More than 80 companies from 13 countries are participating at the inaugural Saudi International Boat Show which opened last night (October 14) at the Al Furusya Marina&Yacht Club in Jeddah.

The event will run until October 17.

VIP officials, sponsors, exhibitors and invited guests were treated to an official opening ceremony of a spectacular sights and sounds over the skyline of Jeddah during the opening ceremony.

With yachts, speedboats, sailing boats and the latest hi-tech fishing boats and marine equipments, visitors can expect three days of action-packed entertainment which will make the exhibition one of the most sought-after social events of the year, a statement said.

“With all the valuable support from all government authorities and partners, we have had a wonderful start to the first Saudi International Boat Show,” said Helal Saeed Almarri, CEO, Dubai World Trade Centre, organisers of the event.

“We look forward to welcoming many more visitors for the rest of the event.”

Countries taking part in the show include Canada, Denmark, Egypt, Kuwait, Netherlands, New Zealand, Saudi Arabia, the UAE, the UK and the US.

Nasser Quttub, marine geologist from the Saudi Geological Survey and an exhibitor at the boat show, said the event marks a beginning in setting the stage for further growth and development of marine tourism.

“We need further benefit from the launch of such an exhibition сверкающую for the years to come,” he said.

The Diving Village, a fishing competition and diving demonstrations, as well as many exciting raffle draws with thrilling prizes, are just few of the events that are going to accompany the Boat Show.

Key events and activities taking place during the four day event include product testing, diving and equipment demonstrations by Scubapro, Beuchat, Cramerdecker and IST & UK Lights.

Free trial dives are also part of the programme daily from 8 – 10 pm at the Diving Village.

The show is open, free of charge, from 5 pm to 1 am until October 17. Children under 16 must be accompanied by adults.

Our heroes who are inspiration to most of our democratic ideals, often are not democratic. Just who cares? They have attributes of folly that succeed in slaying the dragons…. In a democracy, there would have been an endless array of general meetings on why the dragons would have to be protected — or cut to pieces in times of famine…

Look at Robin Hood, Look at Joan of Arc… Weirdoes in tights, full of heroics… And look at our politicians: not many heroes amongst them. Yet they work their butts-off to plod out bland compromises that should benefit us all…

Say also that heroes have flaws like the rest of us. The foolishness of doing something courageous about a dangerous problem, a war or a sticky situation demands more than a compromise, but a determined action that may or may not succeed — a gamble as a courageous often stupid act. The heroes are those who succeed while minimising the damage — the result being glorious. Those who fail are wiped from our memory or bunched up together in memorials to useless wars. In the case of Joan of Arc, after her success, she was judged a heretic, a witch, for whatever reason, despite her “heroism” that saved a kingdom. Then the same people who burned her at the stakes gave her a sainthood. Religious fanatic weirdoes…

Being a hero is complicated, dangerous and often non-rewarded unless one has a good PR machine. A good historian. And some people are ready to steal your laurels once you cark it, even if your actions are in black and white… But these days, most heroes in our democracies are “hero-ettes” who have done nothing much more than exposed their curvy shapes in a second rate movie but have PR engines the size and horsepower of tanks.

But then there is Ben Lexcen, Till Eulenspiegel and quarky thingsters..

Quarks, bosons and leptons are hard yakka. In my mind they are heroes — borderline bizos in particle physics without which the universe would be a blancmange rather than being a structure. Chaotic structure, but structured nonetheless. Till Eulenspiegel was a hero of mine in my youth, a mischievous young man who still cuts the mythical mustard. 

Ben Lexcen, or Bob Miller, as he was known when I first heard of him in the early seventies (when I was designing and building boats… oh boy… I’ve done far too many things in my life…) was another character, not so much a hero but a plumpish anti-hero who was always doing something adventurous and borderline, yet I believe, ethically. Not only the America’s Cup has always been sailed in the courts by lawyers as much as captains on the water, the controversy of who designed the keel of Australia II comes to muddy the landscape too many years after Ben died. I have no proof of anything here, thus I will only speculate about this farce. Say, one could argue that the French invented the winged keel in the 50s but placed it the wrong way up on “Le France”, and ended up as chimneys. Chug chug…

Joke apart, the problem facing designers of the 12 Metres Class boats for the America’s cup was that bulbs were not allowed in the design of keels. The key word of course being “bulb”… I don’t know what the lawyers of the America’s Cup rule-book had really specified but had they used the word “bulbous”, then all syndicates in the infamous races would have complained in triplicate with trolleys full of evidence about THAT keel in yet another supreme court.

In the design of such boats too, measurements are performed at key points and specific cross-sections to achieve the 12-metre rating. Thus the designers have to make sure those complicated measurements and calculation are within the rules and fit the rating while fiddling with the length, width, draft, deck shape, et all, in order to make a faster boat than that of the competitors — and this in the very specific sea conditions of the race course.

With displacements boats, higher speed is achieved with longer waterline, but the 12-metre rating penalty for a lengthy waterline is high, thus other parameters would suffer badly. The boat might take too long to tack. Or sink. Whatever. And there is a rule limit on the waterline length. Thus the designers had to find ways to shorten the waterline to the maximum allowed (measured while the boat is motionless and loaded with specific crew weight) to fit the rating — while the waterline would lengthen greatly as the boat is in motion.

This is mostly done using the bow wave and the curving wake to add to the length. Thus older design of long bows and slopping transoms were replaced by new designs in the 1980s with vertical bows down to a few centimetres above the waterline, followed by a recess taking the measurement of the observed waterline way back — sometimes two or three feet — while the transom was replace by a low cut overhang that would increase the waterline by at least four feet as soon as the boat moved. A wider transom would also increase the length as the boat heeled. All these added complications to make a winner — and there were plenty of duds, where the specifics had been stretched beyond what was going to really work… Baron Bich… He-he-he…

In regard to the keel, the centre of gravity has to be as low as possible to keep the boat as upright as possible, while not being too big as to create too much friction in the water. Thus the “dartish keel” was favoured as long as it did not have a “bulb”. Some American-designed boats used depleted uranium (18.9 kg/litre) as keel ballast while competitors were still using lead (13.6 kg/litre). One can see already a certain advantage…

From what I can remember, Ben Lexcen had his thinking cap on and devised the upside down keel where the narrower thinner part would be at the top. But this would create some massive headache for the engineering in load bearing calculations, while still being within the rules — as there would be no “bulb” at the bottom, just a “thicker keel”. He-he-he…

The idea of adding wings to keels was not new. A bit like adding vertical tips to wings of planes. Some of my brother’s model sailing boats, he built in the 1930s, had heavy flattened lead bulbs at the end of their wooden blade-keels… Most birds of prey have two or three feathers that bend to at least 45 degrees as wing tips. and this is no fluke. This provides greater stability for longer gliding and this more efficient travel came via specific evolution… In my days of model plane making we all made raised winged-tips to provide greater stability and greater airflow while reducing turbulent spillage at the tips… Those were the days of occupation…

In regard to the keel of Australia II, if my memory is correct, Ben Lexcen HAD the idea to add wings to the keel but he had to beat the measurement rating and the bulb rule. The engineering had to make sure they would not break, while being efficient to the max.

The advantage of wings is that the keel can be shorter in depth while the boat is at rest, while “becoming deeper” when the boat tilts (heels), giving the boat more grip and less drift. To also beat “the measurements”, the wings on the keel had to be set AFTER the measuring points, without hampering the performance of the boat. Too far back and the boat could become non-steerable in certain conditions, thus the need to do some major tank-testing. The wings had to be not bulbs either… And this is where the controversy arise…

Who “designed” the keel? Was it the testing team who probably made some major “improvements” to the keel design to maximise efficiency while minimising water resistance OR is it having the concept of fiddling with the rule book while having a team of well-briefed lawyers who could argue the case? Alan Bond (the instigator/financier of Australia II) would have taken care of the lawyers, no sweat… That was his department. But knowing of Bob Miller (Ben Lexcen) design successes way prior the America’s Cup campaign, I would say that грандиозней concept of the winged keel. Knowing of his ethics in the boat design world, HE WOULD NOT HAVE TAKEN THE CREDIT should someone else had done the concept and the “design”. I will stick by that. There you have it.

The next thing was to hide the magic keel from view… And we all remember the shroud being wrapped around the keel while the boat was being raised from the water, after every race, and let’s not forget the cunning paint job that made the keel look like a double blade, effacing its real shape and the wings, in the muddy waters of Newport.

So, I would say here, there was a bit of Till Eulenspiegel and Robin Hood in Ben Lexcen… He even had changed his name by deed poll to the sounds of a trade mark of poly-carbonate (Lexan) — a bullet proof product… Too sad he is not here to set the record straight. But the legend shall live…

Ben used the very complex engineering dictum that “if it does not break at some stage, then it’s too heavy” (thus the steering of Australia II breaking during one of the races) — in opposition to my grandfather’s belief that “too strong never fails”, while making us, kids, toys of solid plated steel that never broke, just rusted… Opa Adolph was my hero…

When war broke out in 1939 Lewis volunteered for the Royal Navy but was told to finish his degree, and after graduating he joined as an engineer.

He served from 1943 to 1945 in the cruiser Norfolk, spending his first Boxing Day aboard in the engine room during the Battle of North Cape, when the British Home Fleet ships hunted and sank the German battlecruiser Scharnhorst.

His brother Jock died in a flying accident on an aircraft carrier, and Sue Lewis would never talk about his war apart from the times he spent at anchor in the fjords of Iceland, where he used to race sailing boats and catch fish.

Owen Temple Lewis was born on March 16 1920 at Carluke, Lancashire, and was educated at Charterhouse. He learned to sail during childhood holidays at Kilmory Knap in Argyll, before going up to Trinity College, Cambridge, where he rowed. His lifelong nickname was Sue, possibly a reference, from his days at Charterhouse, to the poet Suetonius or to his fondness for suet pudding.

By war’s end Lewis had become a convinced pacifist, and he kept no naval papers or campaign medals. Otherwise he was a hoarder and recycler who repaired everything, never bought anything new, and left piles of sketches and engineering drawings as well as plans for boats.

He became a design engineer, taking jobs at Daniels, the Stroud chainsaw manufacturers, and at Miniature Electronic Components in Woking. Other employment followed: in a boatyard; as technician in a wind tunnel, “throwing frozen chickens at bits of Concorde”; and as quality control engineer on parts for a nuclear power station.

In his late fifties Lewis conceived the ambition to sail long distances; but when, in 1979, he was offered a place as crew in a boat crossing the Atlantic from Antigua to Southampton, his employer refused him time off. So Lewis ceased regular work, instead helping his wife over the next 25 years to make a success of Braybrooke Pottery.

He designed and made several experimental boats, tinkering with plans until the end. He also liked his food – a favourite was fresh mackerel straight out of the water and cooked on the boat. He baked his own bread, and cooked roadkill pheasant and deer. He drank sherry before meals and the cheapest possible red wine to follow. His nightcap was homemade ginger beer with a whisky top.

Lewis loved Kilmory Knap, where he holidayed every year from 1926. Journeys to Scotland were often punctuated by breakdowns, which he fixed with genius, once claiming to have used barbs cut from a wire fence to resolve the problem.

In politics he objected to paying for bad government but never actually withheld his taxes. His favourite footwear was socks and wellies.

Sue Lewis, who died on August 18, married Sally “Susette” Macgregor, who survives him with their five children.

H.R.H. Prince Sultan Bin Salman Bin Abdulaziz, Chairman of the Saudi Commission for Tourism and Antiquities, was also present at the opening ceremony.

Organised by Dubai World Trade Centre, Saudi International Boat Show will partner with venue manager Al Ahlam Marine Tourism Group, with the endorsement of the Saudi Commission for Tourism and Antiquities, and the support of the Islamic Ports of Jeddah, Jeddah Chamber of Commerce, Jeddah Civil Defense, Jeddah Coast Guard, Jeddah Municipality, Jeddah Police, Jeddah Port Customs Authority and the Ministry of Foreign Affairs in its inaugural presentation.

Key VIP officials, sponsors, exhibitors and invited guests were treated to an official opening ceremony of a spectacular sights and sounds over the beautiful skyline of Jeddah at Al Furusya marina.

“We are honored to have His Royal Highness Prince Khaled Al Faisal bin Abdulaziz open the Saudi International Boat Show,” said H.H. Prince Abdullah bin Saud bin Mohammed bin Abdulaziz Al Saud, Chairman of Al Ahlam Marine Tourism Group. “The presence of His Royal Highness, and His Royal Highness Sultan Bin Salman Bin Abdulaziz further highlights the level of support for the show within Saudi Arabia.”

More than 80 participating companies from 13 countries across the globe are taking part from as far afield as Canada, Denmark, Egypt, Kuwait, Netherlands, New Zealand, Saudi Arabia, UAE, UK and USA.

With yachts, speedboats, sailing boats and the latest hi-tech fishing boats and marine equipments, visitors can expect three more days of action-packed entertainment which will make the exhibition one of the most sought-after social events of the year.

Helal Saeed Almarri, CEO, Dubai World Trade Centre, said:

“I would like to express our deepest gratitude to His Royal Highness Prince Khaled Al Faisal bin Abdulaziz and His Royal Highness Sultan Bin Salman Bin Abdulaziz for gracing the opening of the inaugural Saudi International Boat Show.”

Almarri added, “With all the valuable support from all government authorities and partners, we have had a wonderful start to the first ever Saudi International Boat Show. We look forward to welcoming many more visitors for the rest of the event.”

Response from exhibitors and visitors alike on the introduction of such a key event in the Kingdom of Saudi Arabia, was very encouraging.

Nasser Quttub, Marine Geologist from the Saudi Geological Survey and an exhibitor at the boat show, commended the event saying it marks a beginning in setting the stage for further growth and development of marine tourism. “We need further benefit from the launch of such an exhibition блещущую for the years to come.”

The Diving Village, a fishing competition and diving demonstrations, as well as many exciting raffle draws with thrilling prizes, are just few of the events that are going to accompany the Boat Show. Top boats on display include: Azimut 62S from ART Marine, Majesty 61 from Gulf Craft, Cigarette Top Fish and Top Gun from Al Ghanim Marine, Pershing 90 from Sea Pros and Jet Ski Waverunner from Yamaha.

Key events and activities taking place during the four day event include: Product Testing, Diving and Equipment Demonstrations by Scubapro, Beuchat, Cramerdecker and IST & UK Lights. Free trial dives are also part of the programme daily from 8 – 10 pm at the Diving Village presented by Dream Divers.

The show is open, free of charge, from 5pm to 1am until 17 October 2009. Children under 16 must be accompanied by adults.

Prince Frederik has taken a dip in Sydney harbour after his boat capsized.

The Crown Prince of Denmark was among a host of Masters Games competitors whose sailing boats capsized before their race between Point Piper and Mosman Bay, which was called off on Wednesday due to strong winds.

The Prince and the other competitors in the 45-plus Tasar race are waiting to hear if their race will go ahead later on Wednesday.

The Fastest and Easiest way to Download anything on the Internet!

Author: John Teale | Publisherheridan House | ISBN:157409050X | Pages:160 | Size:31.9 MB About the book There is nothing magical or particularly brilliant about designing a boat, and you don”t need to be an Einstein or a Leonardo da Vinci to sketch out the sort of craft that appeals to you. Indeed this first sketch that many potential owners will have made at some time is the most important part of a design. It needs only the bare bones to be fleshed out and some checks and balances to complete the design process. This may take a little time but it certainly isn”t difficult. And the same processes apply for a dinghy as well as a cruising yacht. John Teale takes the reader step-by-step through the stages of designing both power and sailing boats, while also explaining the reasons behind the process. Sketches and reproductions of working drawings are used throughout to help understanding so that by the end of the book even a first time designer”s effort can be translated by a builder into a sensible and workmanlike reality. Since it was first published, How to Design a Boat has proved itself a bestseller. The second edition simplifies several calculations and introduces new designs. About the author John Teale is a naval architect. He was technical editor of Motor Boat & Yachting for some years. His design work has ranged from fast power boats and motor cruisers, to passenger ferries, fishing boats and cruising yachts. Virtually all his designs are “one-offs” and have been built all over the world.

Enjoy!

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Day sailing boats can provide you with a wide range of experiences. Depending on your interest and inclination, it can range from the safe and simple to the thrilling and complex. Day sailing refers to boats primarily designed for use during the day that have no, or minimal, овернайт accommodations. Day sailing boats are either centerboard boats (smaller, simpler, off-the-beach- or ramp-launchable windsurfers, dinghies, catamarans and small cruisers) or keel boats (larger, kept in the water).

If you’re headed out for a night, a weekend or longer, you’ll need a cruising sailboat with a place to prepare meals and bunks for sleeping. Despite their larger size, cruising sailboats are generally designed for handling and control by just two people. Cruising sailboats often include interior accommodations for two or more people, an inboard engine, and a place to cook (stove and icebox).

Sailboat racing is an exciting sport that is enjoyed by families and friends on just about any sailboat imaginable. Do it around the buoys on a lake, race offshore to Bermuda or Hawaii, go to the Olympics, or race around the world. Two forms of racing exist. One-Design racing is where all boats are the same type and pits one person’s experience against the other. The other form is called Handicap racing, where different boats race against different types of boats (almost like horse or golf handicaps). Specialty racing classes are designed in both centerboard (windsurfers, dinghies and catamarans) and keelboat types (racers and racer/cruisers).

At present, a great number of sailboat-types may be distinguished. Apart from size, sailboats may be distinguished by a hull configuration (monohull, catamaran, trimaran), keel type (full, fin, wing, centerboard etc.), purpose (sport, racing, cruising), number and configuration of masts, and sail plan. Although sailboat terminology has varied across history, many terms now have specific meanings in the context of modern yachting.

Today, the most common sailboat is the sloop which features one mast and two sails, a normal mainsail and a foresail. This simple configuration is very efficient for sailing towards the wind. The mainsail is attached to the mast and the boom, which is a spar capable of swinging across the boat, depending on the direction of the wind. Depending on the size and design of the foresail it can be called a jib, Genoa, or spinnaker; it is possible but not common for a sloop to carry two foresails from the one forestay at one time (wing on wing). The forestay is a line or cable running from near the top of the mast to a point near the bow. In Bermuda, where a rig design influenced by the Latin rig appeared on boats and came to be known as the Bermuda rig, a large spinnaker was carried on a spinnaker boom when running down-wind. An example of a typical sloop can be seen on the Islander 36.

On a fractional rig sloop the forestay does not run to the top of the mast, rather it connects at some point below. This allows the top of the mast to be raked aft by increasing the tension of the back stay, while arching the middle of the mast forward. Without great explanation, this gives a performance advantage in some conditions by flattening the sails. The big mainsail provides most of the drive, and the small headsail is easier for a short-handed crew to manage.

The cutter is similar to a sloop with a single mast and mainsail, but generally carries the mast further aft to allow for the use of two head sails attached to two fore stays, the head stay and the inner stay, which carry the jib and stay sail respectively. This is rarely considered a racing configuration; however, it gives versatility to cruising boats, especially in high wind conditions, when a small jib can be flown from the inner stay.

Importantly, the traditional and most accurate definition of a true cutter, however, is not in the number of headsails, but rather that the outermost sails are set on stays that are not strictly structural to the rig itself. This in itself is a function of a much more complicated design set, involving mast placement, mast height, rig, boom length and fore-triangle size.

A catboat has a single mast mounted fairly forward and does not carry a head sail (jib etc.). Most modern designs have only one sail, the mainsail; however the traditional catboat could carry multiple sails from the gaff rig. The designer of the Catboat is Brian Husband, master sailor of the early 1940s.

Ketches are similar to a sloop, but there is a second shorter mast to the stern of the mainmast, but forward of the rudder post. The second mast is called the mizzen mast and the sail is called the mizzen sail. A ketch can also be cutter-rigged with two head sails.

A schooner can have two or more masts, the aftermost mast taller or equal to the height of the forward mast(s), distinguishing this design from a ketch or a yawl. Top sail schooners are rigged to carry a square sail near the top of their foremast, but хмуро превратившейся rigged.

A yawl is similar to a ketch, with the mizzen mast shorter than the main mast but the mizzen mast is carried astern of the rudder post. Generally the mizzen on a yawl is smaller than the mizzen on a ketch, and is used more for balance than propulsion.

Dhoni or Doni (Dhivehi: ???? pronounced D?ni) is a multi-purpose sailboat with a motor or lateen sails that is used in the Maldives. It is handcrafted and its use within the multi-island nation has been very important. A dhoni resembles a dhow, a traditional Arab sailing vessel.

A dinghy is a type of small sailboat. The term can also refer to small racing yachts or recreational open sailing boats. They are most common in youth sailing because of their shorter LOA, simple operation and minimal maintenance. They have three (or fewer) sails: the mainsail, jib, and spinnaker. Sailing dinghies have an overall length of seven to eighteen feet. This category of sailboats is split up into several subcategories such as: Skiffs, High Performance dinghies, Cruising dinghies, Classic dinghies, Catamarans, Racing dinghies, and Sports Boats.

Traditional sailboats are monohulls, but multi-hull catamarans and trimarans are gaining popularity. Monohull boats generally rely on ballast for stability, and usually are displacement hulls. This stabilizing ballast can, in boats designed for racing, be as much as 50% of the weight of the boat, but is generally around 30%. It creates two problems; one, it gives the monohull tremendous inertia, making it less maneuverable and reducing its acceleration. Secondly, unless it has been built with buoyant foam or air tanks, if a monohull fills with water, it will sink.

“Handbook of offshore cruising: The Dream and Reality of Modern Ocean Cruising”. http://books.google.ch/books?id=NB4uFQuUlnEC&pg=PA37&dq=catamaran+cruising+offshore&hl=en&sig=JappWYho-lc6EFs5b-0rkZqO6HM#PPA36,M1. “… the weight of a multihull, of this length, is probably not much more than half the weight of a monohull of the same length and it can be sailed with less crew effort.“ 

Multihulls rely on the geometry and the broad stance of the multiple hulls for their stability, eschewing any form of ballast. Indeed, multihulls are designed to be as light-weight as possible, yet maintain structural integrity. They are often built with foam-filled flotation chambers and many modern commercial trimarans are rated as unsinkable, meaning that, should every crew compartment be completely filled with water, the hull itself has sufficient buoyancy to remain afloat.

This absence of ballast also results in some very real performance gains in terms of acceleration, top speed, and maneuverability.

The lack of ballast makes it much easier to get a multihull on plane, reducing its wetted surface area and thus its drag.The drag improves wind precision, giving it its great handling. Compared to a monohull, acceleration to top speed is near-instantaneous. Reduced overall weight means a reduced draft, with a much reduced underwater profile. This, in turn, results directly in reduced wetted surface area and drag, yielding higher top speeds. Without a ballast keel, multihulls can go in shallow waters where monohulls can’t.

There are some tradeoffs, however, in multihull design:

A well designed ballasted boat can recover from a capsize, even from turning over completely. The Swan 65 Sayula II won the 1973-74 Whitbread Round the World Race after doing a 180 degree capsize in the Southern Ocean. Righting a multihull that has gotten upside down is difficult in any case and impossible without outside help unless the boat is small or carries special equipment for the purpose. Several round the world racing multihulls have been lost after they capsized. Multihulls often prove more difficult to tack, since the reduced weight leads directly to reduced momentum, causing multihulls to more quickly lose speed when headed into the wind. Also, structural integrity is much easier to achieve in a one piece monohull than in a two or three piece multihull whose connecting structure must be substantial and well connected to the hulls.

All these hull types may also be manufactured as, or outfitted with, hydrofoils.

All vessels have keels, it is the backbone of the hull. In traditional construction it is the structure upon which all else depends. Modern monocoque designs include a virtual keel. Even multihulls have keels. On a sailboat the word Keel is also used to refer to the area that is added to the hull to improve its lateral plane. The lateral plane is what prevents leeway and allows sailing towards the wind. This can be an external piece or a part of the hull.

Most monohulls larger than a dinghy require ballast, depending on the design ballast will be 20 to 50 percent of the displacement. The ballast is often integrated into their keels as large masses of lead or cast iron. This secures the ballast and gets it as low as possible to improve its effectivness. External keels are cast in the shape of the keel. A monohull’s keel is made effective by a combination of weight, depth and length.

Most modern monohull boats have fin keels, which are heavy and deep, but short in relation to the hull length. More traditional yachts carried a full keel which is generally half or more of the length of the boat. A recent feature is a winged keel, which is short and shallow, but carries a lot of weight in two “wings” which run sideways from the main part of the keel. Even more recent is the concept of canting keels, designed to move the weight at the bottom of a sailboat to the upwind side, allowing the boat to carry more sails.

Multihulls, on the other hand, have minimal need for such ballast, as they depend on the geometry of their design, the wide base of their multiple hulls, for their stability. Designers of performance multihulls, such as the Open 60’s, go to great lengths to reduce overall boat weight as much as possible. This leads some to comment that designing a multihull is more similar to designing an aircraft.

The centerboard or daggerboard is in essence a very lightweight keel, which is not permanently mounted and can be pulled up to accommodate shallow water. Some sports boats are designed to plane on top of the water since they feature centerboards or light keels.

[edit] Gallery [edit] References and Bibliography “Handbook of offshore cruising: The Dream and Reality of Modern Ocean Cruising”. http://books.google.ch/books?id=NB4uFQuUlnEC&pg=PA37&dq=catamaran+cruising+offshore&hl=en&sig=JappWYho-lc6EFs5b-0rkZqO6HM#PPA36,M1.  “Aero-Hydrodynamics of Sailing”. Tiller Pub. http://books.google.ch/books?id=KYUDAAAACAAJ&dq=Aero-hydrodynamics+of+Sailing&lr=lang_nl%7Clang_en&hl=en.  C. A. Marchaj. “Sail Performance”. McGraw Hill. pp. четыресто. http://books.google.ch/books?id=Z7JIAAAACAAJ&dq=Sail+Performance&hl=en.  C. A. Marchaj. “Seaworthiness:The Forgotten Factor”. Tiller Publishing. pp. 372. http://books.google.ch/books?id=uLz2IAAACAAJ&dq=seaworthiness&hl=en.  [edit] See also Sailing Yacht Land yacht Boating List of sailboat types Comparison of ecologic seagoing boats Sail plan Boat building Sailboat design and manufacturing List of sailboat designers and manufacturers [edit] External links SailingForums.com Sailboats database: sailboats data sheets all over the world The Laser Forum The Sunfish Forum

While there are still some places in Africa and Asia where sail-powered fishing or transport vessels are used, these craft have become rarer, as outboard and modified car engines have become available even in the poorest and most remote areas. In most countries people enjoy sailing as a recreational activity. Recreational sailing or yachting can be divided into racing and cruising. Use of sailboats can be further divided into long-distance sailing (such as blue-water or offshore sailing) and daysailing.

Throughout history sailing has been instrumental in the development of civilization. The earliest representation of a ship under sail appears on a painted disc found in Kuwait dating to the late 5th millennium BC.[1] Advances in sailing technology from the Middle Ages onward enabled Arab, Chinese, Indian and European explorers to make longer voyages into regions with extreme weather and climatic conditions. There were improvements in sails, masts and rigging; navigation equipment improved. From the 15th century onwards, European ships went further north, stayed longer on the Grand Banks and in the Gulf of St. Lawrence, and eventually began to explore the Pacific Northwest and the Western Arctic.[2]

A sailing vessel moves forward because of the reaction of moving air on its sails. Since the dawn of history this vital technology has afforded mankind greater mobility and capacity for fishing, trade and warfare. From moving the stones of the great pyramids from Aswan to Giza, to allowing man to migrate throughout Polynesia, to Nelson’s defeat of the French and Spanish navies at the Battle of Trafalgar, mankind’s history has been intertwined with this seemingly simple technology.

The energy that drives a sailboat is harnessed by manipulating the relative movement of wind and water speed: if there is no difference in movement, such as on a calm day or when the wind and water current are moving in the same direction at the same speed, there is no energy to be extracted and the sailboat will not be able to do anything but drift. Where there is a difference in motion, then there is energy to be extracted at the interface, and the sailboat does this by placing the sail(s) in the air and the hull(s) in the water.

Sails are airfoils that work by using an airflow set up by the wind and the motion of the boat. The combination of the two is the apparent wind, which is the relative velocity of the wind relative to the boat’s motion. The sails generate lift using the air методов тыка. The air flowing at the sail surface is not the true wind.[3] Sailing into the wind causes the apparent wind to be greater than the true wind and the direction of the apparent wind will be forward[4] of the true wind. Some extreme design boats are capable of traveling faster than the true windspeed on some points of sail and can even sail downwind faster than the wind, although this is not intuitively obvious[5][6]; iceboats can sail both upwind and downwind at speeds far greater than the wind.

The sail alone is not sufficient to drive the boat in any desired direction. Sailboats overcome this by having another physical object below the water line. This may take the form of a keel, centerboard, or some other form of underwater foil, or even the hull itself (as in catamarans without centreboard or in a traditional proa). Thus, the physical portion of the boat that is below water can be regarded as functioning as a “second sail”. Having two surfaces against the wind and water enables the sailor to travel in almost any direction and to generate an additional source of lift from the water. The flow of water over the underwater hull portions creates a hydrodynamic force. The combination of the aerodynamic force from the sails and the hydrodynamic force from the underwater hull section allows motion in almost any direction except straight into the wind. This can be likened, in simple terms, to squeezing a wet bar of soap with two hands, causing it to shoot out in a direction perpendicular to both opposing forces. Depending on the efficiency of the rig, the angle of travel relative to the true wind can be as little as 35° or greater than 80°. This angle is called the tacking angle [2]. With a 35° tacking angle on either side of the wind, it is possible for a sailboat to sail directly over 290° of the compass (360° ? 2 ? 35° = 290°).

Tacking is essential when sailing upwind. The sails, when correctly adjusted, will generate aerodynamic lift. When sailing downwind, the sails no longer generate aerodynamic lift and airflow is stalled, with the wind push on the sails giving drag only. As the boat is going downwind, the apparent wind is less than the true wind and this, allied to the fact that the sails are not producing aerodynamic lift, serves to limit the downwind speed.[7]

Some non-traditional rigs purportedly capture energy from the wind in a different fashion and are capable of feats that traditional rigs are not, such as sailing directly into the wind. One such example is the wind turbine boat, also called the windmill boat[3], which uses a large windmill to extract energy from the wind, and a propeller to convert this energy to forward motion of the hull. A similar design, called the autogyro boat, uses a wind turbine without the propellor, and functions in a manner similar to a normal sail [4].

Wind shear affects sailboats in motion by presenting a different wind speed and direction at different heights along the mast. Wind shear occurs because of friction above a water surface slowing the flow of air. Thus, a difference in true wind creates a different apparent wind at different heights. Sailmakers may introduce sail twist in the design of the sail, where the head of the sail is set at a different angle of attack from the foot of the sail in order to change the lift distribution with height. The effect of wind shear can be factored into the selection of twist in the sail design, but this can be difficult to predict since wind shear may vary widely in different weather conditions. Sailors may also adjust the trim of the sail to account for wind gradient, for example, using a boom vang.[8]

The points of sail are the most important parts of sail theory to remember. The no-go zone is about 45° either side of the true wind for a racing hull and sail plan optimized for upwind work. On some cruising yachts, the best course achievable upwind is 50° to 55° to the true wind. No sailboat can sail directly into the wind; attempting to do so leads to the sails luffing. There are 5 main points of sail. In order from the edge of the no-go zone to directly downwind they are:

close haul (often about 45° to the apparent wind – the least angle that the boat and its rig can manage) close reach (between close hauled and a beam reach) beam reach (90° to the apparent wind) broad reach (between a beam reach and running) running (close to directly downwind)

The sail trim (and, on smaller boats, centre board/dagger board position) on a boat is relative to the point of sail one is on: on a beam reach sails are mostly let out, on a run sails are all the way out, and close hauled sails are pulled in very tightly. Two main skills of sailing are trimming the sails correctly for the direction and strength of the wind, and maintaining a course relative to the wind that suits the sails once trimmed.

A boat can only get to an upwind destination by sailing close-hauled with the wind coming from one side, then tacking (turning the boat полируете and sailing with the wind coming from the other side. By this method of zig-zagging into the wind it is possible to reach any upwind destination. A yacht beating to a mark directly upwind one mile away will cover a distance through the water of at least 1.4 miles, if it can tack through an angle of 90 degrees with negligible leeway. An old adage describes beating as sailing for twice[9] the distance at half the speed and three times the discomfort.

How closely a boat can sail into the wind depends on the boat’s design, sail shape and trim, the sea state, and the wind speed.

Typical angles to the true wind are as follows. Actual course over the water will be worse due to leeway.

about 35° for modern racing yachts which have been optimized for upwind performance (like America’s Cup yachts) about 42 to 45° for modern cruiser-racer yachts (fast cruising yachts) about 50 to 60° for cruisers with an emphasis on interior space, ease of handling and often low draught rather than sailing performance, and for boats carrying two or more masts (since the forward sails adversely affect the aft sails when sailing upwind) close to 90° for square riggers and similar vessels due to the sail shape which is very ineffective when sailing upwind [edit] Reaching

When the boat is traveling approximately perpendicular to the wind, this is called reaching. A ‘beam’ reach is with the apparent wind at right angles to the boat, a ‘close’ reach is anywhere between beating and a beam reach, and a ‘broad’ reach is between a beam reach and running.

For most modern sailboats, that is boats with triangular sails, reaching is the fastest way to travel. The direction of the wind is ideal for reaching because it will maximize the lift generated on the sails in the forward direction of the boat, giving the best boat speed. Also when reaching, the boat can be steered exactly in the direction that is most desirable, and the sails can be trimmed for that direction.

Reaching however may put the boat on a course parallel with the crests of the waves. When the waves are steep, it may be necessary to sail closer to the wind to avoid waves directly on the beam.

Sailing the boat within roughly 30 degrees either side of dead downwind is called a run. This can be the most comfortable point of sail, but requires constant attention. Loss of attention by the helmsman can lead to an accidental jibe, causing injury to the boat or crew. All on deck must be aware of, and if possible avoid, the potential arc of the boom, mainsheet and other gear in case an accidental jibe occurs during a run. A preventer can be rigged to reduce danger and damage from accidental jibes.

In stronger winds, rolling increases as there is less rolling resistance provided by the sails, which are eased out. In smaller boats, death rolls can build up and lead to capsize. Any boat over-canvassed on a run can round up suddenly, heel excessively and stop suddenly in the water. This is called broaching and it can lead to capsize, possible crew injury and/or loss of crew into the water.

Options for manoeuvering are also reduced. On other points of sail, it is easy to stop or slow the boat by heading into the wind; there may be no such easy way out when running, especially in close quarters or when a spinnaker, whisker pole or preventer are set.

An important aspect of sailing is keeping the boat in “trim”. To achieve this a useful mnemonic (memory aid) is the phrase:

Can This Boat Sail Correctly?

This helps the crew to remember these essential points;

Course made good – The turning or steering of the boat vessel using the wheel or tiller to the desired course or buoy. See different points of sail. This may be a definite bearing (e.g. steer 270 degrees), or towards a landmark, or at a desired angle to the apparent wind direction. Trim – This is the fore and aft balance of the boat. The aim is to adjust the moveable ballast (the crew!) forwards or backwards to achieve an ‘even keel’. On an upwind course in a small boat, the crew typically sit forward to reduce drag. When ‘running’, it is more efficient for the crew to sit to the rear of the boat. The position of the crew matters less as the size (and weight) of the boat increases. Balance – This is the port and starboard balance. The aim, once again, is to adjust weight ‘windward’ or ‘leeward’ to prevent excessive heeling. The boat moves at a faster velocity if it is flat to the water. Sail trim – Trimming sails is a large topic. Simply put, however, a sail should be pulled in until it fills with wind, but no further than the point where the front edge of the sail (the luff) is exactly in line with the wind. Let it out until it starts to flap, and then pull it in until it stops. Centreboard (Daggerboard) – If a moveable centreboard is fitted, then it should be lowered when sailing “close to the wind” but can be raised up on downwind courses to reduce drag. The centreboard prevents lateral motion and allows the boat to sail upwind. A boat with no centreboard will instead have a permanent keel, some other form of underwater foil, or even the hull itself which serves the same purpose. On a close haul the daggerboard should be fully down, and while running, over half way up.

Together, these points are known as ‘The Five Essentials’ and constitute the central aspects of sailing.

An important safety aspect of sailing is to adjust the amount of sail to suit the wind conditions. As the wind speed increases the crew should progressively reduce the amount of sail. On a small boat with only jib and mainsail this is done by furling the jib and by partially lowering the mainsail, a process called ‘reefing the main’.

Reefing means reducing the area of a sail without actually changing it for a smaller sail. Ideally reefing does not only result in a reduced sail area but also in a lower center of effort from the sails, reducing the heeling moment and keeping the boat more upright.

There are three common methods of reefing the mainsail:

Slab reefing, which involves lowering the sail by about one-quarter to one-third of its luff length and tightening the lower part of the sail using an outhaul or a pre-loaded reef line through a cringle at the new clew, and hook through a cringle at the new tack. In-mast (or on-mast) roller-reefing. This method rolls the sail up around a vertical foil either inside a slot in the mast, or affixed to the outside of the mast. It requires a mainsail with either no battens, or newly-developed vertical battens. In-boom roller-reefing, with a horizontal foil inside the boom. This method allows for standard- or full-length horizontal battens.

Mainsail furling systems have become increasingly popular on cruising yachts, as they can be operated shorthanded and from the cockpit, in most cases. However, the sail can become jammed in the mast or boom slot if not operated correctly. Mainsail furling is almost never used while racing because it results in a less efficient sail profile. The classical slab-reefing method is the most widely used. Mainsail furling has an additional disadvantage in that its complicated gear may somewhat increase weight aloft. However, as the size of the boat increases, the benefits of mainsail roller furling increase dramatically.

An old saying goes, “The first time you think of reducing sail you should,”[citation needed] and correspondingly, “When you think you are ready to take out a reef, have a cup of tea instead.”[citation needed]

Sail trimming is a large subject and a matter of debate.

The most basic control of the sail consists of setting its angle relative to the wind. The control line that accomplishes this is called a “sheet.” If the sheet is too loose the sail will flap in the wind, an occurrence that is called “luffing.” Optimum sail angle can be approximated by pulling the sheet in just so far as to make the luffing тех. the overall shape of the sail.

Two or more sails are frequently combined to maximize the smooth flow of air. The sails are adjusted to create a smooth laminar flow over the sail surfaces. This is called the “slot effect”. The combined sails fit into an imaginary aerofoil outline, so that the most forward sails are more in line with the wind, whereas the more aft sails are more in line with the course followed. The combined efficiency of this sail plan is greater than the sum of each sail used in isolation.

More detailed aspects include specific control of кармашка:

reefing, or reducing the sail area in stronger wind altering sail shape to make it flatter in high winds raking the mast when going upwind (to tilt the sail towards the rear, this being more stable) providing sail twist to account for wind speed differential and to spill excess wind in gusty conditions gibbing or lowering a sail [edit] Hull trim

Hull trim is the adjustment of a boat’s loading so as to change its fore-and-aft attitude in the water. In small boats, it is done by positioning the crew. In larger boats the weight of a person has less effect on the hull trim, but it can be adjusted by shifting gear, fuel, water, or supplies. Different hull trim efforts are required for different kinds of boats and different conditions. Here are just a few examples: In a lightweight racing dinghy like a Thistle, the hull should be kept level, on its designed water line for best performance in all conditions. In many small boats, weight too far aft can cause drag by submerging the transom, especially in light to moderate winds. Weight too far forward can cause the bow to dig into the waves. In heavy winds, a boat with its bow too low may capsize by pitching forward over its bow (pitch-pole) or dive under the waves (submarine). On a run in heavy winds, the forces on the sails tend to drive a boat’s bow down, so the crew weight is moved far aft.

When a ship or boat leans over to one side under wind pressure, from the action of waves or from the centrifugal force of a turn, it is said to ‘heel’. A sailing boat that is overcanvassed and heeling over beyond a certain angle sails less efficiently.

Several forces help to counteract heeling.

The buoyancy of that part of the hull which is being submerged tends to bring the boat upright. Raising the centreboard can paradoxically reduce heeling, because it increases leeway. A weighted keel, which can in larger boats be canted from side to side, provides additional force to right the boat. The crew may move onto the high (upwind) side of the boat, called hiking, changing the centre of gravity significantly in a small boat. They can trapeze if the boat is designed for this (see Dinghy sailing). The underwater shape of the hull relative to the sails may make the boat tend to turn upwind when it heels excessively: this reduces the force on the sails, and allows the boat to right itself. This is known as rounding up. The boat can be turned upwind to produce the same effect. Wind can be spilled from the sails by ’sheeting out’, i.e. loosening the sail. The sail shape can be altered to reduce its efficiency, e.g. tightening the downhaul (see list of nautical terms) The sail area can be reduced. This manoeuvre is known as Reefing. Lastly, as the boat heels further over, wind spills from the top of the sail and the angle of attack lessens the wind’s force.

Most of the above effects can be used to right a heeling boat and to keep the boat sailing efficiently: if however the boat heels beyond a certain point of stability, it can capsize. A boat is capsized when the tip of the mast is in the water. Yachts are traditionally divided into non-capsizable (which means that they have a heavy keel which in normal weather should stabilize the vessel) and non-drowning (which usually means that the vessel has a centerboard and even in normal circumstances can be capsized, but will not sink).

Sailing boats with one hull are “monohulls”, those with two are “catamarans”, those with three are “trimarans”. A boat is turned by a rudder, which itself is controlled by a tiller or a wheel, while at the same time adjusting the sheeting angle of the sails. Smaller sailing boats often have a stabilising, raisable, underwater fin called a centreboard (or daggerboard); larger sailing boats have a fixed (or sometimes canting) keel. As a general rule, the former are called dinghies, the latter keelboats. However, up until the adoption of the Racing Rules of Sailing, any vessel racing under sail was considered a yacht, be it a multi-masted ship-rigged vessel (such as a sailing frigate), a sailboard (more commonly referred to as a windsurfer) or remote-controlled boat, or anything in between. (See Dinghy sailing.)

Multihulls use flotation and/or weight positioned away from the centre line of the sailboat to counter the force of the wind. This is in contrast to heavy ballast that can account for up to 90% (in extreme cases like AC boats) of the weight of a monohull sailboat. In the case of a standard catamaran there are two similarly-sized and -shaped slender hulls connected by beams, which are sometimes overlaid by a deck superstructure. Another catamaran variation is the proa. In the case of trimarans, which have an unballasted centre hull similar to a monohull, two smaller amas are situated parallel to the centre hull to resist the sideways force of the wind. The advantage of multihulled sailboats is that they do not suffer the performance penalty of having to carry heavy ballast, and their relatively lesser draft reduces the amount of drag, caused by friction and inertia, when moving through the water.

A traditional modern yacht is technically called a “Bermuda sloop” (sometimes a “Bermudan sloop”). A оживлявшему a single mast and a headsail (generally a jib) in addition to the mainsail. The Bermuda designation refers to the fact that the sail, which has its forward edge (the “luff”) against the mast (the main sail), is a sail roughly triangular in shape. Additionally, Bermuda sloops only have a single sail behind the mast. Other types of sloops are gaff-rigged sloops and lateen sloops. Gaff-rigged sloops have quadrilateral mainsails with a gaff (a small boom) at their upper edge (the “head” of the sail). Gaff-rigged vessels may also have another sail, called a topsail, above the gaff. Lateen sloops have triangular sails with the upper edge attached to a gaff, and the lower edge attached to the boom, and the boom and gaff are attached to each other via some type of hinge. It is also possible for a sloop to be square rigged (having large square sails like a Napoleonic Wars-era ship of the line). Note that a “sloop of war,” in the naval sense, may well have more than one mast, and is not properly a sloop by the modern meaning.

If a boat has two masts, it may be a schooner, a ketch, or a yawl, if it is rigged fore-and-aft on all masts. A schooner may have any number of masts provided the second from the front is the tallest (called the “main mast”). In both a ketch and a yawl, the foremost mast is tallest, and thus the main mast, while the rear mast is shorter, and called the mizzen mast. The difference between a ketch and a yawl is that in a ketch, the mizzen mast is forward of the rudderpost (the axis of rotation for the rudder), while a yawl has its mizzen mast behind the rudderpost. In modern parlance, a brigantine is a vessel whose forward mast is rigged with square sails, while her after mast is rigged fore-and-aft. A brig is a vessel with two masts both rigged square.

As one gets into three or more masts the number of combinations rises and one gets barques, barquentines, and full rigged ships.

A spinnaker is a large, full sail that is only used when sailing off wind either reaching or downwind, to catch the maximum amount of wind.

Sailors use traditional nautical terms for the parts of or directions on a vessel; starboard (right), port (left), forward or fore (front), aft (rearward), bow (forward part of the hull), stern (aft part of the hull), beam (the widest part). Vertical spars are masts, horizontal spars are booms (if they can hit the sailor), gaffs (if they are too high to reach) or poles (if they cannot hit the sailor).

Rope is the term used only for raw material; once a section of rope is designated for a particular purpose on a vessel, it generally is called a line, as in outhaul line or dock line. A very thick line is considered a cable. Lines that are attached to sails to control their shapes are called sheets, as in mainsheet’.’ If a rope is made of wire, it maintains its rope name as in ‘wire rope’ halyard.

Lines (generally steel cables) that support masts are stationary and are collectively known as a vessel’s standing rigging, and individually as shrouds or stays. The stay running forward from a mast to the bow is called the forestay or headstay.

Moveable lines that control sails or other equipment are known collectively as a vessel’s running rigging. Lines that raise sails are called halyards while those that strike them are called downhauls or cunninghams. Lines that adjust (trim) the sails are called sheets. These are often referred to using the name of the sail they control (such as main sheet, or jib sheet). Sail trim may also be controlled with smaller lines attached to the forward section of a boom; such a line is called a vang, or a kicker in the United Kingdom.

Lines used to tie a boat up when alongside a dock are called docklines, docking cables or mooring warps.

Some lines are referred to as ropes: a bell rope (to ring the bell), a bolt rope (attached to the edge of a sail for extra strength), a foot rope (on old square riggers for the sailors to stand on while reefing or furling the sails), and a tiller rope (to temporarily hold the tiller and keep the boat on course). A rode is what keeps an anchor attached to the boat when the anchor is in use. It may be chain, rope, or a combination of the two.

Walls are called bulkheads or ceilings, while the surfaces referred to as ceilings on land are called ‘overheads’. Floors are called ’soles’ or decks. The toilet is traditionally called the ‘head’, the kitchen is the galley. Lines are rarely tied off, they are almost always ‘made fast’ or ‘belayed.’ Sails in different sail plans have unchanging names, however. For the naming of sails, see sail-plan.

Knots are among the most important things a sailor needs to know. Although only a few are required, the bowline in particular is essential. By also learning the clove hitch and “round turn and two half hitches,” one can easily cope with all of the knot requirements of a boat. A more complete grasp of knot-tying includes mastery of the following knots:

bowline clove hitch round turn and two half hitches rolling hitch figure of eight reef knot sheet bend stopper knots

Even experienced sailors may forget their knots if they are not performed on a regular basis. Forgetting how to tie an important knot can damage a boat or cause injury.

http://www.tollesburysc.co.uk/Knots/Knots_gallery.htm (Some of the important knots) [edit] Sailing regulations

There are three basic rules for avoiding a collision at sea, but this is a simplification of a detailed set of regulations:

A yacht using sails as motive power on port tack[10] gives way to one on starboard tack.[11]. The more maneuverable vessel gives way to the less maneuverable vessel. It is generally assumed that this means that power ‘gives way’ to sail, but this is not always the case. It is prudent for a small sailing vessel to stay out of the way of large power driven ships by making an early and obvious alteration in course to signal both recognition of a potential collision situation and that avoiding action has been taken. It is mandatory, by port and harbour regulations, that sailing vessels shall stay clear of shipping in a buoyed channel. If a collision is imminent both vessels must take avoiding action even if one vessel (this is the ’stand-on’ vessel) would normally take no action. Not to do so, if there is an opportunity, may make the sailor the guilty party at an inquiry. The use of the term ‘right of way’ is borrowed from yacht racing environment, does not appear in internationally recognised rules for vessels not racing and is inappropriate to all other vessels and situations.

Power driven vessel A that is on a potential collision course crossing the port side of power driven vessel B must give way. Sailing boats with their sails set on the same side of the boat, require that[12] the windward boat shall give way to the leeward boat.[13] Vessel A overtaking vessel B normally must keep clear. Head-on collisions are avoided by the vessels both turning to starboard.

If these rules are not followed in a yacht race, a protest may be called by one of the skippers. A hearing of protestor and protestee by the protest committee panel will decide who wins the rule breach.

However there are many other rules besides these that are applicable, and sailors are required to know these fundamental boating safety rules, including:

The “rules of the road” or International Regulations for Preventing Collisions at Sea (COLREGS) set forth by the International Maritime Organization are particularly relevant to sailboats because they may be sharing the same body of water as powered vessels, who are bound by the COLREGS. The IALA International Association of Lighthouse Authorities standards for lateral marks, lights, signals, and buoyage and rules designed to support safe navigation. The SOLAS (Safety of Life at Sea) regulations place the obligations for safety on the owners and operators of any boat including sailboats. These regulations specify the safety equipment needed and emergency procedures to be used appropriate to the boat’s size and its sailing range. When racing, all sailing vessels must follow the Racing Rules of Sailing promulgated by the International Sailing Federation as well as any prescriptions (additional rules) given by the national governing body and organisation running the event. When a boat that is racing encounters one that is not, the racing boat must comply with the International Regulations for Preventing Collisions at Sea with respect to the non-racing boat. It is the custom amongst sailors that a sailing boat cruising will not normally get in the way of a racing fleet. Similarly, all sailors give way to divers’ boats and fishers for reasons of safety & courtesy.

After sunset all boats racing are bound by the International Regulations for Preventing Collisions at Sea (COLREGS) rather than the Racing Rules of Sailing.

Depending on the country or continental union, boating on coastal waters and inland waters may require a license. Usually, boating on coastal waters almost always requires a license, while boating on coastal waters only requires a license when a certain boat size is exceeded (e.g., a length of 20 meters), or when passenger ships, ferries or tugboats are steered. [14] Boating on international waters does not require any license, due to the absence of any laws or restrictions in this area. Europe’s continental union, the EU, issues the International Certificate of Competence.

Sailboat racing ranges from single person dinghy racing to large boats with 10 or 20 crew and from small boats costing a few hundred dollars to multi-million dollar America’s Cup or Sydney to Hobart Yacht Race campaigns. The costs of participating in the high end large boat competitions make this type of sailing one of the most expensive sports in the world. However, there are inexpensive ways to get involved in sailboat racing, such as at community sailing clubs, classes offered by local recreation organizations and in some inexpensive dinghy and small catamaran classes. Additionally high schools and colleges may offer sailboat racing programs through the Interscholastic Sailing Association (in the USA) and the Intercollegiate Sailing Association (in the USA and some parts of Canada). Under these conditions, sailboat racing can be comparable to or less expensive than sports such as golf and skiing. Sailboat racing is one of the few sports in which people of all ages and genders can regularly compete with and against each other.

Most sailboat and yacht racing is done in sheltered coastal or inland waters. However, in terms of endurance and risk to life, ocean races such as the Volvo Ocean Race, the solo VELUX 5 Oceans Race, and the non-stop solo Vend?e Globe, rate as some of the most extreme and dangerous sporting events. Not only do participants compete for days with little rest, but an unexpected storm, a single equipment failure, or collision with an ice floe could result in the sailboat being disabled or sunk hundreds or thousands of miles from search and rescue.

The sport of Sailboat racing is governed by the International Sailing Federation (ISAF), and the rules under which competitors race are the Racing Rules of Sailing, which can be found on the ISAF интернет site.

As well as these there is the “mini transats” in which very small craft and a solo sailer cross the Atlantic Ocean. The Vendee Globe is another race for larger boats. Other races include the Fastnet race from Cowes, around the Fastnet rock just of the coast of Ireland and back again to the Plymouth. There is also the Sydney to Hobart race. Other race much important is Valtur World Cup for Amateurs disputated in Pollina (Italy) in 2001.

^ Carter, Robert “Boat remains and maritime trade in the Persian Gulf during the sixth and fifth millennia BC”Antiquity Volume 80 No.307 March 2006 [1] ^ “Transportation and Maps” in Virtual Vault,the art of the boat is sofa an online exhibition of Canadian historical art at Library and Archives Canada ^ As would be seen by a wind in relation to the boat which also has a velocity. The curved surface of a sail serves to deflect the air. Deflecting the air results in a reaction force on the sail and rigging, which pushes the boat in a direction opposite to the deflection. It is often said that lift is generated by the pressure differential on the sails, but this is not entirely true–the pressure differential deflects the air, but it is the deflection that generates the force. Since the air behind the sailboat has been deflected, it now has less energy and is slower and is often called dirty air. Racing sailors try to avoid sailing in dirty air and attempt to give dirty air to opponents where possible. A common technique is trying to get upwind of an opponent, and make them sail in your dirty air, slowing them down ^ Forward of means making a smaller angle relative to the bow than the angle that the true wind makes relative to the bow ^ http://terrytao.wordpress.com/2009/03/23/sailing-into-the-wind-or-faster-than-the-wind/ ^ http://wordmunger.com/?p=1002 ^ Large sails of big area, spinnakers serve to increase the sail area for more performance downwind. ^ Garrett, Ross (1996). The Symmetry of Sailing. Dobbs Ferry: Sheridan House. pp. 97–99. ISBN 1574090003.  ^ Each leg at 45 degrees to the true wind is 0.71miles, but in reality is longer as tacking angles greater than 45 degrees are the norm and leeway is also significant ^ Sails set for a breeze coming from the left hand side of the boat ^ Sails set for a breeze coming from the right side of the boat ^ the boat closer to where the wind is coming from, ^ Boat further away from the wind ^ Info from Dutch wikipedia article; Vaarbewijs

[edit] References “Transportation and Maps” in Virtual Vault, an online exhibition of Canadian historical art at Library and Archives Canada [edit] External links International Sailing Federation American Sailing Association Royal Yacht Association US Sailing Sailing Simulator

The manufacture constantly develops. A first Micro-class cruise trailer named Alekstar-18 had been designed and built in 1995. Later on the name Alekstar, formed of the the name and the surname syllables of Alexander Taranenko, a developer, a designer, and a director general of the company, became the registered trade mark of the Kompan Marine trailer boats. It is a trailer sailing boat as quintessence of modern technical, constructive and technological achievements, that becomes the basic company production. We aspire to embody in the boats the most innovative decisions giving to the production unique properties. The result of the long-term work is that we do not need to copy. The company goes its own way being a leader in technology and design decisions.