OCS; Are we missing something?

OCS; Are we missing something?
A guest post by Mike Butterfield (IRO, IU, IJ) GBR

Boats that are OCS are one of the big problems for race officers. We do have a number of tools at our disposal to deal with it but I wonder if we are missing a trick.

At the moment our first line of defense is the raise the “X” with it’s sound signal and as an alternative we can have a general recall with “1st Sub” and it’s two sounds. It just depends on how confident (and quick) we are in identifying the boats OCS before we make the decision.

We know with “X” we have about 5 seconds and this year I had one start where it stretched to 13 and Redress was given to the sailors. Incidentally as they did not return (which would have taken time) and they were given a 20% place penalty by the RYA Appeals panel.

In our race management training we accept we will not identify all boats OCS and ask our pin, what they have, and they reply with two numbers, those they have as over and those they can identify. From this and our observations we see if we have most boats and make our decision “X” or “1st” sub.
Now we know ISAF have Race Management policies for the Olympics and ISAF events which covers this point. In these guidelines we are told “When the race management team is satisfied that all boats over the line have been identified, an Individual Recall will be signalled.”

Now we have just noted we differ from the guidelines, by our two number system, to get a good percentage of boats identified before we call Individual Recall. What may be needed for the ISAF events is not what we necessarily need to worry about for fair day to day racing.

ISAF say in their Race Management Policies:

 “The Race Management Team will not signal an individual recall and then a general Recall.”

Now I have never seen it done, and nothing is said of it in training race officers, so it appears to be universally accepted – BUT WHY?!

To me within the time constraints we have (and put at 5 seconds) we have little enough time on the average start line to enable us to decide if we have identified all or most of the boats that are OCS.
What we do know is that we have OCS boats so it seems sensible to call for an “X” with its signal so we have this option available and we may see who starts to return relative to the numbers identified.

If after we have consulted our ARO (pin) and DRO (on committee boat) we are not satisfied we have identified enough boats what is unfair in going for the 1st Sub at this point. There does not appear to be an issue of fairness as we have called them all back.

I can see no real downside to this approach and would like to advocate we adopt this as a sound race management practice, or at least open a discussion on it. Anything that might save a good start is worth trying, and we know often if we go for general recalls we are rewarding those who pull the start over and force us to move to the Black Flag.

I think this new approach could assist in our race management practices and I ask you to consider it.
If there are comments please  use the comment box below.

Mike Butterfield


If any of you want to discuss this privately with Mike, send an Email to the blog email and I'll forward you Mike's email address.

Postponement!

The use of the Answering Pennant?

In a couple events fairly recently I was confronted with the use of the answering pennant - AP in short - in combination with a numeral pennant;
AP over one and a bunch of class-flags
or
AP over four with another set of class-flags.

Here's a picture from the last event I was attending; The Delta Lloyd Regatta. We had a beautiful week with lots and lots of sunshine but, alas, also a couple of days with less than perfect wind. In fact, no wind. Hence the postponements.

During the day, when these combination of flags were used, I was confronted with a couple of discussions about the exact meaning. I though it was obvious and had not considered the arguments given.

In my understanding the numeral pennant under the AP gives you the number of hours the start is postponed from the ORIGINALLY scheduled time.
For example: The Finns were scheduled to start at 14:00 hours (2PM)
AP over numeral pennant three over the Finn-class flag would make that start time: (2+3=5) Five o'clock.

At half past four the signal flags are changed and now the same flagpole shows:
AP over numeral pennant four over the Finn-class flag. That would make the start-time in my opinion: (2+4=6) Six o'clock.

But then someone argued: With the hoisting of the first flags the scheduled time becomes 17:00 hours (5PM). If you then hoist the AP over four, the new starting time must be taken from that new time
i.e.: (5+4=9) Nine o'clock in the evening.

So it depends what is meant by "scheduled" starting time. I am always using the 'scheduled' time as (obligatory) printed in the SIs. But was confronted with a couple of knowledgeable sailors who used the second system.

In my opinion the signal should be clear, precise and not being subject to any other possible interpretation. Suppose you use the number one pennant repeatedly?
The first one makes the (printed) schedules time an hour later. But the second one, two hours, and the third one, three hours later!
If any sailor missed looking at the mast and noticing that the one was lowered and hoisted again, he would have a hard time figuring out at what time he was suppose to start. In contrary to always using the printed (SI) time. No matter how long you haven't looked, the pennant shown is always added to the printed time and that gives you the new time.

I would appreciate some feedback and/or comments.
J.

ISAF Q&A's; Five new ones!

The panel has awakened from it's long winter-break, or so it looks. I received five new Q&A's in my mailbox. Some also very 'useful' for Race Committees.

Q&A 2014.002 B008
As the B indicates, this one is for boats; a clarification on a previous Q&A from 2013, number 017 B005 to be exact. In order to understand the question (and answers) you need at least this diagram:

Diagram from Q&A 2013.017 B005

Both Q&A's, the new one and the one from 2013, hinge on one issue: Has the Blue given mark-room (pas tense) or does she still have to. For (yellow) sailors: If you want to avoid this 'nitpicking' by the rules gurus: Don't go around the mark with so much leeway, stay close, gybe round it and you are covered.....

Q&A 2014.003 F002
Race committees, please pay attention. The Q&A Panel is putting the hammer down. Results are no longer provisional, final or any other adjective you care to give them: They are, from this day forward "RESULTS". Make it so!

Q&A 2014.004 L002
When it rains, it pours. Race Committee, you are again ordered to change your wicked ways. No more multi-discipline races with boards, boats and what not. They can be harmful to your health and create risk of collision, damage and injury.

Q&A 2014.005 F003
Will they never stop? Again and again the poor line-sighting volunteers get it wrong. Identifying wrong boats under the black flag. No wonder the Q&A-panel has to step in, to sort this mess.
No, wait.. at the end a sailor is also ....
Well, you should find out yourself, I can't bear this any more...

Q&A 2014.006 K002
I'm glad this is the last one. The RC has enough on their plate for now. At least this one is about ties in Match Racing. A favourite subject by far, among the scoring people who are volunteering to do it.

Perhaps a decent flow-chart would help. What do you think?

J.


Ooh, I almost forgot: Here's the link to the updated booklet: ISAF Q&A Booklet
Put it in your library now, before you are caught, not having it.... and the Panel comes after YOU!

Starting; a three mark solution.

Traditionally in fleet racing the starting line is a 'line' on the water perpendicular to the wind and defined by two marks on either end. The Race committee vessel as a mark on the starboard side and a 'pin' boat or mark on the other end. By moving the pin upwind or downwind the RO can influence the angle of the line and make it more or less favoured at one end.

Several larger fleets have run into trouble with this traditional set-up.
Because of the number of boats the line becomes impossibly long. (The standard formula for the length of the line is hull-length times X number of boats times 1,5). For instance; a fleet of twenty 'Valken' (6.5 m1) is 20x6,5x1,5= 195 meter. But if you take 72 Melges 24's you get: 72x24x1,5=2591 feet = just shy of 800 meters!
Even with a double pair of eyes on each end, chances are the Race Committee is not going to be able to recognize all boats who are OCS.....

So, large fleets get split up into groups, and those groups get hustled for two separated starts.
(A-B/C-D. A-C/B-D, A-D/B-C), Half the fleet, half the length of the line and 400 meter is manageable. After three races the fleet is split into gold and silver. Top and bottom half of the results.

Many classes hate group sailing. You never compete to all in all races and the split is always disappointing to some. Sailors want large fleets where everybody participates.

At a Melges 24 European Championship I was attending this summer, the class and Race Officer had found a different solution. Perhaps not new for you, but it was my first time seeing it on the water. They did not use two marks on the starting line, but three!

The Race committee vessel took station in the middle and there were two pin ends. One on the left and one on the right. The line was split into two lines. Here's a diagram:

three mark starting line

The advantages in sighting are clear. By adding a middle boat with two pairs of eyes on each side, you half the change that an OCS boat is missed. The line is effectively only 400 meters even with 70 Melges. The whole fleet can be started in one go.

Mind you, there are also some problems to solve. The first being that it is much harder to line up three boats exactly perpendicular to the wind. specially in shifty conditions. And that is very much needed!

If the RC doesn't, all the 70 boats will go to one end and you will have too many boats starting on too short a line. But in all fairness, that can also happen with a two mark line.

Secondly is the 'return round the end' rule. (rule 30.1)
With long lines the India flag is effectively as deadly as a Black. Boats starting in the middle who find themselves over the line have to sail so far and long to get to an end, that they might as well quit. They'll never catch up with the fleet.

So how to use the middle boat? If rule 30.1 isn't 'tweaked' you end up with boats returning around the middle boat from both ends and crossing behind the committee boat on different tacks. The Melges class have a 'adjustment' of rule 30.1 in their Sailing Instructions.

Both OCS boats have to start on the right....

This way returning boats comply with the requirements of rule 30.1 but always on the same tack. Much easier to sort out right of way and keeping clear.

And lastly you do need more people sighting on the starting line. The communications calling OCS is more complicated as the number of rubber boats is one more...

The three days I spent on the water with the Melges 24 class I saw this set-up. It works! You have a shorter line manageable by the RC and still a large fleet of 70 boats starting at the same time. When the fleet bunched up at one end the RO usually had to call them back with a general recall, or postpone before the signal, but that would have happened on a two mark line as well.

So next time you get a request from a class with many boats you can offer them this solution. You'll have some work to (re)train your race committee volunteers, but it might be worth doing..

Please leave a comment if you have done this three mark starting line set up before...
And tell what you think about it.
J.

Windlimits?

Sailing a kite board is not like sailing a sailboat. But you already figured that out. Didn't you?

One of the basic differences is in how they regulate there 'sail' in heavy wind conditions. On a sailboat you start trimming. More tension on the back stay. Flattening reef. Leeward with the traveler. Or even reefing the mainsail and changing the jib.

Kite boarders don't have those options. Sure you can - to a certain extend - de-power your kite by letting go of the handle bar. But the size of the kite stays the same.....

Or does it?

No, it does not. Any skilled kite boarder has a range of kites varying from 6 to 18 m2. Eight or seven of them. He or she picks the kite most suitable for the wind conditions and their own mass. Heavier, stronger riders, choose bigger kites. Smaller people need less square footage and choose a smaller size. And that's also how they cope with stronger winds. More wind equals smaller kites.

The International Kiteboard Class Rules however, have a limit on the number of kites you can use for an event. For a sailboat I can understand that you want to limit the number of sails - sound economical issues are to be considered. But to do the same for kiteboarders is like tying a knot in your sheet. You are not allowed to trim your main out any further. No matter how hard the wind is blowing. You must sail with a tight sheet.

Riders must judge the wind conditions for an event - look at the forecasts and choose three sizes they want to use. Those three kites are registered at the beginning and only those three they are allowed to use.

We all know how predictable weather can be. Those weather guys never get it wrong.
So that's fair, no?

Unless.

You're on the north German shore of the North sea. One day it is a balmy 23 degrees, with sunshine and low 8 to 14 knot breeze. The next day it's blowing your socks off, with rain and 42 knots wind.
But those weather guys saw that coming weeks ahead.....

There's wind, let's go kiting.

For more pictures:VW Beetle PKRA Germany SPO day 3

The amazing thing is that kiteboarder go sailing in those conditions... provided they can use their smaller kites. They love it. No wave to high, no breeze to strong. They just go faster.... and higher.....

The Race Committees for next year's World Cup events have a surprise coming. When every other class stays ashore because the wind is too strong.... kiteboarders will want to go racing!

Unless they are forced in using a limited number of kites...... or even only one.


J.

Race Management Program for Finishing

Today I'm asking for your help (again).
I'm looking for a software program that can accurately score a finish in a regatta. On a tablet or phone. Anything with a touchscreen.

To start with you have an entry list with all the sail numbers. They are sorted in order. At the finish line you tab the number of the boat/kite/board coming in and it records the number with a time.
The number is deleted from the list or at least changes color or some such distinction. (In special cases you should be able to record a finisher twice, remember?)


I can imagine making something like this in a spreadsheet - Excel or whatever - but that would require typing in a number - something that in some classes is a drag. (how many digits does a laser sail number have again?)

So my question to you: Is there anything like this currently available or 'in the making'?

Please come back to me in a comment or send me an Email: rrs-study ed home dot nl

Kite boarding in Turkey–part 1

I'm at a PKRA World Cup event (again) this time in Kumkov Burc Beach. It is on the European side of Turkey on the edge of the Black Sea, very near the entrance of the Bosporus. Today was the first day and we had fantastic wind to do the kite boarding. Three upwind downwind races in quick succession and now the freestyle riders are doing their jumps and loops. I’m here as an IJ to chair the Protest committee. So far no work today – no protests.

I talked to the riders and others about the sport and about the rules. And helped with the finish. The biggest problem at the finish in these circumstances is to recognize the number on the riders. They are issued with a pullover with a big black number, but the finish is outside the surf and about a 100 meters from the beach. Even with binoculars it is sometimes impossible to see. The number is on their backs and if the wind angle is towards shore, like here, they face the beach with their back away from you.

I racked my brain how to improve this, but have not found he answer. Everything I suggested was shot down as to disturbing to the kite performance – like putting a sail number on the kite. The material is similar to spinnaker cloth and any stickers would drastically impact the bending. Streamers between the lines just would interfere with looping and might vibrate the lines, as do any other flags or stuff on the lines.

For now we just look at the kite – colour and make – and write those down. When the riders return to the beach we run around sorting out numbers and pray and hope we get it right. Preliminary results have been published and no requests for redress as of yet. There are several similar kites in make and colour, so that is a relief for the finish committee….

If any of you have suggestions how to improve the identification, please don’t hesitate to leave a comment.

J.

Finished or not?

A boat in a short regatta (half an hour) crosses the finish line as 7th boat and just after her bow has passed the line, she touches the finish  mark. The Race Committee on the pin-end finish boat see the boat touch the mark. They inform the other finish boat and a note is put on the finish list.

The boat crosses over the line and some heated argument on board is heard by the RC-people. They lose sight of the boat and concentrate on the next boat(s).

The boat returns to the finish line a couple of minutes later and is seen to sail downwind through the line towards the last mark.

After five minutes the finish window (time limit) runs out and because the next race is scheduled to commence as soon as possible, the committee boats leave their station and go down to the starting area. While they motor down, they see that same boat beating upwind.

The next race is started twenty minutes later after a short postponement because of a wind shift and all boats participate.

After racing the scoring is published and the boat who had touched the finish mark is scored DNF. The PC receives a request for redress within the protest time limit from that same boat, claiming she had finished.

What should they do?
Is that boat finished or not, and what should their score be?

Definition: Finish A boat finishes when any part of her hull, or crew or equipment in nor­­mal position, crosses the finishing line in the direction of the course from the last mark, either for the first time or after taking a penalty under rule 44.2 or, after correcting an error made at the finishing line, under rule 28.1.

National Doping regulations and rule 5

In the Netherlands we have - whatever you might think - a strict anti doping regulation in sports. Including in the sport of sailing. Most jury members will think first off, this already covered in the fundamental rules, particularly in rule 5, the Anti-Doping rule.

Recently however, our national doping agency has been investigating sports in our country, on compliance with the rules. Specifically the rules about their authority to inspect during an event.
Our MNA (Watersportverbond) has been made aware that most events do NOT comply with their rules.

In the Notice of Race and in the Sailing Instructions, the NATIONAL Anti- Doping regulations have to be declared as a governing document. In that regulation the way inspections are conducted are described and how competitors should act and what rights they have.
Our MNA has now amended all championship NOR and SI to comply. And make a room (toilet is enough) available for the Doping Authority during events.

You can find the Dutch regulations here: Nationaal Dopingreglement_2011
All competitors; helm and crews, have to adhere to it.

What about your country?
Do you have a anti-doping regulation on top of rule 5?

Everything you wanted to know about Kiteboarding!

As you've heard by now, kiteboarding has been voted into the Olympics for 2016. This decision was reached partly based on the testing done this year in Santander in March this year.

There are two reports available from that evaluation, both can be downloaded from the ISAF site:
Kiteboarding Evaluation Report en Kiteboarding Technical Report.

A few key phrases:

• There are no race management or event organization issues. Kiteboarding could be immediately included in major ISAF events and the Olympic Sailing Regatta.
• The rules are well developed and follow the standard Racing Rules of Sailing with some discipline specific changes. No rule 42.
• Racing is close to the shore with an easy to follow competition format. Kiteboarding is colorful, attractive to spectators and media and especially appealing to youth.
• Equipment is readily available with worldwide distribution channels, production controlled and at a low price (cheapest entry into Olympic Sailing for emerging nations). 
• The class is growing fast. App. 60000 persons start kiteboarding every year. App. 180000 kites and 75000 hulls are sold every year with a yearly growth of 10%.
• Currently 14 builders are producing hulls and 19 builders produce kites. This competition between builders guarantees high quality at a low prize.
• Equipment is high-performance over a wide wind range (5 till 18 knots during the test event using one hull and one kite only).
• Equipment has a wide weight band – competitors from 55 to 90 kg used the same hulls in the test event and chose the kite size by body weight.
• Biggest growth rates are currently in Asia. Emerging nations can reach international competition level within a few months.
• Flexibility: Equipment is light weight (hull, kite and rigging less than 12 kg) and can be taken as standard luggage on planes. During the test event, the complete equipment of 17 competitors fit into one mini bus to shuttle to a nearby beach.
• Storage: Equipment Storage is minimized, complete equipment of 17 competitors easily fits into 50sqm with no additional requirements for storage facilities. Kiteboards are completely rigged and de-rigged every day (it takes 5 minutes to pump up the kite).
• Kiteboards are physically and technically challenging to sail, but not destructive to the body (no pumping, always trapezing).
• Youth Pathway: youth and junior competitors use the same hulls and only smaller kite sizes depending on the body weight.
• The competition format developed during the test event allows for short event duration, head to head competition and the winner of the final medal race winning the first place. Races are between 12 minutes (fleet race) and 4 minutes (medal race elimination)
• Identification of Sailors needs to be improved, e.g. by adding nationality flags to the kites
• There have been safety issues in the past which have been overcome since app. eight years. Safety standards are constantly improved in cooperation between class and national governments

With my limited experience I would agree with most of these evaluation points. but 5 knots as a lower wind limit is low, too low for some places. It depends on the place kiteboarders have to launch from. If the beach the big waves can be very challenging to overcome if you don't have power in your kite. Gradient and current is also a factor. The criteria should involve a lot more factors.

As for safety. Kiteboarders cannot paddle!. The newest generation kites do float but it is not easy to relaunch once they are in the water. If the conditions become unfavorable every kiteboarder has to be picket up and brought in. There is no way they can get back without help if they can't 'sail'

And please don't limit the riders in forcing them to choose only one size kite! The range is from 6 to 17, 18 m2, with many kites in between: 6, 7, 8, 9, 10, 12, 14, 16, 17 m2., depending on the brand.

Kitesurfing Rules! Part 2

Appendix BB is changing quit a lot of definitions;
For overlap the kite does count, but for finishing it doesn't. The competitor even has to be in contact with board to be able to finish according to the definition:

Finish  A kiteboard finishes when, while the competitor is in contact with the hull, any part of her hull, or the competitor in normal position, crosses the finishing line in the direction of the course from the last mark, either for the first time or after taking a Turn Penalty under rule 44 or correcting an error made at the finishing line under rule 28.1.

So if the rider gets separated from his board just before the finish line, he has to get it back before he can cross. Or cross again with the board. I think he can swim with it, over the line - or walk with the board over the line, if the water is shallow enough, as long as he's holding on to the board. But the experts next to me here say, he should be on top of it.... kiting. (That's not what the wording states, imho). But of course they are right, Appendix BB also changes rule 42:

42 PROPULSION
A kiteboard shall be propelled only by the action of the wind on the kite, by the action of the water on the hull and by the unassisted actions of the competitor. However, the competitor shall not make material forward progress by paddling, swimming or walking.

Another definition:

Start  A kiteboard starts when, her hull and the competitor having been entirely on the pre-start side of the starting line at or after her starting signal, and having complied with rule 30.1 if it applies, any part of her hull, or the competitor crosses the starting line in the direction of the first mark.

In this definition again the kite does not play any part. It may cross the line before the starting signal and may never come behind the line.

Not only many definitions have been changed. In the rules of Part 2 also a lot has been changed and/or added. For example rule 21,3 has been changed and a new rule 21.4 has been added:

21.3 During the last minute before her starting signal, a kiteboard that significantly slows down or stops, or one that is not making material forward progress, shall keep clear of all others unless she is accidentally capsized. 
21.4 A kiteboard that is jumping shall keep clear of a kiteboard that is not. During that time rules 10, 11 and 12 do not apply. If two kiteboards are jumping at the same time, then the kiteboard required to keep clear under rule 10, 11 or 12 shall do so.

In practice this means all starts are more or less flying starts. Combined with a permanent black flag starting penalty, it means riders have to stay well clear of the line in the last minute and time their approach very accurately.


We're preparing for the second race of the day. The wind has picked up and looks like it is holding steady. The finish is straight before my window in the RC-tower. I'm enjoying myself here......
Have look at the website and follow the action: Kite World Tour
J.

Race Management Manual 2012

On the ISAF website I noticed the publication of the 'new' Race Management Manual and had quick look.

It is a whopper!

345 pages about Race Management, with subjects ranging from 'Dealing with the CAS, Crisis Management, Junior Sailors to Handling Misconduct and Dealing with the Media. A real big basic manual, covering everything, in first glance.

I'll be reading it in coming weeks - time permitting - and report back on interesting subjects, but it is already clear to me, that a lot of people have invested a lot of time to get it this extensive.

Illustration on page 335

If you are interested, you can download it on this page: RMManual2012.

Do me a favour, if you do and have read it, give me your tips on interesting parts....

I'm writing this post on Saturday evening, to be published on Sunday - after a day on the water. I was in Lelystad at the sailing centre of Team Heiner for stage 5 in their Match Race Winter series. Nice (and dry) sailing weather for the six teams participating. Tomorrow stage 6.

This means I will - in all likely hood - not be able to score the LTW 2012 Winter Challenge E 03/09 tomorrow. I did however publish the answers already - so you can have a look at what you fellow challengers wrote.

A hint, read rule 42 again and think about why you did not include that rule in your answer........ (save one)

Ohh, will the anonymous challenger who send me his/her answer already last Saturday, please tell me who you are? There are several possibilities and I hate to award a score to the wrong person.

LTW 2012 Winter Challenge 03/09: Finished?

In today's episode of our LTW 2012 Winter Challenge you assignment is about a protest by the Race Committee.

During a regatta the finish committee witnesses a boat crossing the finish line, while one crew member is in the water being dragged by the boat. The committee score the boat and then report the incident to the RO who, after some thinking, decides to lodge a protest. The PC declares the protest valid.

In the subsequent hearing the skipper tells that the crew member fell overboard just 30 meters from the finish but managed to hang onto a rope (jib-sheet). The crew pulled himself towards the boat and with one hand on the rope and the other on a stanchion, the boat continued. The water was not cold and the crew was in no danger, according to him. He decided to continue sailing and help the crew back on board after crossing the line, as to not lose any places. The boat finished first in that race.

Write the facts found, draw a conclusion and analyse all rules involved. Then decide the protest.

As per usual, you can ask any question to either party, but only two in total. Deadline for question one is Monday 23:59 and for question two Wednesday also 23:59.


I'm doing a clinic on rules tonight and have a Match Race event tomorrow. Scoring on Episode 02/24 will be on Sunday - if nothing else happens. Don't forget the deadline for your submission: Midnight tonight.

International Race Officer Seminar in NED

From The ISAF Website:

ISAF Race Officials News
The Hague, The Netherlands

Are you an experienced national race officer and do you want to become an International Race Officer?
From 16 - 18 March the Race Management Seminar will be organized in The Hague by the Royal Netherlands Yachting Union and ISAF.

With instructors Charley Cook and Christophe Gaumont we are sure it will be very interesting and instructive days, with theory and practical exercises. At the end of the seminar we finish with an exam, which gives you the entrance to become an International Race Officer. The costs are € 294,- , including two nights hotel accommodation.

For more information and registration please contact: edwin dot lodder at watersportverbond dot nl 

The ISAF Race Official Seminar and Clinic programme aims to improve standards of officiating around the world by increasing the number of officials qualifying for ISAF International status. The programme depends on the co-operation of ISAF Member National Authorities (MNAs) who host the seminars. You can find details on the guidelines and procedures for hosting a seminar or clinic, together with application forms for MNAs wishing to host one on the ISAF Race Officials site at www.sailing.org/raceofficials.

I'm already at an event, otherwise I would have gone...

How about you?

DutyMan for the KWS

Well, the experiment has begun!

As you might know, I'm active in two local sailing clubs. In one (KWV Langweer) I do mostly Race Officers duties and in the other (KW Sneek) mostly Jury duties. For the latter one of my responsibilities is to find volunteers for all the protest committees at events during the year. Fill in the duty roster, so to speak.

Last year, during an ESS event, I came in contact with a representative of a web-based program that can help with this. That program is called DutyMan. It is already in use by many clubs in Great Britain and works very well - according to John - the guy who told me about this.

I expressed an interest and to cut a long story short - we are now using the system on a trail bases.

DutyMan applies internet technology to simplify the organisation of club duties. I've uploaded our calendar with each individual duty and all the data of our volunteers. Yesterday I gave the system the go ahead to send out the first mail to all members inviting them to log-on and fill in on which dates they can "Do their Duties" this year. This phase will take a month in which everybody is free to pick an indicate what they are willing to do. After that we will evaluate the holes in the roster and have a meeting. Then we will assign the duties for the rest of the year.

The calender will be kept up-to date on the internet and everybody can find out who will be joining them for a specific event and in what capacity. If, for whatever reason, a member is unavailable the program gives him or her the possibility to initiate a request to swap and find a replacement. The program sends reminders automatic and the PRO of the event is kept up to date with all mutations.

I have high hopes this will make my job a lot easier. I don't have approach each individual volunteer any more to get the PC roster filled....

If you want to have a look at the program go to www.dutyman.biz/looktowindward

If you think this is something your club can use and you apply for the program, I would appreciate if you mention you got the link from LTW. You can use it for 90 days on a trail bases.
And if you have questions or just want to tell me how things are going, don't hesitate to contact me.

Oooh, although the program has been written for yachting clubs, it is can easily be used for any 'duty roster' that needs to be filled by volunteers.

I'll keep you informed how things are going with our KWS Duty-roster 2012.

J.