evaluate my personal status? How will I manage myself during the night?
SUPER IMPORTANT: strategy for route south. Long term? Short term? Manage possible transitions? Where do I want to be when/if the wind dies at 03:00? Play it safe or go big? Don’t know? Keep it simple.
Get the proper sails up well before rounding, or before it gets to dark. What’s the next possible sail change? Can I prepare this in any way?
Ramskär to Marstrand. Finally a long leg. Get the boat in the groove and start managing yourself. Eat. Get some sleep. Get into the routine. Enjoy the night.
Sleep is a topic in itself. I’m sure most can do a 24-hour sail without any, but I think I make better decisions if I can get some. I usually try to get 8 minutes of sleep, before the alarm wakes me to have a look around. 2-4 naps in a row reload my batteries.
Download/check weather and re-evaluate plan in the morning. IMPORTANT to understand if there are major changes in the forecast. I’m tired and it’s hard to know when to stick to the plan, and when to think in a different way. It’s also easy to get passive at sunrise when I’m still cold and tired, but it’s a good time to get active and make any necessary changes.
Hard things
The hardest thing with solo sailing, in my opinion, isn’t the maneuvers or the long hours. But the ability to prioritize and stay on top of your own sailing. It’s very easy to get buried in some mundane tasks, and getting behind on some really important ones.
Plan ahead. Divide the course into manageable chunks, and try to plan for the next one before you get there. What are the priorities, important decisions, right sail setup, etc. Force yourself to discuss different scenarios.
Be proactive. This kind of sailing can be busy. Very busy. Try to stay ahead, and prepare for what can/will/may happen next. Tidy up, stow away sails, make food, charge the batteries, … Make lists and prioritize.
Stay active. I prefer to keep the momentum up and use the available time as effectively as possible. And to have rest/sleep as an “activity” rather than a mode that you slowly drifts into.
Eat/drink. Always have a range of options available and make this a priority. You will burn more calories, and dehydrate faster, than you’re used to – so use every opportunity to eat and drink. I usually try to get a couple of proper meals (either in the oven or 24HourMeals), as well as sandwiches and a range of power bars. And I have access to both water and sports drink (like Vitargo +Electrolyte) at the wheel and down below.
Safety, safety, safety. Top of mind. Always. Is this safe? Should I do something different? What are the risks? How can I mitigate them? Use the lifejacket, stay clipped on, keep the AIS and VHF on. Stay safe!
Enjoy the moment
Despite all the chores, hard work and dark/wet/cold hours – sailing solo is a deeply personal experience. Stop and enjoy those special moments, because those will stay with you for a long long time.
J/111 Blur³ moves to B&G H5000
This is an English version of an earlier article.
It’s no secret that I think instruments are an important piece of the puzzle on board.
I often joke that I’m not a very good sailor, so I have to rely on the numbers to sail the boat fast. But it’s incredibly hard to know when a modern boat is sailing at 100%, especially if you are new to the model. Very often, it’s not the mode that feels best which is fastest. And other things, like the current, cannot be felt at all but must be measured.
It is the same with business, where I also think that you should be “data-driven”, ie measure and analyze, and then continue to measure smaller and smaller components to get a real understanding of how to get better.
How committed our customers are, or whether the profitability of a particular product has increased or decreased is not about feel. Similarly, we are not going to debate how strong the current is or which gennaker is best on the next leg. Based on facts, we know the answers and can devote ourselves to strategic choices and those that require real reasoning.
Just as I try to understand how AirBnB or Amazon measures and controls their operations, you can look at how the TP52 or Volvo Ocean Race teams are doing …
If you want to read more on the subject, I can recommend Modern Race Navigation by Will Oxley, and for a little more readable intro Sail Smart by Mark Chisnel.
Already on the Albin Nova we took this seriously, and on both the J/109 and J / 111 we have had a high level of ambition. It has obviously required good instruments and the use of Expedition. But above all, it’s important to have a navigator who is passionate. In our case, Patrik Måneskiöld is the driving force, both on board and in technology development. When he is not happy with the GPS positions at a start, he builds his own, much better GPS (last one of the u-blox NEO-7P + Novatel GPS-701-GG). And when we debate how much we lose in one tack, he does a proper analysis.
It is, by the way, a good tip to all other teams with a little ambition – find someone who is passionate about this area and who calls himself a navigator.
This year we are planning even bigger races, so we need to take the next step with instruments and navigation.
Our Garmin system has worked well, but we have pushed the limits and replaced sensors a little too often. In 6 years we have gone through three masthead unit, three compass transducers, three speed sensors and a couple of displays.
So when we were facing a slightly larger refresh, we chose to broaden our perspective.
Alternatives
The options that were on the table were:
B & G. This is the pro’s choice, so you know you will be able to do what you want, but it also costs more money. Historically, support has been limited, and you need to know a guru. Much, however, has happened since I was wrestled with one of the first H5000 systems in 2014.
Garmin. Good components with a reasonable price tag. When it was called Nexus, the quality was sometimes so-so, but this was weighed up (and then some) by the world’s best support. The transition to Garmin has meant better quality, but also a more standardized support process. I can also find that we are between the existing product range and a new one. The software is also lagging – it’s scary every time you get into Nexus Race.
NKE. Awesome gear, But very French. I have had their Gyropilot, which has worked like clockwork, but the closest support for me is in Holland. Had I had the boat in France, it would have been an option, but now I cannot justify the extra difficulties that it means to not have support locally: at least not if I’m going to start from scratch.
Raymarine. Good autopilots and plotters, but the instrument side has long had a problem with calibration. Raymarine bought Tacktick, and have great packages for a smaller boat, or if you cruise and want everything from the same supplier.
Mix-n-match. Picking up sensors, displays, iPads, and others and integrating them yourself is an option. And we have almost been there with both Garmin, NKE & Raymarine. There are cool new options on the market like Sailmon, but you have to be prepared to spend quite a bit to make it work well.
Priorities
What have been the priorities?
a) Data quality. If you can’t get good data and calibrate effectively, nothing else matters. Simple.
b) Support. This is partly about good product support when something breaks, but also to be able to discuss questions with pros like Johan Barne, Martin Gadman on Happy Yachting or other navigators. It’s easier if someone else took the hit on a TP52, and we can use the same methodology :-)
c) Integration with Expedition is important, as this is central to routing and performance analysis. If you can also get all the parts to talk to each other well, that’s a benefit.
d) Robustness. When we do a really tough race, the masthead unit can’t shut off when it rains and blows 16 m/s, and the compass cannot lose calibration at regular intervals.
So what did we arrive at?
http://www.youtube.com/watch?v=03nH1BSIhSA
System layout
The layout is almost identical to what we have today (here’s the one we did in 2012).
On the mast, we have everything that has to do with performance. Two 20/20HV for BSB + TWA / AWA and then two H5000 Graphic Display where we can vary data a little more. Today we are running some displays alternating data, but it’s not optimal. Garmin’s newer GNX driver NMEA2000 can display three values (one large and two small), but now it felt best to drive everything from the same supplier
In the cockpit, we have two more H5000 Graphic Display. We see the one to leeward very well and it’s easy to change data. Normally, these show more tactical data such as current, next leg, and time to laylines. Especially shorthanded, it feels good to have this data easily accessible without looking at Expedition. Previously we had three displays, but now we can show more data on each, plus the plotter fills a larger function…
At archipelago races, especially shorthanded, it’s nice to have a real plotter. At the steering wheel, we will have a Zeus³ 7 plotter and MOB button. On paper this unit looks very good, and will work well in rain and splashes, which Raymarine e7 did not. It can also act as an instrument display and autopilot control.
It has some cool sailing features with laylines and more. Stay tuned for a proper evaluation.
We’ll will keep our existing Navionics cards, as integration with their app was superb. Perhaps there are even more opportunities now?
At the chart table we are installing a Vulcan 7, as this is both cheaper and nicer than a Graphic Display. This will mainly be there to display data, but also to control the autopilot and adjust settings.
The CPU is a H5000 Hercules , which is the mid-level of functionality. What we especially want is 3D Motion that compensates wind and speed depending on how the boat is moving, and the ability to send data to and from Expedition. There seems to be a number of smart features to get the most out of this.
One thing I really look forward to is being able to calibrate via a proper web interface. We will return to this process in a separate article.
As far as sensors are concerned, we have tried to find a good balance between “the latest” and a little more conservative with stuff that you know work well. Most of the sensors seem to be the same as on the VO65…
Specification
2 x 20/20HV Display
4 x H5000 Graphic Display
Vulcan 7″
Zeus³ 7″
H5000 Base Pack Hercules
H5000 Pilot Computer
H5000 Barometric Pressure Sensor
H5000 3D Motion Sensor
H5000 Pilot Controller
H3000 Speed Sensor Plastic Flush
Precision-9 Compass
ZG100 GPS
DT800 Depth
Masthead Unit 810mm
Here is the plan I received from Martin on Happy Yachting. Here you can see how everything is on the NMEA2000 backbone, get power supply in the right place (total = 1.83A). Martin has also helped me with the installation.
What happens now?
It’s a long journey from making the decision to get good data on the water. Because it’s the first time for us, I thought I’d be a bit more careful this time. The plan right now is to get back with:
– Installation; where we review the location, assembly and the challenges we encountered there. Installation is done with Martin on Happy Yachting, who will do installations on a number of boats this spring, so there should be some best practices.
– Calibration; partly about the general approach, but also the specificity of the H5000. Here I hope to bring with me a guru so that both we and you can learn some more.
– Starting features are available in both Expedition, H5000 and Zeus. Location to compare and test before the Big Boat.
– The autopilot is worth its own article. Here I have been spoiled with NKE and am a little nervous with a new friend on board. Jean-Claude (as the NKE Gyropilot was called) will sail on the east coast to summer :-)
– Weather/routing. Here too, Zeus has features that will be fun to compare with Expedition (and maybe some variants on iPad).
There are certainly more topics that are interesting.
Add a comment if there is something special that I should focus on?
Disclaimer: Blur has a formal partnership with Navico and Happy Yachting, and this article is part of this collaboration. Legally speaking, this is advertising, but I’m careful to be honest and straight forward, regardless of relationship with other parties.
Sista dagen för anmälan till Marstrand Big Boat Race
I alla fall om man vill göra det till ordinarie avgift.
Just nu nästan +55 båtar på listan (jag vet att några som anmält sig saknas nedan), och vi tror på 10-15 till.
Bavaria 38 match Draklunne, Mattias Wilson
Dehler 36 sq Esquire, Krister Ahlqvist
Elan 380 Anya, Lars-Gunnar Gydemo
Elliot 44 CR Matador, Jonas Grandér
Far East 28R Westeros, Olle Langenius
Fareast 28R Röde Orm, Göran Wiking
Farr 30 Cheyenne, Anders Helmrich
Farr 30 Farrari, Lars Aarum
Farr 30 Farrgo, Per Algotsson
Farr 30 Letto di Pletto, Jörgen Preuss
Farr 30 Mrs Freckles, Lena Having
Farr 30 Onecorner, Göran Frick
Farr 30 Pakalolo II, Olaf Christensen
FinnFlyer 36 Geisha, Björn Rosengren
FinnFlyer 36 Zlatan, Lars Wikander
First 35 Blade II, Mats Berntsson
First 35 Elusive, Krister Gustafsson
First 36.7 Mod Team Pro4u, Patrik Forsgren
First 36.7 Raccoon, Lars Niklasson
First 36.7 Surfer Girl, Tomas Wängberg
First 40 Karukera, Ola Sandell
GS42 Race SWE 550 Spirit, Lasse Bergkvist
HH42 Raa Glede, Christen With
IMX 40 Gertrud, Hans Ristner
J/111 Blur, Peter Gustafsson
J/111 Dacapo, Jørgen G. Heje
J/88 J88.se, Jonas Dyberg
Landmark 43 Destin, Tore Kandahl
Landmark 43 Santa, Claus Landmark
Landmark 43 White Shadow, Torkjel Valland
Mannerberg 38 Pila Sailing, Mattis Ekvall
MAT1180 DataCom, Robert Carenfelt
Melges 32 mod Old Jug by Imagine, Felix Streckenbach
One-off 55 Progressiva, Roger Edin
Prima 38 Saiplane, Gunnar Höglind
Sinergia 40 Sons of Hurrycanes, Jon Sverre Høiden
Sunfast 3600 La Primera, Peter Lundgren
Swan 42 CS Sirena, Peter Buhl
Swan 45 Tarok 7, Erik Berth
X-332 X3M, Bertil Rohlén
X-332 Xcentric, Han Jansson
X-35 Akhillevs-X, Yngve Amundsen
X-35 Barcarole Op IV, Bjørn Vadholm
X-35 Firefly, Johan Lindell
X-35 Hang Loose, Magnus Ekbom
X-372 MH Marius X, Charles Jobson
X-41 Gottix, Gustav Gotteberg
X-41 Kwanza, Sten Haeger
X-41 Nexus, Søren Nielsen
Xp 33 Coquette IV, Anders Kuikka
Xp 38 Blues, Hans Johansson
Xp 38 Soldier Blue, Lars Ive
Xp 44 Quinta, Anders Bogason
Xp 44 TOO Bonita, Knut G Heje
PS. Kolla in vårt fina vandringspris som är tillverkat av Rutgersons i Marstrand.
ÅF Offshore Race 2018 – anmälningsläget
Vi har ju kollat anmälningsläget för ÅF Offshore Race den 28:e april de senaste åren. Den här gången 79 båtar vilket är några färre jämfört än förra året. Men ganska stort tapp jämfört med 2013-2014.
Någon bra analys?
2018 = 46@SRS, 15@SRS-DH, 9@ORCi, 5@Classic, 4@Multi =79
2017 = 42@SRS, 15@SRS-DH, 19@ORCi, 8@Classic =82
2016 = 65@SRS, 12@SRS-DH, 20@ORCi, 8@Classic, 1@MH =106
2015 = 68@SRS, 9@SRS-DH, 14@ORCi, 7@Classic =98
2014 = 76@SRS, 10@SRS-DH, 28@ORCi, 6@Classic =120
2013 = 58@SRS, 34@SRS-DH, 20@ORCi, 8@Classic =120
2012 = 31@SRS, 9@ORCi, 6@Classic =46
2011 = 31@SRS, 12@ORCi, 6@Doubleh, 5@Classic, 2@IRC =56
2010 = 27@SweLYS/SRS, 11@IRC, 8@Classic, 5@ORCi, 2@X-35, 2@SH =56
2009 = 25@SweLYS/SRS, 7@IRC, 4@ORC Club, 1@ORCi och 4@övrigt
2008 = 11@LYS, 11@IRC, 7@ORCi och 6@ORC Club
Ett av initiativen för att locka nya seglare är Team First Race, men i mina ögfon så är det lite sent att lanasera det nu? Inspirationsmingel behövs nog i november då det ju blir ett ganska stort projekt för de som kör första gången.
Team First Race coachar fler seglare runt Gotland
– Vi vill att fler ska få vara med om äventyret att segla runt Gotland, säger Stefan Rahm, klubbdirektör för KSSS som erbjuder experthjälp för att göra det lättare för nya deltagare att komma till start i ÅF Offshore Race.
ÅF Offshore Race är en tävling för elitteam och för amatörer som vill vara en del av en stor havskappsegling. Och tävlingen har i flera år jobbat för att locka nya deltagare. Nu har man jobbat försökt identifiera vilka hinder som kan upplevas finnas för att komma till start för de som funderar på att anmäla sig.
– Vi vet att det finns många som vill delta och som planerar att göra det varje år men som inte gjort det för att de ser en rad hinder på vägen fram till startlinjen, säger Stefan Rahm.Förra året tog man bort kravet på att deltagande båtar ska ha en livflotte ombord, något som tidigare varit ett hinder för en del att delta. Där var det dyr utrustning som satte stopp men enligt Stefan Rahm handlar det också om att komma över en kunskapströskel.
– Man upplever att det är krångligt att förstå regelverket kring inbjudan och Notice of Race. Det är inte skrivet för förstagångsdeltagare men det är väldigt synd att tappa potentiella deltagare redan där.Team First Race är hjälpmedel för att komma över den tröskeln. Tävlingen har fyra stycken coacher som har erfarenhet från ÅF Offshore Race och andra stora internationella regattor. Deras mål är att nya deltagare ska förstå att det inte är så svårt att komma till start.
De förklarar regler och vad som gäller tekniskt med redskapskrav och besiktning av båten innan start. Inom havskappsegling finns det många praktiska saker att tänka på och då kan det underlätta att ha en guide till allt från navigation och segelsättningar till vaktscheman och att köpa proviant.
– I första hand handlar det om att få den kunskap som behövs för att komma runt Gotland på ett tryggt sätt. Nästa steg är att genomföra tävlingen så bra som möjligt, att hitta rätt taktik och att finslipa seglingen.ÅF Offshore Race startar den 1 juli och de som nu funderar på att vara med kan anmäla sig fram till och med den 1 juni.
Läs mer om Team First Race och tävlingens Race Coacher här.
Medverkan i Team First Race är helt kostnadsfritt och du anmäler dig genom att skicka ett mail till firstrace@ksss.se.