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| Order | Question Category | Question | Answer | More information |
|---|---|---|---|---|
| 1 | General Race | What’s new in the 2024 Notice of Race? | The 2024 NOR is available on the Official Notice Board | |
| 2 | General Race: Entry | Does everyone need a World Sailing Categorization/Classification? | No. Only those sailors seeking Group 1 (amateur) status need to obtain a World Sailing Sailor Categorization/Classification. Some divisions have limits on the number of crew without a Group 1 Categorization and prohibit sailors without a Group 1 categorization from steering. Some trophies are limited to boats with exclusively Group 1 categorizations in their crew. See NoR 7. For more about the Sailor Categorization Code and applying for a Categorization, go to https://www.sailing.org/sailors/sailor-categorisations/, on the World Sailing website. The process is quick and easy, but be sure to follow it until you receive confirmation that your Sailor Categorization/Classification has been granted. Sailor Categorizations/Classifications are good for two years unless your status changes. See the NoR and World Sailing Regulation 22. | |
| 3 | General Race: Ratings | What should I know about the Offshore Racing Rule (ORR)? | A complete discussion about the ORR and why it’s used in the Bermuda Race is described in this blog post: | |
| 4 | General Race: Ratings | When should I schedule ORR measurement? | Measurement of your boat for a new or renewal of your rating can be difficult to schedule and complete in the spring rush that precedes a Newport Bermuda Race. As long as you are not planning modifications to your boat over the preceding winter that will impact your rating, you can schedule your measurement the preceding fall before hauling and beat the spring rush. Keep in mind, however, that once rated, you’ll be constrained from modifications or required to start over. New sails, constructed over the winter, may be measured when completed by your sailmaker if he/she is so qualified. The Bermuda Race employs a number of deadlines to maintain fairness and prevent yachts from buying unfair advantages. Perhaps chief among the deadlines is measurement. Measurements will be required to be in the hands of the Offshore Office of US Sailing by a date certain specified in the Notice of Race (usually not later than 30 days prior to the start). Substantial time penalties will apply for failure to meet this deadline, and invitations to race will be withdrawn altogether if those measurements have not been received by the deadlines specified in the Notice of Race. | |
| 5 | General Race: Divisions | Why must all Finisterre Division boats be rated with an asymmetric spinnaker? | An assumed set of wind conditions are used in developing ratings, and similar boats with spinnakers are invariably rated faster than those without. Actual wind conditions on the race course generally differ, sometimes greatly, from those used in the rating assumptions. If the Finisterre Division were to mix boats rated with spinnakers and those without, the actual wind conditions would prove advantageous to one group or the other. Rating all boats in the Division with spinnakers puts them on an equal footing, regardless of actual wind conditions, thereby enhancing competition within the Division and making more likely that sailing skill, rather than a good forecast of wind conditions, is the determining factor in Division results. This is one of the core principles of the Bermuda Race’s competition structure. | |
| 6 | General Race: Ratings | May we change headsails using a headstay foil with two or more tracks? | Yes. ORR 10.05(g) permits the changing of headsails, including in the Finisterre Division. ORR does not, however, permit sailing with two headsails set on the same stay while not being changed. NoR 4.6(f) prohibits the setting of two headsails on the same stay simultaneously, but does not prohibit changing sails. This section was intended to prohibit Finisterre division boats from sailing with two headsails on the same stay, for example two jibs wing on wing from the same stay. | |
| 7 | General Race: Divisions | Why do double-handed boats have their own division? | Double-Handers are not eligible for the St. David’s Lighthouse Trophy. Double-handed offshore racing is a serious challenge. It demands unusual stamina and focus. A boat racing double-handed has limited backup in the case of illness or injury to a crew member. In the interest of good seamanship, boats sailing in the Double-Handed Division of the Newport Bermuda Race are permitted to use stored energy and non-manual power for steering and for trimming and setting sails. This includes the use of electrical, electro-mechanical, or hydraulically-powered autopilots, winches, and furlers. There is no science-based handicapping method of assessing the impact of these devices on boat performance, especially when boats using these devices race against other boats constrained by the manual power limits of the Racing Rules of Sailing. | |
| 8 | General Race: Divisions | Can double handed boats compete for the St. David’s Lighthouse Trophy? | The St. David’s Lighthouse Division is a “manual power only” division. Only human energy is permitted to steer, to set sails, and to trim sails. Allowing double-handed boats to use non-manual power in the St. David’s Lighthouse Division would seriously undermine a fundamental principle of the race: we race apples against apples, and oranges against oranges. The race’s multi division structure and science-based handicapping ensures the race’s results will be decided by sailing skill (and a little luck) rather than boat configuration or attempts to game the system. In part because of the manual power requirement, the St. David’s Lighthouse Division requires a minimum of four crew. A double-handed crew prohibited from using non-manual power and stored energy would prejudice principles of good seamanship that are core beliefs of the Bermuda Race Organizing Committee. A Double-Handed Division victory is well earned. Indeed, the Double-Handed Division is the only division with two first-place trophies, the Weld and Moxie prizes, which are presented to the captain and crew respectively. | |
| 9 | General Race | Those finish line instructions are complex. How do I ensure a proper finish? | The Sailing Instructions will provide that the finish is at a line bearing 111 degrees magnetic from St. David’s Lighthouse, at the intersection of the red and green sectors of the light. Sailors are cautioned to be sure that they do cross the finish line completely, sailing from north to south between the finish line buoys, and travel well beyond it (a few boat lengths, at least), and then turning to seaward after finishing. While neither buoy will necessarily be on station, the buoys’ function is to keep boats off the reef near the Lighthouse, but still close enough to be observed by the race committee at the finishing line. The purpose of the turn to seaward subsequent to finishing is also designed to keep boats off the reef. Failure to observe these instructions is a breach of the Sailing Instructions. Going up on the reef, or a failure to reach the finish after a 635 mile slog, is guaranteed to ruin your day. | |
| 10 | General Race | What paper documents must we keep aboard? | The Notice of Race and Sailing Instructions state that Boats may be required to show paper copies of vessel registration to H.M. Customs Bermuda and will be required to upload a photo of their On Board Training Certificate after finishing according to directions provided in the Sailing Instructions, but otherwise need not retain paper copies of any documents for the purposes of inspection under NoR 6.2. Various customs and immigration forms are also required for any yacht entering Bermuda. These forms will be supplied to each boat at Registration in Newport and submitted to Bermuda Customs/Immigration at RBYC after finishing, as per the Sailing Instructions and Bermuda regulations. The foregoing does not include any other documents or ships papers required by law or for the sake of good order, e.g., passports, vessel registration, vessel documentation, radio licenses, oil/waste placards, etc. | |
| 11 | General Race | How do boats that retired return their transponder/tracker? | Retired boats must return the supplied transponder to the Bermuda Race Organizing Committee at RBYC by June 28, 2024. If the boat returns to Newport, she may deliver the transponder by hand to the Race Headquarters at Sail Newport within 72 hours after the start. If the boat does not proceed to Bermuda, and does not return to Newport within 72 hours after starting, the transponder shall be returned by express, insured delivery to: BROC c/o Ted Green 145 Main Street, North Kingstown, RI 02852 USA, no later than June 28th, 2024. Any boat that fails to return its supplied transponder in working order by June 28, 2024 will be charged for the replacement cost of the device and/or any fees charged by YB Tracking. | |
| 12 | General Race | May a boat carry a spare mainsail? | Yes, but you must retire from the race to set it. The Notice of Race permits boats to carry and stow sails in excess of the limits set by ORR, provided they are marked clearly “Not for Racing.” Under this rule, boats may carry a spare mainsail but must retire from the race to set it. See the Measurements section of the Notice of Race. | |
| 13 | General Race | Does the NOR paragraph 9 modifying RRS 41(c) permit importing routing files from outside sources (such as PredictWind, Squid, Sailflow, etc)? | Receiving weather or routing advice or weather or routing files is forbidden if the information received is customized for the boat or group of boats. This prohibits the downloading of routing files from outside sources. The distinction between routing guidance being calculated aboard vs. ashore is crucial to the race’s commitment to good seamanship. While importing weather files such as gribs is allowed, care must be taken to avoid inadvertently importing routing files that may be prepared for download by default by outside provider services after making routine weather file requests. | |
| 14 | Safety and Inspection: General | What does NBRSR mean? | Newport Bermuda Race Safety Requirements, which can be found on the Official Notice Board | |
| 15 | Safety and Inspection: 1.0 General Requirements | What safety requirements changed in 2024? | The 2024 Newport Bermuda Safety Requirements contain several changes from the last edition of the race (2022). All boats must have a Person In Charge (PIC) who will designate a Reserve Person In Charge (RPIC) in the event of his/her incapacitation. The flare requirement has changed to allow a boat to carry a combination of smoke and parachute flares in addition to four handheld flares. And the training requirement has been edited to include the required viewing by all crewmembers of a presentation on the 2022 Morgan of Marietta incident that can be found at bermudarace.com. The 2024 NBRSR also include the announcement of two pending changes for the 2026 race: First, in keeping with recent changes to the World Sailing Offshore Special Regulations, all monohull boats will be required to carry an Emergency Dewatering pump in 2026 (NBRSR 2.5.4). Also, any liferaft purchased after 7/1/2024 must meet SOLAS or ISO 9650-1 standards. | |
| 16 | Safety and Inspection: 1.0 General Requirements | How do the NBRSR differ from the US Sailing Equipment Requirements (USSER) and the ISAF Offshore Special Regulations (OSR)? | The NBRSR include the applicable Newport Bermuda Race portions of the USSER plus the Bermuda Race Organizing Committee’s (BROC) changes and additions, in a single document. | |
| 17 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | What is a ‘Heavy Item’? | (MO/MU) Heavy items are any large objects not permanently installed in the boat that might cause injury or damage in rough weather or during a knockdown or capsize. To determine what are Heavy Items on your boat, imagine turning the boat upside down and shaking; what could be a hazard to crew members if not properly secured. | |
| 18 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | What is meant by ‘secured’? | (MO/MU) Items must be held in place without significant movement if/when the boat is inverted/capsized. | |
| 19 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | What about floorboards? | (MO/MU) Floorboards must remain in place by latches, lines or other means if the boat is inverted. In some cases industrial strength Velcro may be deemed sufficient to hold lightweight (composite) floorboards in place in the event of inversion. | |
| 20 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | Who should calculate cockpit volume? | (MO/MU) Cockpit volume should be calculated by the owner or his representative prior to the boat’s inspection. The record of the calculation should available for the inspector to check. | |
| 21 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | Does the ‘fitted bucket’ count as one of the two stout buckets required by 3.27 ? | (MO/MU) YES, if it has the required capacity and a lanyard attached. | |
| 22 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | Are swing stoves fired by canned fuel allowed? | (MO/MU) YES, as long replacement fuel is stowed in a vented stowage outside of any living area. | |
| 23 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | How will ‘taut’ be measured? | (MO/MU) By checking the distance to the deck of both upper and lower lifelines before and after hanging two six packs of 12 oz drinks on the lifelines at the midpoint between two stanchions. The difference must be less than 2 inches. | |
| 24 | Safety and Inspection: 2.0 Hull and Structure Construction and Design Guidelines | When will the required emergency dewatering pump rule go into effect? | (MO) For the 2024 race, item 2.5.4 is not a requirement to race. This regulation is listed in advance of it's becoming mandatory in 2026 in order to give boat owners time to modify their vessel prior to that race. | |
| 25 | Safety and Inspection: 3.0 Safety Equipment | Are crotch straps required for PFDs and harnesses? | (MO/MU) YES. The utility of these features has been amply demonstrated in person overboard situations. US Coast Guard approval of inflatable PFDs is not negated as long as crotch or thigh straps are not sewn or otherwise attached directly to the PFD, but are instead attached to an integral safety harness. Existing PFDs with integral harnesses may be fitted with add-on leg strap kits available in the marketplace. | |
| 26 | Safety and Inspection: 3.0 Safety Equipment | Do both the traditional life jackets and inflatable PFD/Harness combos need crotch/thigh straps? | (MO/MU) YES, if they are to be used to satisfy Race requirements. NBRSR 3.1.1 requires USCG approved inherently buoyant offshore life jackets used in the race to be equipped with crotch or leg straps. Some boats carry two sets of life jackets, one that complies with the racing requirements, the other to satisfy USCG requirements which are simply to have an inherently buoyant PFD for each person aboard. Those life jackets carried only to meet USCG requirements are not addressed in the NBRSR and they do not need crotch/thigh straps. | |
| 27 | Safety and Inspection: 3.0 Safety Equipment | Why would a Hydrostatic inflator fail to operate properly? | (MO/MU) If water does not get into the jacket cover quickly enough, or if the water pressure on the actuation spring is not there long enough. If the inflator head does not activate on the initial jump/fall in, it can be hard to get it under water far enough and long enough for it to be activated. | |
| 28 | Safety and Inspection: 3.0 Safety Equipment | Is a knife considered a ‘quick disconnect’ at the chest end of a tether? | (MO/MU) Yes. | |
| 29 | Safety and Inspection: 3.0 Safety Equipment | Will a sail on deck with numbers showing fill the requirement to display sail numbers when sails are not set? | (MO/MU) NO. A sail laid out on the deck or otherwise lashed to the boat near the deck, but not actually set, is not an acceptable means of displaying sail numbers when none of the numbered sails is set. | |
| 30 | Safety and Inspection: 3.0 Safety Equipment | What are the U.S. Coast Guard Requirements for Navigation lights? | (MO/MU) Minimum ranges for navigation lights for boats of varying lengths may be found at https://www.boatus.org/study-guide/navigation/lights/. | |
| 31 | Safety and Inspection: 3.0 Safety Equipment | What are the U.S. Coast Guard Requirements for Spare Navigation lights? | (MO/MU) The minimum ranges for Spare Navigation lights are the same as for permanent navigation lights (see 3.3.1, above). | |
| 32 | Safety and Inspection: 3.0 Safety Equipment | What are the U.S. Coast Guard Requirements for fire extinguisher(s)? | (MO/MU) U.S. Coast Guard approved fire extinguishers must be provided with mounting brackets and should be mounted in readily accessible locations. Fire extinguishers should be weighed annually and checked regularly for pressure and signs of physical damage. The US Coast Guard requirements for the number and size of extinguishers required on sailboats may be found at https://www.boatus.org/fire-extinguishers/. | |
| 33 | Safety and Inspection: 3.0 Safety Equipment | What are the U.S. Coast Guard Requirements for sound making devices? | (MO/MU) The US Coast Guard requirements for sound making devices may be found at https://www.boatus.org/equipment/. | |
| 34 | Safety and Inspection: 3.0 Safety Equipment | Will an SOS light meeting US CFR standards satisfy the requirements to carry hand held locator flare? | (MO/MU) NO. Electric Distress lights are not considered a substitute for SOLAS pyrotechnic flares in Ocean/Offshore situations | |
| 35 | Safety and Inspection: 3.0 Safety Equipment | Will VHF voice and DSC transmissions interfere with the reception of AIS Locator Beacon information if a low-loss splitter is used on the mast head antenna? | (MO/MU) YES. Yachts with splitters should realize that they will not receive AIS, including Locator Beacon information while the VHF radio sharing the splitter is transmitting. While searching for an AIS Locator Beacon VHF voice transmissions should be minimized or made on another radio or handheld not attached to the splitter. | |
| 36 | Safety and Inspection: 3.0 Safety Equipment | What is required as a “mounted external antenna”? Do the IridiumGO! and Globalstar SATFI count as sat-phones? | (MO/MU) The satellite phone’s antenna must remain mounted above decks with a clear view of the sky for the duration of the Race with an unobstructed cable connecting it to the phone below decks. (MO/MU) YES, but the handset must be securely mounted in the living quarters of the boat via a docking station connected to the boat’s electrical system; must remain continuously connected to the satellite communication system during the race; and must be set at a ringer volume sufficient to be heard over other ambient noise while at sea. All satellite communication systems require a permanently mounted external antenna. | |
| 37 | Safety and Inspection: 3.0 Safety Equipment | Is an MOB Button required at each helm? | (MO/MU) NO. The requirement is for a yacht to electronically record the position of a man overboard within ten seconds. This requirement may be met by installing an MOB button where it can easily be reached from any position on deck and connecting it to a remote, functioning GPS. Alternatively, a hand-held GPS with a MOB function may be used if either hard-wired to the yacht’s power or powered by batteries that will be charged as required to maintain full-time functionality. | |
| 38 | Safety and Inspection: 3.0 Safety Equipment | Will a sail on deck with numbers showing fill the requirement to display sail numbers when sails are not set? | (MO/MU) NO. A sail laid out on the deck or otherwise lashed to the boat near the deck, but not actually set, is not an acceptable means of displaying sail numbers when none of the numbered sails is set. | |
| 39 | Safety and Inspection: 3.0 Safety Equipment | Do anchors need to be assembled for immediate deployment? | (MO/MU) NO. All gear must be intact and stowed ready for immediate assembly. | |
| 40 | Safety and Inspection: 3.0 Safety Equipment | Do I need a flashlight for every person on board? | (MO/MU) YES. 3.24.2 requires a watertight flashlight for each crewmember with spare batteries | |
| 41 | Safety and Inspection: 3.0 Safety Equipment | What First Aid Book and List of should we use? | (MO/MU) Refer to the CCA Fleet Surgeon’s Memorandum for Offshore Passages (.pdf) | |
| 42 | Safety and Inspection: 3.0 Safety Equipment | What items must be on the Safety Gear and Through Hull diagram? | (MO/MU) The location of essential safety equipment and tools plus the location of every hull penetration below the waterline. Essential equipment includes but is not limited to EPIRB(s), Abandon Ship Grab Bag, Fire Extinguishers, spare Lifejackets, Flares, First Aid Kit & Book, Emergency Tiller, Anchor & Rode, Main Batteries, Spotlight, Horn & Bell, stove fuel cutoff, manual bilge pumps, buckets, engine fuel cutoff, battery switches and Lifesling Lifting tackle | |
| 43 | Safety and Inspection: 3.0 Safety Equipment | Does a yacht with two helms need to have an emergency tiller? | (MO/MU) YES. An emergency tiller is required on all yachts. The only time a dual helm will be considered to meet the emergency tiller requirement is if the boat has two rudders and each tiller/rudder combination may be completely separated and operated independently from the other tiller/rudder. Any requests to allow dual steering to meet this requirement must be submitted to [email protected] and approved before Newport Check-In. | |
| 44 | Safety and Inspection: 3.0 Safety Equipment | Are storm sails required to be made from high-visibility colors ? | (MO/MU) Storm sails manufactured after 1/1/2014 must be made from a highly visible material. | |
| 45 | Safety and Inspection: 3.0 Safety Equipment | Does the storm trysail have to be attached to the mast? | (MO/MU) NO. The storm trysail can be attached to a taut vertical stay positioned close to the mast if direct attachment is not possible. Crews must be prepared to demonstrate how the mainsail will be lowered & secured and the storm trysail hoisted on all boats. | |
| 46 | Safety and Inspection: 3.0 Safety Equipment | Is a trysail required on all vessels? | (MO) No. New in 2022, a mainsail that is capable of being reefed to 50% of the P-dimension is an acceptable alternative to a Trysail. (MU) No. New in 2022, a mainsail that is capable of being reefed to 60% of the P-dimension is an acceptable alternative to a Trysail. (MO/MU) In both cases, the reefed mainsail must still display legible sail numbers, but it need not be of a highly visible material and may be set on the main boom. | |
| 47 | Safety and Inspection: 3.0 Safety Equipment | How many gallons of emergency water must I carry per person? | (MO/MU) 3.37 requires 1 gallon per crewmember shall be aboard after finishing, stored in sealed containers. | |
| 48 | Safety and Inspection: 3.0 Safety Equipment | Must my valise-packed life raft be inspected within one year of the start? | (MO/MU) NO. 3.39 requires that all rafts hold a current certificate of servicing. While valise packed rafts are acceptable for the race, their storage and handling can require particular care. All rafts must be stowed in such a way that they are capable of being launched within 15 seconds. In yachts with an age or series date after June 2001 valise packed rafts must be stowed in a purpose-built compartment topside, not below decks. BROC reminds persons in charge of their responsibilities under NBRSR 1.2 and notes that there have been reports that the integrity of valise-packed life rafts can be compromised by mishandling, poor storage, and other factors, and that such conditions may indicate a need for servicing more frequently than is recommended by manufacturers. | |
| 49 | Safety and Inspection: 3.0 Safety Equipment | What characteristics should I look for in a life raft for the Bermuda Race? | (MO/MU) NBRSR 3.39 requires that life rafts “be of proper design and construction for the conditions potentially faced on the ocean race course.” The waters between Newport and Bermuda can be as severe as any encountered on any ocean. Rafts should be designed to withstand multiple days at sea in severe weather conditions, including large waves and extreme winds. Rafts should have double flotation tubes, insulated floors, ballast water bags, a canopy and boarding ladder/platform. Markings such as SOLAS, ISO 9650-1 or ORC approval are good indicators that a raft is designed for ocean conditions. The design capacity of life raft(s) must be equal to or greater than the number crewmembers aboard, although more than one raft may be carried to accommodate all crew. | |
| 50 | Safey and Inspection: 4.0 & 5.0: Training and Skills | What are some of the methods used to steer with the rudder disabled? | (MO/MU) Two articles and a video are recommended reading on this subject: “Three Emergency – Steering Solutions”(.pdf) by Evans Starzinger. “Steering Without a Rudder”(.pdf) by Mike Keyworth. “Drogue Steering” (YouTube) | |
| 51 | Safety and Inspection: 3.0 Safety Equipment | Does an onboard Starlink system satisfy NBRSR 3.11 Satellite Phone? | It is not sufficient to have a satellite communications system properly installed to satisfy NBRSR 3.11. To fully satisfy 3.11, the system must also be configured and operated so that it is always ready (unless if/when an inbound call is not possible due to making necessary intermittent data connections while underway) to accept an incoming voice call to the registered offshore phone number (3.11.4). To achieve compliance with 3.11.4, there must be a continuous (7x24) connection between the satellite communication system and a dedicated device (phone / handset) configured to ring and be answered by anyone aboard, and most importantly requires that the satellite communication system always have a connection to the satellite network. In the case of a Starlink satellite communication system, this will require a non-trivial power budget to support. For these reasons it may not be practical for most boats to use a Starlink system to comply with 3.11. An additional shortcoming of relying on a Starlink configuration to satisfy 3.11 is that unlike most satellite phones, a Starlink system is not portable when abandoning ship, and is dependent on a dedicated, fixed, external antenna. | |
| 52 | Safey and Inspection: 4.0 & 5.0: Training and Skills | How should Steering in an Emergency be explained/demonstrated? | (MO/MU) Photos taken during the required practice plus an explanation by a crew member that participated should be sufficient. Additionally, equipment required for the method(s) chosen in practice of steering the yacht with the rudder disabled should be laid out for examination during the yacht’s inspection. | |
| 53 | Safey and Inspection: 4.0 & 5.0: Training and Skills | What is the World Sailing's Offshore Personal Survival Course (formerly “ISAF Certification”) that will be required for the 2024 race? | (MO/MU) - - - A) The Newport Bermuda Race requirements for Safety at Sea training have not changed since 2020, but the US Sailing requirements for completing the International Offshore Safety at Sea with hands on training for the first time and for "refreshing" an expired certificate have changed. There are now two online courses, Part One (units 1 - 10) and Part Two (units 11 - 15). Sailors doing a US Sailing Certified course for the first time must do both parts and the one day in-person hands on course. Sailors refreshing (renewing) their certificate now need to complete Part Two of the online course and the one day in-person course when they renew thier certification. Sailors will only need to take Part Two one time to renew their certification. Thereafter sailors will only need to do the one in-person course to renew their certification. These are US Sailing requirements and apply to all students taking this course for all races that require this certification. - - - B) All Safety at Sea course (SaS) attendance must be a course that complies with World Sailing’s Offshore Personal Survival Course Guidelines. These courses must include hands-on training. The certificate may be obtained by completing a classroom (first day) portion in person or online (Part One and Part Two in the USA), AND also attending a hands-on (second day) portion in person. A one-day classroom-only course by itself without hands-on training does not meets the requirements for Safety at Sea course attendance. An online course without hands-on training also does not meet the requirements. - - - C) 30% of the crew including the Captain/Person in Charge (PIC and the RPIC for multihulls) must have attained a Safety at Sea training certificate meeting the above criteria. Always round the 30% up to the nearest whole number. - - - D) For sailors that have completed Safety at Sea training in the USA, the Bermuda Race verifies attendance by using the US Sailing database. You can check this database at: https://www.ussailing.org/education/adult/safety-at-sea-courses/sas-attendance-lookup/ If you believe you have completed the proper training and your name is not in the database, please contact US Sailing. | |
| 54 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Do ISAF Certificates satisfy the SAS Course attendance requirements? | (MO/MU) YES. Certificates issued at an World Sailing Approved courses must carry the statement “World Sailing Approved Offshore Personal Survival Course” and may carry the World Sailing logo (see World Sailing OSR App G, para 7.4). Valid World Sailing Certificates are less than 5 years old. If your attendance is not in the US Sailing Database , a copy of your certificate(s) are required to be aboard the yacht you race in from 0800 of the day of the start until 48 hours after finishing. | |
| 55 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Does US Sailing Coastal Safety At Sea Seminar attendance satisfy the Newport Bermuda Race SAS Course attendance requirements? | MO/MU) NO. US Sailing Coastal SAS Seminars support coastal and nearshore racers and cruisers. They do not cover all offshore safety topics that the one-day and two-day seminars include. The only US SAS Courses that are accepted as satisfying the race requirements are those listed on the US Sailing Database as “Safety At Sea Attendance” and “World Sailing Attendance”. | |
| 56 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Are STCW certifications accepted as meeting NBRSR 5.2 requirements for attending US Sailing Sanctioned Safety at Sea Seminar? | (MO/MU) The following guidanance is copied from the World Sailing website: "A frequently asked question is whether an STCW 95 sea survival training is a permitted alternative. Ultimately what is acceptable is up to the race organizer however World Sailing standard advice is NOT to accept STCW courses (however first aid course are accepted). The reason for this is that the STCW course is a commercial ship qualification and therefore does not contain sailing related items and recreational safety equipment." The Bermuda race follows these guidelines and does not accept STCW training as an alternative to a World Sailing approved Safety at Sea course. | |
| 57 | Safey and Inspection: 4.0 & 5.0: Training and Skills | I can’t find my certificate. Are actual copies of Safety at Sea Seminar attendance required to be aboard ? | (MO/MU) Actual certificates are not required to be onboard. Copies of certificates are uploaded to entry system. If you cannot find your certificate you may verify your attendance using the US Sailing database and request a copy of the certificate from US Sailing. Sailors who have completed the training in other countries will need to follow the procedures for that country to obtain a copy of their certificate for upload. | |
| 58 | Safey and Inspection: 4.0 & 5.0: Training and Skills | What is a DSC Distress Call? | (MO/MU) A DSC Distress Call is an electronic MAYDAY activated by pressing (AND HOLDING DOWN) the Red Distress Button on a DSC configured Radio (most radios require a 3 to 5 second button depression to activate the digital distress signal). Pressing the Red Distress Button sets off an alarm on every boat that has a DSC configured radio that can only be turned off manually on each boat by silencing the alarm or by acknowledging the Distress Call with a return transmission. | |
| 59 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Who should acknowledge a DSC Distress Call at sea, outside of USCG reception range and what is so unique about an Acknowledgement Call? | (MO/MU) Any vessel in receipt of a DSC Distress Call has an obligation to render aid. Acknowledging a DSC Distress Call is a form of aid, but care should be given not to acknowledge the call too quickly, thereby silencing the alarm on all other receiving stations. Best practice is to silence your alarm without acknowledging the call, and then monitor the situation to determine the need to formally acknowledge the distress call. | |
| 60 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Can anyone give an acknowledgement? | (MO/MU) YES, by following the instructions displayed or their DSC Radio. | |
| 61 | Safey and Inspection: 4.0 & 5.0: Training and Skills | If they do, what responsibility are they assuming? | (MO/MU) That depends on the specific facts of the situation; see additional DSC information sheet (.pdf). | |
| 62 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Should others be told not to acknowledge a Distress Call? | (MO/MU) NO. All masters have a duty to render aid if they and their vessel can do so safely; see additional DSC information sheet. (.pdf). | |
| 63 | Safey and Inspection: 4.0 & 5.0: Training and Skills | What First Aid and CPR courses fill the requirements of the Newport Bermuda Race? | (MO/MU) Some courses meeting the Bermuda Race requirements may be found at: https://www.sailing.org/inside-world-sailing/activities-services/technical-offshore/technical-services/technical-and-offshore-safety/offshore-safety/osr-recognised-first-aid-qualifications/ | |
| 64 | Safey and Inspection: 4.0 & 5.0: Training and Skills | What about ‘wilderness first aid courses’? Do they meet the requirements? | (MO/MU) A Wilderness First Aid course may satisfy the First Aid component of the Bermuda Race medical training requirement if it includes requirements to demonstrate skills similar to the courses recognized to meet the Bermuda Race requirements. To meet the CPR component of the Bermuda Race Medical training requirement, the sailor must submit proof that the course explicitly includes practical CPR training performed no more than 2 years before the Bermuda Race. Upload course description and valid certificates on your account. | |
| 65 | Safey and Inspection: 4.0 & 5.0: Training and Skills | Are health professionals required to have First Aid and CPR certificates? | (MO/MU) NO waivers will be granted for CPR certificates. Healthcare professionals may make a waiver request to accept their credentials instead of providing a first aid certificate. To request a waiver of first aid, select ‘Professional Medical Training’ in the ‘Medical Training Qualification’ section of your profile, and describe your training type. A Current CPR certificate must be provided. Email it to [email protected] | |
| 66 | General Race | What are the US Customs and Border Protection requirements for a vessel entering the United States? | Please see the applicable Customs and Border Protection website page, under Resources - Newport Logistics, for specific and legal requirements. | |
| 67 | Scoring: Forecast – Time Correction Factor | What forecast models (gribs) will be used to generate the optimal route and predicted time for each boat, and will these details be available to competitors? | The specific weather models used will be detailed in the Sailing Instructions. Likely, NOAA GFS and HRRR will be used for wind forecasts and the NOAA RTOFS Gulf Stream Model will be used for currents. The specific grib files, including the model run time will be made available to competitors before the start of the race. | |
| 68 | Scoring: Forecast – Time Correction Factor | When will the forecast elapsed times and F-TCFs be determined by the RC? | Timing of the F-TCF simulations will be detailed in the Sailing Instructions. Ideally, to optimize accuracy, the F-TCF simulations and calculations will occur in the few hours preceding the start. | |
| 69 | Scoring: Forecast – Time Correction Factor | How and when will the F-TCF values be communicated to the fleet? | Distribution of F-TCF ratings for the fleet will be explained in the Sailing Instructions. Currently, as soon as F-TCFs have been determined for the fleet, the Race Office is expected to email the F-TCF ratings in common file formats to all PIC’s and Entrants, as well as provide via email and SMS a link to downloadable files. | |
| 70 | Scoring: Forecast – Time Correction Factor | How will the ‘scratch boat’ be selected and does it matter? | The Race Committee will select a ‘scratch boat’ for each division. Mathematically any boat in the division can be selected as the scratch boat, and that boat will have a F-TCF of 1. The F-TCF for all other boats in that division will be calculated as a ratio of the predicted elapsed time of the scratch boat to their predicted elapsed time. The ranking of corrected times for the division will be identical, regardless of which boat is selected as the scratch boat. | |
| 71 | Scoring: Forecast – Time Correction Factor | Will F-TCF values be comparable across divisions? | F-TCF values are ratios of predicted elapsed times within divisions, so the values will NOT be applicable between divisions. A boat in Gibbs Hill with a F-TCF of 1.1 likely will have a considerably different predicted elapsed time than a boat in Finisterre with the same F-TCF because the F-TCF values are based on the selected scratch boat in each division. | |
| 72 | Scoring: Forecast – Time Correction Factor | Will the F-TCF be used to set or adjust class groupings? | No. The F-TCF is only used to calculate corrected times. Class groupings will be decided by the Race Committee well before F-TCF values are calculated and will not be adjusted after F-TCF values are generated. Class groupings are determined by the Race Committee based on several factors, none of which are the F-TCF value. | |
| 73 | Scoring: Forecast – Time Correction Factor | Forecasts are not perfect either, so how/why is this approach fairer than PCS? | Indeed, forecasts are never perfect, but they are much closer to actual conditions (over the 3-5 day forecast period) than the statistical course weather assumed by PCS or other GPH ratings. | |
| 74 | Scoring: Forecast – Time Correction Factor | Is there an example of how a F-TCF is calculated based on the predicted elapsed time from the optimal route? | The predicted elapsed time (PET) for boats Apple, Banana and Clementine are determined to be: Apple = 103hrs Banana = 110hrs Clementine = 124hrs The F-TCF value for any boat is: PET (scratch) / PET (any boat). Banana is selected as the scratch boat. F-TCF (Apple) = PET (Banana) / PET (Apple) = 110 / 103 = 1.068 F-TCF (Banana) = PET (Banana) / PET (Banana) = 110 / 110 = 1.0 F-TCF (Clementine) = PET (Banana) / PET (Clementine) = 110 / 124 = 0.887 To calculate a corrected elapsed time, multiply the actual elapsed time for any boat by the F-TCF for that boat. Boat / Actual elapsed time / F-TCF / Corrected elapsed time / Order: Apple / 120hr / 1.068 / 128.16hrs / 3 Banana / 118hr / 1.000 / 118.00hrs / 2 Clementine/ 130hr / 0.887/ 115.31hrs/ 1 |
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| 75 | Scoring: Forecast – Time Correction Factor | Who is performing the optimized routing and F-TCF calculations for the fleet prior to the start of the race? | The USSailing Offshore office has been contracted by the BROC to provide the F-TCF calculations for the Race. The USSailing Offshore office expects to offer this service to other offshore races that would like to use the F-TCF scoring method in the future. |
