Little "dinghies" below the Christmas tree. Home made by Elena-Romana Gazenser from Germany.
Something to read about 12foot dinghies in the German Language? Order Yacht classic directly from the publisher
Yacht classic bestellen
zaterdag 15 december 2012
Merry Christmas and a Happy New Year
Little "dinghies" below the Christmas tree. Home made by Elena-Romana Gazenser from Germany.
Something to read about 12foot dinghies in the German Language? Order Yacht classic directly from the publisher
Yacht classic bestellen
vrijdag 14 december 2012
Jan Sonnenberg in action
Jan Sonnenberg is the webmaster of the site twaalfvoetsjollenclub
Elena-Romana Gazenser from Germany has sent me this URL.
dinghies in Germany
Another interesting article in a new blog from the Dutch journalist Robert Wielaart
dinghies in the Netherlands
zaterdag 8 december 2012
Plastic jollen in Nederland (2)
Albert Brouwer is de importeur van de plastic Italiaanse Nauticalodi jollen. Hij ziet graag dat de Twaalfvoetsjollenclub en het Watersportverbond plastic jollen gaan toelaten en heeft een gesprek voorgesteld met Henk van der Zande (voorzitter) en mij (bestuurder international 12foot dinghy class organisation). Ik heb aangegeven dat een gesprek geen zin heeft, omdat ik per 1 februari 2013 stop met mijn internationale bestuurs activiteiten. Fred Udo heb ik gepolst mij op te volgen. Als het bestuur van de twaalfvoetsjollenclub hem vraagt en de ledenvergadering akkoord gaat, wil Fred dit verzoek in overweging nemen. Albert heb ik geadviseerd lid te worden van de Twaalfvoetsjollenclub. Dat heeft hij inmiddels gedaan. Op de komende ledenvergadering wil hij een lans gaan breken voor de toelating van plastic jollen.
Albert Brouwer Yacht Broker
Roosenburgstraat 29
5624JS EINDHOVEN
Website: www.polyesterjollen.nl
Email: Info@Polyesterjollen.nl
Aan: Pieter Bleeker, Henk van der Zande
Betreft: Twaalfvoetsjollenbulletin Nr.4 van Oktober 2012 en het actuele 12footnews
Datum: 6 december 2012
Via mijn Italiaanse Twaalfvoetsjol vrienden werd ik attent gemaakt op de huidige discussie over specificaties (en dus bootsnelheid). Toen ik mij vervolgens in deze materie verdiepte verbaasde ik mij over de heersende Nederlandse opvatting. Graag breng ik hierbij volgende punten onder uw aandacht:
• De klassieke jol een museum klasse?
• Suggestieve mening / stemmingmakerij.
• Een meer objectieve opvatting.
• Mijn voorstel.
Museum Klasse?
Met de klassieke houten twaalfvoetsjol kies je, gezien de huidige opvatting, bewust voor een museum klasse. Daar is natuurlijk niets mis mee. Quotes uit het Twaalfvoetsjollenbulletin Bulletin 4 Oktober 2012 hierover zijn o.a. :
• “En nu komt het grote en tot heden nog ruim onvoldoende gekoesterde geheim van ons aller Twaalfvoetsjol: er is HELEMAAL NIKS aan veranderd, niet aan rompvorm, zeiltekening, bouwwijze of materiaal.”
• “Gelukkig is de Nederlandse twaalfvoetsjollenklasse tot op heden niet gezwicht voor de verleiding om ook een beetje of heel veel mee te gaan op het pad der veranderingen.”
• “De springlevende en alleroudste geheel originele eenheidsklasse ter wereld, die op 18 april 2014 honderd jaar oud zal zijn.”
• “The danger for the Netherlands is: modern plastic and modern wood are faster and become increasingly popular. Classic wood would be classified as a museum class.”
Hiermee vergeleken heeft Italië, een totaal andere weg ingeslagen, die van modernisering en verjonging. Deze modernisering maakt de moderne Italiaanse polyester jol met zijn dubbele bodem en zijn efficiëntere tuigage de betere zeilboot (sneller en beter zelfredzaam). Op het grotere onbeschutte zeilwater voor de Italiaanse kust zijn deze eigenschappen vooral van belang. Dit is een logische ontwikkeling en vergelijkbaar met andere eenheidsklassen. Hiermee werd de twaalfvoetsjol in Italië ook aansprekend voor de jeugd.
Suggestieve mening / stemming makerij.
De indruk ontstaat dat het Nederlandse twaalfvoetsjol kamp zich door dit Italiaanse succes meer en meer bedreigt voelt. Het zich afzetten tegen Italië lijkt populair te worden (wij tegen hun). Quotes uit voorgenoemd bulletin die mij deze indruk geven zijn o.a.:
• “Dan moeten die Italianen natuurlijk wel willen begrijpen wat een SW factor is”.
• “Vooral de Italianen hebben hele andere intenties”.
• “Achter dit plan gaat vermoedelijk ook de Italiaanse maffia schuil, want met zo'n belastingheffing zullen de Hollanders hun houten jol waarschijnlijk voor langere tijd opbergen en overstappen op de plastic jol 'made in Italy'”.
• “We weten, dat er in Italië plastic jollen met aluminium “rondhout” mee doen en dat daar vederlichte houten jollen propvol reguleerlijntjes hun zeil-met-losse-broek hoger aan de (holle) mast varen, net zoals die plastic boten. We weten van hun dubbele bodems, verkorte vlonders, andere roervormen en elektrische pompen.”
Een meer objectieve opvatting.
Gelukkig zijn er ook mensen uit het Nederlandse twaalfvoetskamp met een meer objectieve kijk. Hierbij wil ik de inzending van Fred Udo in dit bulletin aanhalen en ik quote:
• “De argumenten van de Italianen zijn sterk: Door moderne ontwikkelingen te stimuleren spreekt de boot aan bij een jong publiek. Zowel in plastic als in hout wordt veel nieuwbouw gepleegd. Onlangs is er een serie van 10 prachtige houten boten gebouwd op de bekende werf van Ernesto Riva. De romp is vrijwel gelijk aan de Hollandse boten, maar de uitrusting en het tuig komt uit een andere wereld dan de onze.”
• “Er is een Italiaanse gewoonte, die door alle Nederlanders wordt overgenomen zodra zij de grens over zijn: De losse broek in het zeil. Vergelijk dit met de strakke Nederlandse regels, waarbij zelfs een schootblok met klem na verhitte discussies werd afgewezen en jaren lang mocht ons vaantje volgens de meetregels niet.”
• “Hieruit zou men kunnen afleiden dat het de tegenstelling hout-plastic is die de discussies verziekt. Dat is niet zo, want in Luzern voeren alleen houten boten.”
• “Politiek is de kunst van het haalbare en het lijkt mij nodig om de haalbaarheid en de zin van de verschillende initiatieven serieus te toetsen, zodat niet het kind met het badwater weggegooid wordt.”
Mijn voorstel:
Juist deze laatste zin spreekt mij bijzonder aan. Politiek is de kunst van het haalbare.
Het verbaast mij niet dat het voor de Italianen onhaalbaar is om hun moderne jol voor een wedstrijd terug te brengen naar een specificatie van 100 jaar geleden. Het verbaast mij ook niet dat het voor de Nederlanders onhaalbaar was om hun “museum jol” van een moderne tuigage te voorzien. Het verbaast mij alleen dat lang gedacht werd dat tussen deze twee partijen een compromis haalbaar was en dat de nationale clubs hier achter zouden kunnen staan.
Mijn idee als nieuwkomer zou zijn:
• Stop met het veroordelen van de Italianen en de stemming makerij. (...)
• Accepteer de realiteit dat er twee klassen zijn: Klassieke en Moderne Twaalfvoetsjollen. (...!)
• Plan per klasse een wedstrijd (liefst geen gelijke start ….langzamer zijn frustreert)
• Kijk naar de toekomst en de jeugd en experimenteer zelf met een paar moderne jollen. Dan kun je oefenen hoe je de Italianen met hun moderne jol kunt verslaan (...).
Graag kom ik met u beiden hierover in gesprek.
Met vriendelijke groet,
Albert Brouwer
Een plaatje zegt meer dan 1000 woorden. Toegevoegd door de redactie een cartoon gepubliceerd in het Italiaanse jollenbulletin
Zie versie 1 van deze reeks plastic dinghies
Roosenburgstraat 29
5624JS EINDHOVEN
Website: www.polyesterjollen.nl
Email: Info@Polyesterjollen.nl
Aan: Pieter Bleeker, Henk van der Zande
Betreft: Twaalfvoetsjollenbulletin Nr.4 van Oktober 2012 en het actuele 12footnews
Datum: 6 december 2012
Via mijn Italiaanse Twaalfvoetsjol vrienden werd ik attent gemaakt op de huidige discussie over specificaties (en dus bootsnelheid). Toen ik mij vervolgens in deze materie verdiepte verbaasde ik mij over de heersende Nederlandse opvatting. Graag breng ik hierbij volgende punten onder uw aandacht:
• De klassieke jol een museum klasse?
• Suggestieve mening / stemmingmakerij.
• Een meer objectieve opvatting.
• Mijn voorstel.
Museum Klasse?
Met de klassieke houten twaalfvoetsjol kies je, gezien de huidige opvatting, bewust voor een museum klasse. Daar is natuurlijk niets mis mee. Quotes uit het Twaalfvoetsjollenbulletin Bulletin 4 Oktober 2012 hierover zijn o.a. :
• “En nu komt het grote en tot heden nog ruim onvoldoende gekoesterde geheim van ons aller Twaalfvoetsjol: er is HELEMAAL NIKS aan veranderd, niet aan rompvorm, zeiltekening, bouwwijze of materiaal.”
• “Gelukkig is de Nederlandse twaalfvoetsjollenklasse tot op heden niet gezwicht voor de verleiding om ook een beetje of heel veel mee te gaan op het pad der veranderingen.”
• “De springlevende en alleroudste geheel originele eenheidsklasse ter wereld, die op 18 april 2014 honderd jaar oud zal zijn.”
• “The danger for the Netherlands is: modern plastic and modern wood are faster and become increasingly popular. Classic wood would be classified as a museum class.”
Hiermee vergeleken heeft Italië, een totaal andere weg ingeslagen, die van modernisering en verjonging. Deze modernisering maakt de moderne Italiaanse polyester jol met zijn dubbele bodem en zijn efficiëntere tuigage de betere zeilboot (sneller en beter zelfredzaam). Op het grotere onbeschutte zeilwater voor de Italiaanse kust zijn deze eigenschappen vooral van belang. Dit is een logische ontwikkeling en vergelijkbaar met andere eenheidsklassen. Hiermee werd de twaalfvoetsjol in Italië ook aansprekend voor de jeugd.
Suggestieve mening / stemming makerij.
De indruk ontstaat dat het Nederlandse twaalfvoetsjol kamp zich door dit Italiaanse succes meer en meer bedreigt voelt. Het zich afzetten tegen Italië lijkt populair te worden (wij tegen hun). Quotes uit voorgenoemd bulletin die mij deze indruk geven zijn o.a.:
• “Dan moeten die Italianen natuurlijk wel willen begrijpen wat een SW factor is”.
• “Vooral de Italianen hebben hele andere intenties”.
• “Achter dit plan gaat vermoedelijk ook de Italiaanse maffia schuil, want met zo'n belastingheffing zullen de Hollanders hun houten jol waarschijnlijk voor langere tijd opbergen en overstappen op de plastic jol 'made in Italy'”.
• “We weten, dat er in Italië plastic jollen met aluminium “rondhout” mee doen en dat daar vederlichte houten jollen propvol reguleerlijntjes hun zeil-met-losse-broek hoger aan de (holle) mast varen, net zoals die plastic boten. We weten van hun dubbele bodems, verkorte vlonders, andere roervormen en elektrische pompen.”
Een meer objectieve opvatting.
Gelukkig zijn er ook mensen uit het Nederlandse twaalfvoetskamp met een meer objectieve kijk. Hierbij wil ik de inzending van Fred Udo in dit bulletin aanhalen en ik quote:
• “De argumenten van de Italianen zijn sterk: Door moderne ontwikkelingen te stimuleren spreekt de boot aan bij een jong publiek. Zowel in plastic als in hout wordt veel nieuwbouw gepleegd. Onlangs is er een serie van 10 prachtige houten boten gebouwd op de bekende werf van Ernesto Riva. De romp is vrijwel gelijk aan de Hollandse boten, maar de uitrusting en het tuig komt uit een andere wereld dan de onze.”
• “Er is een Italiaanse gewoonte, die door alle Nederlanders wordt overgenomen zodra zij de grens over zijn: De losse broek in het zeil. Vergelijk dit met de strakke Nederlandse regels, waarbij zelfs een schootblok met klem na verhitte discussies werd afgewezen en jaren lang mocht ons vaantje volgens de meetregels niet.”
• “Hieruit zou men kunnen afleiden dat het de tegenstelling hout-plastic is die de discussies verziekt. Dat is niet zo, want in Luzern voeren alleen houten boten.”
• “Politiek is de kunst van het haalbare en het lijkt mij nodig om de haalbaarheid en de zin van de verschillende initiatieven serieus te toetsen, zodat niet het kind met het badwater weggegooid wordt.”
Mijn voorstel:
Juist deze laatste zin spreekt mij bijzonder aan. Politiek is de kunst van het haalbare.
Het verbaast mij niet dat het voor de Italianen onhaalbaar is om hun moderne jol voor een wedstrijd terug te brengen naar een specificatie van 100 jaar geleden. Het verbaast mij ook niet dat het voor de Nederlanders onhaalbaar was om hun “museum jol” van een moderne tuigage te voorzien. Het verbaast mij alleen dat lang gedacht werd dat tussen deze twee partijen een compromis haalbaar was en dat de nationale clubs hier achter zouden kunnen staan.
Mijn idee als nieuwkomer zou zijn:
• Stop met het veroordelen van de Italianen en de stemming makerij. (...)
• Accepteer de realiteit dat er twee klassen zijn: Klassieke en Moderne Twaalfvoetsjollen. (...!)
• Plan per klasse een wedstrijd (liefst geen gelijke start ….langzamer zijn frustreert)
• Kijk naar de toekomst en de jeugd en experimenteer zelf met een paar moderne jollen. Dan kun je oefenen hoe je de Italianen met hun moderne jol kunt verslaan (...).
Graag kom ik met u beiden hierover in gesprek.
Met vriendelijke groet,
Albert Brouwer
Een plaatje zegt meer dan 1000 woorden. Toegevoegd door de redactie een cartoon gepubliceerd in het Italiaanse jollenbulletin
Zie versie 1 van deze reeks plastic dinghies
woensdag 5 december 2012
Dinghy vision of Giorgio Pizzarello
Giorgio Pizzarello from Italy is my friend. We share the same passion for racing and the 12footdinghy. Giorgio likes the situation that all dinghies have the same speed. I like the situation that all dinghies have the same slowness and will stay real classic. See the blog article all dinghies equal slow. Read Giorgio's interesting vision.
Dear Dinghy Friends,
I have received, like many of you, one of the items of the agenda of the next Annual Meeting of the Dutch 12’ Dinghy Class, together with some thoughts of Fred Udo , Reinhard Schroeder and Pieter Bleeker. The item concerns the international future of the 12’ Dinghy. As it often happens, I agree with some concepts, I notice that certain things that have been written are incorrect and I don't agree at all with others. As you know, I have been the Chairman of the Italian 12’ Dinghy Class for 3 years and during that period I have organized with enthusiasm in Bracciano the first World Cup of the modern era (see the picture). In Bracciano I was second after Pieter Bleeker in the modern division, while with a classic dinghy I have won the Venice World Cup and have been third in the Portorose World Cup. Furthermore, I have attended to the meetings that have given birth to the Jolanda and to the Martini protocols, as well as to the recent meeting last October in Tuzla. On top of this, I am the only Italian sailor who owns a Dutch 12’ Dinghy, a Van der Meer, as well as other two Italian 12’ Dinghies (a VTR/ wood and a total wood Colombo of 2012). In the light of the above, I have therefore deemed it right and appropriate to give my contribution to the discussion, with the hope to be also able to clarify some concepts.
Some preliminar clarifications. In Italy we have achieved the very important goal to have similar speed in the water between VTR 12’ dinghies and wooden 12’dinghies (not all of them, of course). At the point that Paolo Viacava has won the Italian Championship in 2011 with a totally wooden 12’ Dinghy of recent construction. In the same event other two wooden Dinghies, of more than 40 years, arrived within the first 10 in a fleet of more than 70 boats . This means that the Italian wooden 12’ Dinghy has reached a very good compromise as far as speed is concerned. This didn't happen in one day, but is the result of small and progressive adjustments along the years ( the Dutch friends call it " modernization ") . We are proud of this, because, as I have said many times, the Italian 12’ Dinghy Class is the only one that has been able to have on the water Vtr and wooden boats that have similar performance as far as speed and structural solidity is concerned.
Recently, in Portorose, on the occasion of the Cockshott Trophy races ( the first day, 80/90 boats competing, wooden and vtr together, same start) the winner over all has been a wooden Dinghy and another one (myself )was forth. Furthermore, the three single races of that day have been won respectively by a wooden boat, a VTR/wooden boat, and by an only VTR boat.
This year at the Italian Championship the wooden boats didn't repeat the 2011 "exploit", but if you give a proper glance to the results ( 74 competitors), you will notice that the top Italian helmsmen of the wooden Dinghies weren’t there, while among the modern Dinghies there were almost all the best helmsmen including, just to make an example, Dodo Gorla, yes the one who won Olympic Medals and a Star World Championship !!!
In Italy we have 3 kinds of 12’Dinghies: VTR, VTR/Wood, only Wood (some of the latter are of recent construction, some are older). All together they represent a unique and united Sailing Class that every year counts on about 120 races . Only five of them are reserved today only to Wooden Dinghies ! In all the others all the different kinds of 12’Dinghies race together without any problem, with an overall result and in addition to it a separate classification for the wooden Dinghies. In Italy nobody talks, neither now, nor ever, of “an internal schism”. But maybe telling about it in Northern Europe is “instrumental”; as we say in Italy, it brings water to the mill of a certain “Propaganda” !?
I agree with Fred, Reinhard and Pieter on the fact that differences do exist between Dutch and Italian Classic 12’Dinghies, but I also think that today the road for a standardization is long and difficult, especially in the light of the huge distance existing between the Italian and the Dutch philosophy as far as the 12’ Dinghy is concerned.
On the contrary I do not believe that the French, the Swiss, the German , the Turkish , the Japanese and the Slovenians, are victims of anybody: they have the ability and the freedom to evaluate the things and the situation and to make their own choices.
Now some considerations and thoughts about the 4 alternatives that will be examined by the Dutch Annual Meeting of January 27, 2013.
- The first one (Close the borders)
I think it would be a pity and wrong as well ! In the last ten years we have had together so many pleasant and friendly meetings among dinghy sailors of many countries ! They have been successful sport wise and given rise to many exchanges and true friendships.
-The second one ( All dinghies start together in international events) ( i.e only one start, an over all result and also separate classifications for different kind of 12’ Dinghies). I think that this solution is appreciated and supported in Italy especially as far as the Cockshott Trophy is concerned, an event for which the Italian 12’ Dinghy Class, as well as the friends of the German Flotte Nord, care because it welcomes all types of 12’ Dinghies. As far as the World Cup is concerned, in the three modern editions that we have had, we always had separated starts, because the World Cup has always been valid as one of the races of the 12’ Dinghy Classic Trophy-Swiss and Global Cup Series, that is the Italian 5/6 races series reserved only to wooden dinghies. In my opinion this precedent can be maintained, but one could find an agreement on adding prizes on the basis of additional classifications.
In a recent meeting in Turkey (Tuzla) during the Turkish Cockshott event, it seemed that an understanding had been reached about international series, by identifying the Cockshott Trophy as the common international series for which each Nation would have organized a Race (common start, an overall classification and three classifications for modern dinghies, Dutch wooden dinghies and Italian wooden dinghies ), thus obtaining a higher concentration of boats, in a sustainable number of international events. The outcome of the Tuzla meetings has been published by Steve Crook on the 12’ Dinghy international web site. If on top of this somebody wants to organize in Northern Europe a Friendship Series between classic 12’ dinghies Dutch style: just do it !
It is really difficult for me to understand where the danger for Dutch wooden boats is !? In Italy , VTR boats do not seem to send wooden ones in " Museums ". For many different reasons somebody likes 12’ wooden Dinghies, somebody likes 12’ VTR Dinghies. Where is the problem ?
Besides, I like to repeat once more that in Italy the great majority of 12’ Dinghy owners, including those of wooden Dinghies, agree with this position, which is the official one of the Italian 12’DinghyClass.
- The third proposal (Separated Starts) I don't think this format would encourage sailors to make long journeys pulling their boat with the car, just to race (at least at present) against competitors that they can meet comfortably at home. This is the reason why last April, after Easter, we cancelled the trip to L'Ailette .
-The forth proposal ( The Compromise) And now I come to the forth proposal : the compromise ! Regarding this a preliminary clarification is necessary.
The International 12 foot Class Association, as far as I know, is not an association of Classes . It is a Committee composed by 3 volunteers whose role is to optimize the calendar of international races approved by National Classes. Furthermore Steve Crook , who is the President of the Committee, manages the international web site, financed by the Italian and Dutch Associations, a web site that is the "Home" of all 12’ Dinghy Sailors. In this respect I would like to take this opportunity to underline how much all of us is grateful to Steve for the job he carries on with passion, fairness and balance.
Under the circumstances the International 12 foot Dinghy Class cannot act as " neutral umbrella " over anything . Furthermore the Italian 12’ Dinghy Class has already expressed itself on this subject and does not take into consideration international agreements relating to 12’ Dinghy owners of only one kind of 12’Dinghy. This official position is very well known both at National and International level.
This forth proposal, in my opinion, is therefore not suitable for Italy.
Nevertheless I hope that the World Cup in Naples will take place with the same Format of the three previous editions and since it will be disputed in Italy, I believe that the Italian Class will make some Italian boats of different types available for foreign friends who don't want to travel so far away with their own boats. In Tuzla all those attending to the meeting, at personal title (R. Schroeder, W. De Boer, F de Bot) or in the name of their national associations/fleets ( Italy, Turkey, Switzerland, Germany) agreed.
Should then somebody decide not to come, I would be very sorry for him because he would miss an extraordinary event, in a beautiful place, where there is a very intriguing race field where the wind seldom lacks ! Not only that: he would loose the warm welcome of Naples and of it's old, prestigious Yacht Clubs and the opportunity to attend all together a big Festa ! For what I know of you, I trust it won't happen .
My best regards to all of you and wishes of good sailing, fair winds and happy time .
I have received, like many of you, one of the items of the agenda of the next Annual Meeting of the Dutch 12’ Dinghy Class, together with some thoughts of Fred Udo , Reinhard Schroeder and Pieter Bleeker. The item concerns the international future of the 12’ Dinghy. As it often happens, I agree with some concepts, I notice that certain things that have been written are incorrect and I don't agree at all with others. As you know, I have been the Chairman of the Italian 12’ Dinghy Class for 3 years and during that period I have organized with enthusiasm in Bracciano the first World Cup of the modern era (see the picture). In Bracciano I was second after Pieter Bleeker in the modern division, while with a classic dinghy I have won the Venice World Cup and have been third in the Portorose World Cup. Furthermore, I have attended to the meetings that have given birth to the Jolanda and to the Martini protocols, as well as to the recent meeting last October in Tuzla. On top of this, I am the only Italian sailor who owns a Dutch 12’ Dinghy, a Van der Meer, as well as other two Italian 12’ Dinghies (a VTR/ wood and a total wood Colombo of 2012). In the light of the above, I have therefore deemed it right and appropriate to give my contribution to the discussion, with the hope to be also able to clarify some concepts.
Some preliminar clarifications. In Italy we have achieved the very important goal to have similar speed in the water between VTR 12’ dinghies and wooden 12’dinghies (not all of them, of course). At the point that Paolo Viacava has won the Italian Championship in 2011 with a totally wooden 12’ Dinghy of recent construction. In the same event other two wooden Dinghies, of more than 40 years, arrived within the first 10 in a fleet of more than 70 boats . This means that the Italian wooden 12’ Dinghy has reached a very good compromise as far as speed is concerned. This didn't happen in one day, but is the result of small and progressive adjustments along the years ( the Dutch friends call it " modernization ") . We are proud of this, because, as I have said many times, the Italian 12’ Dinghy Class is the only one that has been able to have on the water Vtr and wooden boats that have similar performance as far as speed and structural solidity is concerned.
Recently, in Portorose, on the occasion of the Cockshott Trophy races ( the first day, 80/90 boats competing, wooden and vtr together, same start) the winner over all has been a wooden Dinghy and another one (myself )was forth. Furthermore, the three single races of that day have been won respectively by a wooden boat, a VTR/wooden boat, and by an only VTR boat.
This year at the Italian Championship the wooden boats didn't repeat the 2011 "exploit", but if you give a proper glance to the results ( 74 competitors), you will notice that the top Italian helmsmen of the wooden Dinghies weren’t there, while among the modern Dinghies there were almost all the best helmsmen including, just to make an example, Dodo Gorla, yes the one who won Olympic Medals and a Star World Championship !!!
In Italy we have 3 kinds of 12’Dinghies: VTR, VTR/Wood, only Wood (some of the latter are of recent construction, some are older). All together they represent a unique and united Sailing Class that every year counts on about 120 races . Only five of them are reserved today only to Wooden Dinghies ! In all the others all the different kinds of 12’Dinghies race together without any problem, with an overall result and in addition to it a separate classification for the wooden Dinghies. In Italy nobody talks, neither now, nor ever, of “an internal schism”. But maybe telling about it in Northern Europe is “instrumental”; as we say in Italy, it brings water to the mill of a certain “Propaganda” !?
I agree with Fred, Reinhard and Pieter on the fact that differences do exist between Dutch and Italian Classic 12’Dinghies, but I also think that today the road for a standardization is long and difficult, especially in the light of the huge distance existing between the Italian and the Dutch philosophy as far as the 12’ Dinghy is concerned.
On the contrary I do not believe that the French, the Swiss, the German , the Turkish , the Japanese and the Slovenians, are victims of anybody: they have the ability and the freedom to evaluate the things and the situation and to make their own choices.
Now some considerations and thoughts about the 4 alternatives that will be examined by the Dutch Annual Meeting of January 27, 2013.
- The first one (Close the borders)
I think it would be a pity and wrong as well ! In the last ten years we have had together so many pleasant and friendly meetings among dinghy sailors of many countries ! They have been successful sport wise and given rise to many exchanges and true friendships.
-The second one ( All dinghies start together in international events) ( i.e only one start, an over all result and also separate classifications for different kind of 12’ Dinghies). I think that this solution is appreciated and supported in Italy especially as far as the Cockshott Trophy is concerned, an event for which the Italian 12’ Dinghy Class, as well as the friends of the German Flotte Nord, care because it welcomes all types of 12’ Dinghies. As far as the World Cup is concerned, in the three modern editions that we have had, we always had separated starts, because the World Cup has always been valid as one of the races of the 12’ Dinghy Classic Trophy-Swiss and Global Cup Series, that is the Italian 5/6 races series reserved only to wooden dinghies. In my opinion this precedent can be maintained, but one could find an agreement on adding prizes on the basis of additional classifications.
In a recent meeting in Turkey (Tuzla) during the Turkish Cockshott event, it seemed that an understanding had been reached about international series, by identifying the Cockshott Trophy as the common international series for which each Nation would have organized a Race (common start, an overall classification and three classifications for modern dinghies, Dutch wooden dinghies and Italian wooden dinghies ), thus obtaining a higher concentration of boats, in a sustainable number of international events. The outcome of the Tuzla meetings has been published by Steve Crook on the 12’ Dinghy international web site. If on top of this somebody wants to organize in Northern Europe a Friendship Series between classic 12’ dinghies Dutch style: just do it !
It is really difficult for me to understand where the danger for Dutch wooden boats is !? In Italy , VTR boats do not seem to send wooden ones in " Museums ". For many different reasons somebody likes 12’ wooden Dinghies, somebody likes 12’ VTR Dinghies. Where is the problem ?
Besides, I like to repeat once more that in Italy the great majority of 12’ Dinghy owners, including those of wooden Dinghies, agree with this position, which is the official one of the Italian 12’DinghyClass.
- The third proposal (Separated Starts) I don't think this format would encourage sailors to make long journeys pulling their boat with the car, just to race (at least at present) against competitors that they can meet comfortably at home. This is the reason why last April, after Easter, we cancelled the trip to L'Ailette .
-The forth proposal ( The Compromise) And now I come to the forth proposal : the compromise ! Regarding this a preliminary clarification is necessary.
The International 12 foot Class Association, as far as I know, is not an association of Classes . It is a Committee composed by 3 volunteers whose role is to optimize the calendar of international races approved by National Classes. Furthermore Steve Crook , who is the President of the Committee, manages the international web site, financed by the Italian and Dutch Associations, a web site that is the "Home" of all 12’ Dinghy Sailors. In this respect I would like to take this opportunity to underline how much all of us is grateful to Steve for the job he carries on with passion, fairness and balance.
Under the circumstances the International 12 foot Dinghy Class cannot act as " neutral umbrella " over anything . Furthermore the Italian 12’ Dinghy Class has already expressed itself on this subject and does not take into consideration international agreements relating to 12’ Dinghy owners of only one kind of 12’Dinghy. This official position is very well known both at National and International level.
This forth proposal, in my opinion, is therefore not suitable for Italy.
Nevertheless I hope that the World Cup in Naples will take place with the same Format of the three previous editions and since it will be disputed in Italy, I believe that the Italian Class will make some Italian boats of different types available for foreign friends who don't want to travel so far away with their own boats. In Tuzla all those attending to the meeting, at personal title (R. Schroeder, W. De Boer, F de Bot) or in the name of their national associations/fleets ( Italy, Turkey, Switzerland, Germany) agreed.
Should then somebody decide not to come, I would be very sorry for him because he would miss an extraordinary event, in a beautiful place, where there is a very intriguing race field where the wind seldom lacks ! Not only that: he would loose the warm welcome of Naples and of it's old, prestigious Yacht Clubs and the opportunity to attend all together a big Festa ! For what I know of you, I trust it won't happen .
My best regards to all of you and wishes of good sailing, fair winds and happy time .
zondag 2 december 2012
All dinghies equal slow
All dinghies equal slow: The opinion of Duuk Dudok van Heel, member of the technical committee in the Netherlands. See the picture. In the past four times world champion in the Flying junior class and one time Dutch Champion in the 12footdinghy class. Some Italians have sent us unpleasant emails: the Dutch are troublemakers, bad losers, Italian dinghies are superior, it is just the helmsman who make the difference, we live in 2012 etc. But also, explain what do you want. That is a good one. What should the Italians change if they don't want to have the situation that the dinghy class will be divided in a modern and a classic part. Here some personal suggestions.
At first and all wooden dinghy lovers should say it loudly: "we are lovers of classic dinghies in the spirit George Cockshott has designed the 12footdinghy"
Second, all dinghies should have the same slowness. That is something different as a rat race for more speed. Especially in slow wind circumstances.
What are the consequences if the Italians accept these principles.
1 To make holes in holy dinghy wood to save weight is forbidden
2 Take the Dutch gaff and sail
3 The same trimming lines as the Dutch (and that is not much)
4 Keep everything original in the 1914 spirit, cheap and as simple as possible.
I would not advise the Italians to take the heavy original rudder with the big iron stripes. It is a brake. Personally I think the Dutch should take the Italian rudder: max 4 kg without the helm. It is also a cheaper solution.
The loose footed sail of the Italians...why not. Some Dutch have no objections to change this rule, but of course the real Dutch purist hate this idea.
The possibility to change the foot of the mast before the race a bit with a small wooden block. Why not. A cheap solution.
The Italian rule concerning the crew is also not a bad idea in important races. You sail the whole series alone or you sail the whole series with two persons. I like that idea.
The next step for the wooden dinghy owners in Italy and Holland...Talk with each other and not about each other. And most important, look to the past. Why are there no more dinghies in the UK? Because Morgan Giles had the idea in the twenties to modernize the dinghy. The original 12footdinghy has survived, the "modern" Morgan Giles dinghy not. So..who takes the first step for a good talk about standardization of the wooden dinghy to make them all equal slow? The alternative is a separation.
Second, all dinghies should have the same slowness. That is something different as a rat race for more speed. Especially in slow wind circumstances.
What are the consequences if the Italians accept these principles.
1 To make holes in holy dinghy wood to save weight is forbidden
2 Take the Dutch gaff and sail
3 The same trimming lines as the Dutch (and that is not much)
4 Keep everything original in the 1914 spirit, cheap and as simple as possible.
I would not advise the Italians to take the heavy original rudder with the big iron stripes. It is a brake. Personally I think the Dutch should take the Italian rudder: max 4 kg without the helm. It is also a cheaper solution.
The loose footed sail of the Italians...why not. Some Dutch have no objections to change this rule, but of course the real Dutch purist hate this idea.
The possibility to change the foot of the mast before the race a bit with a small wooden block. Why not. A cheap solution.
The Italian rule concerning the crew is also not a bad idea in important races. You sail the whole series alone or you sail the whole series with two persons. I like that idea.
The next step for the wooden dinghy owners in Italy and Holland...Talk with each other and not about each other. And most important, look to the past. Why are there no more dinghies in the UK? Because Morgan Giles had the idea in the twenties to modernize the dinghy. The original 12footdinghy has survived, the "modern" Morgan Giles dinghy not. So..who takes the first step for a good talk about standardization of the wooden dinghy to make them all equal slow? The alternative is a separation.
zaterdag 24 november 2012
What will the Dutch decide
Saturday 26 January 2013 is the annual meeting of the Twaalfvoetsjollenclub in the Netherlands. What will the Dutch decide. Henk van der Zande is the chairman of the Dutch Twaalfvoetsjollenclub and has a dilemma concerning the international sailing in 12 foot dinghies. There are four options. This is the analysis for the meeting. Will it be option 1, 2, 3 or 4. Read it february in the blog 12footnews.
International sailing in 12 foot dinghies.
written by Fred Udo, Reinhard Schroeder and Pieter Bleeker
Already in the 20s and 30s some Dutch dinghy sailors crossed the country borders to participate in sailing competitions in other countries. At that time, there was little discussion of standardization, because the class was international. That is quite different now. Especially the last year there has been much debate and argument on this subject. The latest Dutch bulletin was full of it.
Reinhard Schröder, Fred Udo and Pieter Bleeker experienced everything at close quarters. We would like to share our thoughts about it with you, so that the subject can be discussed at the annual meeting. At the end of this letter we will outline a number of scenarios for further discussion.
But let's start with the past. The dinghy has been an officially recognized international class until 1964 and thereafter every country had its own way. The Netherlands remained faithful to the classical principles, while the Italians modernised the boat. In the 80's there was much exchange between Italy and the Netherlands. Already at that time differences in the equipment emerged. They are visible, if you have a good look at the pictures from that era. Aluminium rudders behind wooden dinghies, aluminium masts, plastic dinghies. Plastic penetrates in most traditional wooden classes and usually that's the beginning of the end for wooden boats. Except .... in Italy. In 2007, six Dutch dinghies went to Naples to sail against exclusively Italian wooden dinghies. This was a great success and from there wood had a good start. In Italy 17 new dinghies were built in 2011: 15 wood and 2 plastic. From every 3 dinghies are now 2 polyester and 1 wood. But the wood of Italy is not the same wood as in the Netherlands. Our rudders are heavy, the masts are heavy etc. Still the hulls are reasonably the same.Giorgio Pizzarello ordered in 2008 by van der Meer a dinghy, that obtained both a Dutch and an Italian certificate. The boat was not fast enough in Italy. No problem, if you're here and there drilling holes in the brackets, throw in a hollow mast, lightweight floorboards etc., you can save about 20 kg. One then adds an Italian rig with a multitude of trim lines. With gentle wind you are a lot faster, but ... you're still not as fast as a polyester boat in light weather. In strong wind Italian wooden dinghies can still be competitive. In 2011, a wooden dinghy with excellent sailor Paolo Viacava won even the Italian championship. In 2012 there was little wind and the first wooden boat was number 18. Is the game still fun if we play it this way? No, not really, and certainly not for the Dutch and other foreigners with their classical dinghies. This is proven in Portoroz and Lucerne, where there was no competition at all. Also in Italy one reluctantly acknowledges now that there are differences in speed and that there is actually three kinds of dinghies: modern plastic, modern wood and classic wood. Grosso modo the Dutch boats are classic wood and in Italy one finds modern plastic and modern wood. Each of these three parties do not budge an inch if one tries to negotiate about standardisation. The consequence is that, even in Italy, one talks about an internal schism. France, Switzerland and Germany are the victims of this situation, because what side should they join? And which way should the Netherlands go? If we allow modern wood and plastic, we draw the short straw. Classic wood has lost in each class. See the 505, the Olympia dinghy, the Vaurien. Do we want anything like this in our 12 foot dinghy class organization? None of our 350 members and 250 certificate holders would like to see our cultural heritage vanish. But what should we do? Close the borders? Deny that there are dinghies abroad? Should we race together with modern plastic during the worldcup 2013 in Naples?. Something the modern wooden dinghy sailors in Italy are fiercely opposed to. Anyway three separate classes with three starts and three classifications is not really fun. Racing with a few Dutch, Swiss, French and Germans is not really what one expects of a competition in Naples. In this case you might as well stay home and go to the Sneekweek.
In short, there are numerous dilemmas and yet something has to be done. Every dinghy sailor is now looking at the members of the Dutch Twaalfvoetsjollenclub. What will we decide: Staying together as an international dinghy friends club or prefer serious competition sailing in one design boats. The latter is at this moment unfeasible in international competitions and therefore we see four alternatives:
1 Close the borders
We are solely a national class. We no longer go abroad ... The Dutch have a saying for this: "In this way we throw with the bathwater the baby away "
2 All dinghies start together in international events
A joint start and then three classifications: modern plastic, modern wood and classic wood. The Italian class organization is a strong supporter of this, but modern wooden dinghies in Italy are fiercely opposed. The danger for the Netherlands is: modern plastic and modern wood are faster and become increasingly popular. Classic wood would be classified as a museum class. See numerous examples in other classes.
3 Separated starts
Modern plastic, modern wood and classic wood start not together is the rule, because the speed is not the same. It actually means a separation with Italy, because in this case we have hardly anything in common. The role of the International Organization 12 foot Class will become smaller. Perhaps we should establish an international classic dinghy class organization, together with the Germans, the French and other lovers of classic dinghies. The recently established International Friendship Series is a good way to promote classic wood.
4 A compromise
A separate section classic wood is set up under the umbrella of the International Organisation 12foot Class which has a neutral president. The start arrangements will be defined for every race separately. Less competition and more fun. It might also help if all “international” trophies: Cockshott (plastic), Swiss and Global (modern wood) and Friendship Series (wood classic) all be abolished along with the current World Cup. Friendships are strengthened by sharing and the exchange of boats or rigs in competitions open to such arrangements. An example is the Kaag Regatta, which already during numerous year is called “the International Friendship Regatta”
International sailing in 12 foot dinghies.
written by Fred Udo, Reinhard Schroeder and Pieter Bleeker
Already in the 20s and 30s some Dutch dinghy sailors crossed the country borders to participate in sailing competitions in other countries. At that time, there was little discussion of standardization, because the class was international. That is quite different now. Especially the last year there has been much debate and argument on this subject. The latest Dutch bulletin was full of it.
Reinhard Schröder, Fred Udo and Pieter Bleeker experienced everything at close quarters. We would like to share our thoughts about it with you, so that the subject can be discussed at the annual meeting. At the end of this letter we will outline a number of scenarios for further discussion.
But let's start with the past. The dinghy has been an officially recognized international class until 1964 and thereafter every country had its own way. The Netherlands remained faithful to the classical principles, while the Italians modernised the boat. In the 80's there was much exchange between Italy and the Netherlands. Already at that time differences in the equipment emerged. They are visible, if you have a good look at the pictures from that era. Aluminium rudders behind wooden dinghies, aluminium masts, plastic dinghies. Plastic penetrates in most traditional wooden classes and usually that's the beginning of the end for wooden boats. Except .... in Italy. In 2007, six Dutch dinghies went to Naples to sail against exclusively Italian wooden dinghies. This was a great success and from there wood had a good start. In Italy 17 new dinghies were built in 2011: 15 wood and 2 plastic. From every 3 dinghies are now 2 polyester and 1 wood. But the wood of Italy is not the same wood as in the Netherlands. Our rudders are heavy, the masts are heavy etc. Still the hulls are reasonably the same.Giorgio Pizzarello ordered in 2008 by van der Meer a dinghy, that obtained both a Dutch and an Italian certificate. The boat was not fast enough in Italy. No problem, if you're here and there drilling holes in the brackets, throw in a hollow mast, lightweight floorboards etc., you can save about 20 kg. One then adds an Italian rig with a multitude of trim lines. With gentle wind you are a lot faster, but ... you're still not as fast as a polyester boat in light weather. In strong wind Italian wooden dinghies can still be competitive. In 2011, a wooden dinghy with excellent sailor Paolo Viacava won even the Italian championship. In 2012 there was little wind and the first wooden boat was number 18. Is the game still fun if we play it this way? No, not really, and certainly not for the Dutch and other foreigners with their classical dinghies. This is proven in Portoroz and Lucerne, where there was no competition at all. Also in Italy one reluctantly acknowledges now that there are differences in speed and that there is actually three kinds of dinghies: modern plastic, modern wood and classic wood. Grosso modo the Dutch boats are classic wood and in Italy one finds modern plastic and modern wood. Each of these three parties do not budge an inch if one tries to negotiate about standardisation. The consequence is that, even in Italy, one talks about an internal schism. France, Switzerland and Germany are the victims of this situation, because what side should they join? And which way should the Netherlands go? If we allow modern wood and plastic, we draw the short straw. Classic wood has lost in each class. See the 505, the Olympia dinghy, the Vaurien. Do we want anything like this in our 12 foot dinghy class organization? None of our 350 members and 250 certificate holders would like to see our cultural heritage vanish. But what should we do? Close the borders? Deny that there are dinghies abroad? Should we race together with modern plastic during the worldcup 2013 in Naples?. Something the modern wooden dinghy sailors in Italy are fiercely opposed to. Anyway three separate classes with three starts and three classifications is not really fun. Racing with a few Dutch, Swiss, French and Germans is not really what one expects of a competition in Naples. In this case you might as well stay home and go to the Sneekweek.
In short, there are numerous dilemmas and yet something has to be done. Every dinghy sailor is now looking at the members of the Dutch Twaalfvoetsjollenclub. What will we decide: Staying together as an international dinghy friends club or prefer serious competition sailing in one design boats. The latter is at this moment unfeasible in international competitions and therefore we see four alternatives:
1 Close the borders
We are solely a national class. We no longer go abroad ... The Dutch have a saying for this: "In this way we throw with the bathwater the baby away "
2 All dinghies start together in international events
A joint start and then three classifications: modern plastic, modern wood and classic wood. The Italian class organization is a strong supporter of this, but modern wooden dinghies in Italy are fiercely opposed. The danger for the Netherlands is: modern plastic and modern wood are faster and become increasingly popular. Classic wood would be classified as a museum class. See numerous examples in other classes.
3 Separated starts
Modern plastic, modern wood and classic wood start not together is the rule, because the speed is not the same. It actually means a separation with Italy, because in this case we have hardly anything in common. The role of the International Organization 12 foot Class will become smaller. Perhaps we should establish an international classic dinghy class organization, together with the Germans, the French and other lovers of classic dinghies. The recently established International Friendship Series is a good way to promote classic wood.
4 A compromise
A separate section classic wood is set up under the umbrella of the International Organisation 12foot Class which has a neutral president. The start arrangements will be defined for every race separately. Less competition and more fun. It might also help if all “international” trophies: Cockshott (plastic), Swiss and Global (modern wood) and Friendship Series (wood classic) all be abolished along with the current World Cup. Friendships are strengthened by sharing and the exchange of boats or rigs in competitions open to such arrangements. An example is the Kaag Regatta, which already during numerous year is called “the International Friendship Regatta”
woensdag 21 november 2012
Dinghy vision of Dolph Blussé
The Dutch national 12ft-dinghy class, the oldest completely original and active One-Design class in the Netherlands, one of the oldest in the world.
The nerve of these Dutch 12ft-dinghy sailors to celebrate their own centennial party at their own time in 1914!! Could one foster any doubts about the 12Footers birthday? Early in 1913 the newborn Boat Racing Association held a design competition for a 12ft one-design centerboard dinghy that would sail well, but could also serve as a rowing dinghy. George Cockshott’s design won first prize in April 1913 and was christened the BRA “A” Class One-Design Dinghy, also known as the BRA 12Footer. So the design is one hundred years old in 2013 and the first “A” Class dinghy hit the water in the summer of that year.
Right, but all that happened in Great Britain, where nobody really liked One-Designs and the love for Restricted Classes always prevailed in lengthy discussions. The BRA 12Footer started off alright, but the Great War intervened and it never became a real hit in those islands West of Europe’s mainland. Racing these charming dinghies was popular for some years, in certain clubs for many years, but eventually the sail plan and the hull underwent significant changes or a new design was selected for club races, inevitably leading to the end of the class….. If not a Dutchman staying in England had by chance encountered the ”A” Class dinghy in the fall of 1913 and fell in love at first sight.
That winter he told his fellow members of the Royal Netherlands Sailing- and Rowing Club in Amsterdam about what he thought to be the ideal small racing dinghy for the sailing youth. His club realized the importance of this information and proposed in the next meeting of the United Sailing Associations of the Netherlands and Belgium a national class of ”Standaardjollen” to the rules of the BRA “A” Class One-Design dinghy class. On the 18th of April 1914 this class, also known as the “Twaalfvoetsjollenklasse” was installed. It grew to immense popularity in the Netherlands and stayed firmly alive until the present time.
So what? Everywhere new classes of racing sailboats were created in those years. Most of them were restricted classes but there were also one-designs and some of these classes date from before 1913/1914. The oldest one alive is the Irish Water Wag Class of 1887 that underwent a transformation from double-ender to sloop in 1900, but remained unchanged since then. The American Star-Class (1909) and the British X-Class One-Design (1911) are also older than the BRA 12Footer and have survived until now….. However, these boats underwent important changes to the original concept: a radically new sail plan and sometimes a different construction. Thus, the hull lines may still look the same but a completely different boat emerged.
So here is the great and till recently sorely neglected secret of our dearly beloved Twaalfvoetsjol: absolutely nothing ever underwent any real changes, not to the hull, the lug sail, the construction, the materials used. This is still the same dinghy that was elected by the Dutch to be a national one-design class in 1914 and that was lifted to the status of “International 12ft-Dinghy Class” by the IYRU in 1920 (recalled in 1964). This boat functioned at the Olympic Games in 1920(Belgium) and 1928 (Netherlands) as the One-Design Centerboard Class.
In some minor ways the Twaalfvoetsjol moved with the times: the “Union Silk” sailcloth made way for Dacron fibre; for reasons of safety floating aids are now compulsory and self-bailers are permitted; an hinged extension to the tiller and a boom vang are also allowed. And several additions to the Rules have been added to secure the unity in the class. Two small rules have disappeared: …. the sculling notch in the transom is gone and the name of the boat is not necessarily shown in gold leaf and shade.
We are well aware that in Italy fiberglass 12ft-dinghies with aluminum spars sail along with wooden feather-light hulls stowed full of trimming lines, carrying the lugsail (loose on the boom) higher than normal on a hollow wooden or aluminum mast. We are amazed by the double bottoms, absent floors, non-standard rudder blades and electric bilge pumps. We realize that such dinghies have left the old “International 12ft-dinghy Class”-rules because of these differences in hull, rig, weight and other concessions to the original…… it is a great pity!! And it is no surprise to us (and not really interesting) that these dinghies are slightly faster.
Luckily the Dutch Twaalfvoetsjollenclub, the national class organization, resists any temptations to change and maintains the unique character of the original BRA prize-winner:
The oldest national One-Design class in Holland, fully alive, that will reach the age of one hundred years on April 18, 2014.
Postscript: Isn’t it nice that these Dutch Puritans are no longer the only ones that realize how well this classical and well reglemented dinghy-class is suited not just for recreational sailing but also for high-level competitive racing! We see the fleet of classical dinghies grow already for years in Holland and now also in Northern Germany and on the Swiss Lakes… And these last years the number of registered classical dinghies is growing fast in France and the number of class events rises!
We will keep fashionable nonsense and expensive novelties out of the boats and cherish the clarity and stability of the original class rules. The cost of racing will thus be fairly stable. Provided that a new sail is bought every now and then, it will be feasible to race an old and well maintained classical dinghy successfully in an expanding and exciting circuit of international events. We hope to see many friends of the classical Twaalfvoetsjol at the Dutch centennial events in 1914.
The nerve of these Dutch 12ft-dinghy sailors to celebrate their own centennial party at their own time in 1914!! Could one foster any doubts about the 12Footers birthday? Early in 1913 the newborn Boat Racing Association held a design competition for a 12ft one-design centerboard dinghy that would sail well, but could also serve as a rowing dinghy. George Cockshott’s design won first prize in April 1913 and was christened the BRA “A” Class One-Design Dinghy, also known as the BRA 12Footer. So the design is one hundred years old in 2013 and the first “A” Class dinghy hit the water in the summer of that year.
Right, but all that happened in Great Britain, where nobody really liked One-Designs and the love for Restricted Classes always prevailed in lengthy discussions. The BRA 12Footer started off alright, but the Great War intervened and it never became a real hit in those islands West of Europe’s mainland. Racing these charming dinghies was popular for some years, in certain clubs for many years, but eventually the sail plan and the hull underwent significant changes or a new design was selected for club races, inevitably leading to the end of the class….. If not a Dutchman staying in England had by chance encountered the ”A” Class dinghy in the fall of 1913 and fell in love at first sight.
That winter he told his fellow members of the Royal Netherlands Sailing- and Rowing Club in Amsterdam about what he thought to be the ideal small racing dinghy for the sailing youth. His club realized the importance of this information and proposed in the next meeting of the United Sailing Associations of the Netherlands and Belgium a national class of ”Standaardjollen” to the rules of the BRA “A” Class One-Design dinghy class. On the 18th of April 1914 this class, also known as the “Twaalfvoetsjollenklasse” was installed. It grew to immense popularity in the Netherlands and stayed firmly alive until the present time.
So what? Everywhere new classes of racing sailboats were created in those years. Most of them were restricted classes but there were also one-designs and some of these classes date from before 1913/1914. The oldest one alive is the Irish Water Wag Class of 1887 that underwent a transformation from double-ender to sloop in 1900, but remained unchanged since then. The American Star-Class (1909) and the British X-Class One-Design (1911) are also older than the BRA 12Footer and have survived until now….. However, these boats underwent important changes to the original concept: a radically new sail plan and sometimes a different construction. Thus, the hull lines may still look the same but a completely different boat emerged.
So here is the great and till recently sorely neglected secret of our dearly beloved Twaalfvoetsjol: absolutely nothing ever underwent any real changes, not to the hull, the lug sail, the construction, the materials used. This is still the same dinghy that was elected by the Dutch to be a national one-design class in 1914 and that was lifted to the status of “International 12ft-Dinghy Class” by the IYRU in 1920 (recalled in 1964). This boat functioned at the Olympic Games in 1920(Belgium) and 1928 (Netherlands) as the One-Design Centerboard Class.
In some minor ways the Twaalfvoetsjol moved with the times: the “Union Silk” sailcloth made way for Dacron fibre; for reasons of safety floating aids are now compulsory and self-bailers are permitted; an hinged extension to the tiller and a boom vang are also allowed. And several additions to the Rules have been added to secure the unity in the class. Two small rules have disappeared: …. the sculling notch in the transom is gone and the name of the boat is not necessarily shown in gold leaf and shade.
We are well aware that in Italy fiberglass 12ft-dinghies with aluminum spars sail along with wooden feather-light hulls stowed full of trimming lines, carrying the lugsail (loose on the boom) higher than normal on a hollow wooden or aluminum mast. We are amazed by the double bottoms, absent floors, non-standard rudder blades and electric bilge pumps. We realize that such dinghies have left the old “International 12ft-dinghy Class”-rules because of these differences in hull, rig, weight and other concessions to the original…… it is a great pity!! And it is no surprise to us (and not really interesting) that these dinghies are slightly faster.
Luckily the Dutch Twaalfvoetsjollenclub, the national class organization, resists any temptations to change and maintains the unique character of the original BRA prize-winner:
The oldest national One-Design class in Holland, fully alive, that will reach the age of one hundred years on April 18, 2014.
Postscript: Isn’t it nice that these Dutch Puritans are no longer the only ones that realize how well this classical and well reglemented dinghy-class is suited not just for recreational sailing but also for high-level competitive racing! We see the fleet of classical dinghies grow already for years in Holland and now also in Northern Germany and on the Swiss Lakes… And these last years the number of registered classical dinghies is growing fast in France and the number of class events rises!
We will keep fashionable nonsense and expensive novelties out of the boats and cherish the clarity and stability of the original class rules. The cost of racing will thus be fairly stable. Provided that a new sail is bought every now and then, it will be feasible to race an old and well maintained classical dinghy successfully in an expanding and exciting circuit of international events. We hope to see many friends of the classical Twaalfvoetsjol at the Dutch centennial events in 1914.
vrijdag 2 november 2012
Capsizing and a bucket
dinsdag 30 oktober 2012
100 year dinghies in the Netherlands
From 27 till 29 June 2014 The Twaalfvoetsjollenclub will organize a big event at the Loosdrechtse Plassen in The Netherlands. The event commemorates the 100th anniversary of the “A” Class 12 Feet One-Design Dinghy which was accepted as a national class in the Netherlands and Belgium in April 1914. Over 100 classic wooden dinghies are expected to come to Loosdrecht. Projectleader is Leen van Willigen. Also a centennial book will be published in which the 12 foot dinghy history will be extensively described. The authors are Dolph Blussé, Remmelt Kraneveld, Lia Dudok van Heel, Wietske van Soest, Steve Crook and many other contributors.
Beulakerwiede 2004. 90 year dinghies in the Netherlands. 100 dinghies at the starting line.
Beulakerwiede 2004. 90 year dinghies in the Netherlands. 100 dinghies at the starting line.
zondag 28 oktober 2012
Dinghy NED876
The newest classic wooden dinghy in the Netherlands with number NED876, built by boatyard de Jong. An article in the newspaper "Spiegel der Zeilvaart"
On the website jachtwerf de Jong pictures of the building process.
12 foot dinghy pictures
vrijdag 26 oktober 2012
Capsizing and the centreboard
My friend Elena-Romana Gazenser from Germany has given a good advise. If you capsize with your dinghy in deep water, you can loose your centreboard. In that case you really have a problem. With the thin line it will not happen. Another possibility is a thin hawk of 1 mm, in Italy a lot of people have this system. In the Netherlands the lakes are not deep, about 1 till 3 meters. In that case you don't need a system to protect your centreboard. The best solution: don't capsize.
Hallo Pieter,
im Anhang 2 Fotos von meiner Schwertsichrung nach Art des Finn-Dinghy. WIr habe sie selbst angebaut. Jeroen de Groot war beeindruckt und fand die Idee gut. Vielleicht auch eine Bastelidee für Deinen Dinghy-Blog oder für die Technik-Seite der Dinghy-Vereinigung?
Hallo Pieter,
im Anhang 2 Fotos von meiner Schwertsichrung nach Art des Finn-Dinghy. WIr habe sie selbst angebaut. Jeroen de Groot war beeindruckt und fand die Idee gut. Vielleicht auch eine Bastelidee für Deinen Dinghy-Blog oder für die Technik-Seite der Dinghy-Vereinigung?
dinsdag 23 oktober 2012
A Dutchman Italian champion ?
Can a Dutch dinghy sailor become Italian champion. The answer is NO. Can an Italian dinghy sailor become Dutch champion. The answer is YES. The Dutch Twaalfvoetsjollenclub is proud on the international past of the 12footdinghy and has always chosen for an open policy, to promote internationalization. In 2013 the best Italian GPR and the best wooden dinghy sailor will be invited to compete in really classic dinghies at the Dutch open championships. On an equal footing, because all Dutch dinghies have the same speed. The helmsman makes the difference. It will happen on 26, 27 and 28 July 2013 at the Loosdrechtse plassen. At least 50 dinghy sailors will participate. In 1988 the Dutchman Rudolf van Geyn participate at the Italian championship in Chioggia. He beat all the Italians, but did not get the Italian title. The reason: he had not the Italian nationality. We live now in 2012, have one Europe and one euro and would it not be time to change that ancient Italian rule. Why not, the Italians have excellent sailors, so what can they loose?. The best three sailors of the Dutch championship 2012 Martijn van der Pol, Jeroen de Groot and Pieter Bleeker would like to go to Italy and participate at the Italian championship. We prefer to sail in a Lilia GPR dinghy. A beautiful and fast GPR dinghy . Much faster than the modern and classic wooden dinghies. In 2012 the first wooden dinghy at the Italian championship was number 18.
The winner Rudolf van Geyn (l), he died in 1989
The results of the Italian championship in Chioggia 1988
The winner Rudolf van Geyn (l), he died in 1989
The results of the Italian championship in Chioggia 1988
dinsdag 9 oktober 2012
International friendship series
A new series for classic wooden dinghies is launched with the name International friendship series. The dates are:
- France, Lac d'aillette near Reims, 4 and 5 May 2013
- Netherlands, Kaag, 18 to 20 May 2013
- England, Liverpool, 28 to 30 June 2013
- Germany, Laboe near Kiel, 23 to 25 August 2013
This new series will focus on the dutch classic rules. The other wooden dinghy series, the Swiss and Global cup, will focus on the modern Italian rules. Another difference: Swiss and Global will go up to 15 knots. The friendship series up to 25 knots. Swiss and Global will organize the world cup in Napoli at 15 to 18 July. Good news for the classic dinghy owners: The Italians will help to upgrade the slow classic wooden dinghies, so people can race on equal footing. If the Italian or Swiss dinghy sailors with a modern wooden dinghy want to participate at for example Kiel, the Dutch will help to downgrade the fast Italian wooden dinghies with dutch sails and gaffs. The cockshott events till now was the only official series, launched by the international committee. The cockshott events are important for the owners of plastic dinghies, because the rule is classic wood, modern wood and plastic start together. It is not sure what will happen with this series in 2013. The owners of plastic dinghies and every country can take initiatives.
- France, Lac d'aillette near Reims, 4 and 5 May 2013
- Netherlands, Kaag, 18 to 20 May 2013
- England, Liverpool, 28 to 30 June 2013
- Germany, Laboe near Kiel, 23 to 25 August 2013
This new series will focus on the dutch classic rules. The other wooden dinghy series, the Swiss and Global cup, will focus on the modern Italian rules. Another difference: Swiss and Global will go up to 15 knots. The friendship series up to 25 knots. Swiss and Global will organize the world cup in Napoli at 15 to 18 July. Good news for the classic dinghy owners: The Italians will help to upgrade the slow classic wooden dinghies, so people can race on equal footing. If the Italian or Swiss dinghy sailors with a modern wooden dinghy want to participate at for example Kiel, the Dutch will help to downgrade the fast Italian wooden dinghies with dutch sails and gaffs. The cockshott events till now was the only official series, launched by the international committee. The cockshott events are important for the owners of plastic dinghies, because the rule is classic wood, modern wood and plastic start together. It is not sure what will happen with this series in 2013. The owners of plastic dinghies and every country can take initiatives.
dinsdag 4 september 2012
Ernesto Riva dinghy
Second hand dutch dinghies with a measurement letter are popular in other countries. New dinghy hulls are necessary. An excellent boatyard is Ernesto Riva in Italy. Five years ago I have helped them to have a look at dinghy 795, when they visited Holland. Jan Hak and Leen de Goederen were so kind to help and to give the Italians all the information they need. Their price is also good, about 15.000 euro for a new one. Just one problem, they only have build dinghies with an Italian measurement letter. Very light boats because the max wind speed in Italy is 16 knots and Italians like to win in that circumstances. Above that wind limit the races are immediately abandoned. It is also necessary because many Italian dinghies are not strong enough for more wind. And for sure not when they are sailed with two persons. They will loose every stiffness. The forces on a dinghy are extreme in that case. So if you want to sail just in Italian circumstances and you want a lot of speed with slow wind, an Ernesto Riva dinghy is a good choice for you. It is a pity that Ernesto Riva has not build, till so far, dinghies with a dutch measurement certificate. In that case you are sure that you can have pleasure also in 25 knots circumstances. And besides with a crew. Boat builders as 12footsailing in Turkey, Amberboat in Lithuania, de Groot, de Jong, Lamme and van der Meer in Holland will be glad when Ernesto Riva will just producing dinghies for the Italian market and not for the European market. To have a strong concurrent is always difficult. It is up to Ernesto Riva to decide. We have given every boatyard all the information they need, so they can produce perfect classic dinghies. The prices, they ask is something between you and the boatbuilder.
donderdag 30 augustus 2012
Dutch championship 2012
Dutch champion 12foot dinghy 2012: Martijn van der Pol (42) and his father Bob van der Pol (80). The races were organized by sailing club the Braassemmermeer on 24, 25 and 26 august 2011. 47 teams have inscribed: 46 Dutch and 1 German: Reinhard Schroeder.
The Dutch championship is open, which means that a foreigner can become Dutch champion. Reinhard did it the Italian way, he sailed all races on his own and won the single-handed cup. A lot of helmsmen had heard the weather forecast: heavy winds even up to 35 knots in showers and most of them decided to sail the dinghy with two persons. The dinghies got finally 26 knots in their 9,5m2 sail and because Dutch dinghies are classic and heavy they can handle it. Well, almost all of them! It happens of course that some dinghies capsized.
The first day there was no stable wind at all. Seven times the committee tried to make a valid start, but after a short time the races were always abandoned, because of a lack of wind. The second day four races were sailed and every time Martijn van der Pol was number one. An excellent result and the base for his final victory.
On the next day Pieter Bleeker / Geja van Ommen were in a good shape and won the last two races, also in heavy wind conditions.
It was not enough to give them the second place overall: Jeroen de Groot / Damy Jansen are sailing always consistant and ended at number two, just ahead of Pieter.
The dinghy of Jeroen has number NED368 and was build in 1935. A real classic! Pieter's brother Wim Bleeker was sailing with his son Marcel Bleeker and ended at number four. Erik van der Meer and his wife Jacqueline Bijder were number five.
After four races the fleet was split into a gold and a silver group. The silver group was won by Jan Bart and Blanche Lucas. A former world champion in the Solo class. On the first day they capsized, their mast hitting the head of another dinghy sailor Bert Bos. Fortunately no damage to persons or boats.
Results Dutch championship
gold fleet
silver fleet
Beautiful pictures taken by Wietske van Soest
picasa pictures
Anjo Klinkenberg and Erna Halbesma in action
Jeroen de Groot / Damy Jansen second in dinghy NED368, build in 1935
Dutch champion 2012 Martijn and Bob van der Pol in action. All pictures taken by Wietske van Soest
The Dutch championship is open, which means that a foreigner can become Dutch champion. Reinhard did it the Italian way, he sailed all races on his own and won the single-handed cup. A lot of helmsmen had heard the weather forecast: heavy winds even up to 35 knots in showers and most of them decided to sail the dinghy with two persons. The dinghies got finally 26 knots in their 9,5m2 sail and because Dutch dinghies are classic and heavy they can handle it. Well, almost all of them! It happens of course that some dinghies capsized.
The first day there was no stable wind at all. Seven times the committee tried to make a valid start, but after a short time the races were always abandoned, because of a lack of wind. The second day four races were sailed and every time Martijn van der Pol was number one. An excellent result and the base for his final victory.
On the next day Pieter Bleeker / Geja van Ommen were in a good shape and won the last two races, also in heavy wind conditions.
It was not enough to give them the second place overall: Jeroen de Groot / Damy Jansen are sailing always consistant and ended at number two, just ahead of Pieter.
The dinghy of Jeroen has number NED368 and was build in 1935. A real classic! Pieter's brother Wim Bleeker was sailing with his son Marcel Bleeker and ended at number four. Erik van der Meer and his wife Jacqueline Bijder were number five.
After four races the fleet was split into a gold and a silver group. The silver group was won by Jan Bart and Blanche Lucas. A former world champion in the Solo class. On the first day they capsized, their mast hitting the head of another dinghy sailor Bert Bos. Fortunately no damage to persons or boats.
Results Dutch championship
gold fleet
silver fleet
Beautiful pictures taken by Wietske van Soest
picasa pictures
Anjo Klinkenberg and Erna Halbesma in action
Jeroen de Groot / Damy Jansen second in dinghy NED368, build in 1935
Dutch champion 2012 Martijn and Bob van der Pol in action. All pictures taken by Wietske van Soest
dinsdag 28 augustus 2012
Dinghy vision of Romain Berard (France)
Geja and me have met Romain Berard and Jack Salingarde at Lac des Settons, France. Nice people. We share the same hobby. Sailing in 12footdinghies. There is a lot of discussion worldwide about the course of the dinghy: Wood classic, Wood modern or Plastic modern. I have asked Romain about the three options of Reinhard Schroeder. This is his answer
Dear Pieter,
Regarding your question, if purity and equality is the goal to reach, the 3rd option should be chosen in my opinion. Boats with a lot of tuning possibilities could maybe find a way to block them before the race starts and thus become "traditional legal' (I don't know if this is feasible, I never saw a modern wooden dinghy. I bought an old boat and do not seek to make it more complex than it is. If I wanted speed, I would have bought a catamaran or even a jetski !
Same feeling when I did archery and stayed away from compound bows, with their pulleys, cams, aiming devices, releasing devices, etc. I went for historic bows, whether early 20th century, medieval or prehistoric.
A fourth solution would eventually be to give a different handicap to different types of dinghies just like in "interseries" races. It would take a few years and a few races but then an honest set of handicap figures would come out and fairness would return.
I'm not a real racer (even if I was thrilled to beat a Vaurien 4 times in Les Settons on Saturday and Sunday !) but I would not like to be beaten due to sailing a different type of boat only.
You know what? In the french sailing federation ratings, a Dinghy 12 is supposed to be slower than a Vaurien:
Code/Group/Name/Crew number/Rating/Race duration Factor
DG12....D1......DINGHY12pieds...2.......1330....0.7519
VAU.....D2......VAURIEN.........2.......1200....0.8333 2.5
And in a second email Romain wrote me:
To sum up my thoughts, as merging the fleets by deciding a new international specification seems impossible, I would be in favour of giving ratings to dinghys with the classes you mentionned: Dutch (always traditional), Italian tuned wooden boats, even plastic if necessary.
We could even compute a better handicap bonus to boats crewed by 2 compared to single crew. That way, there would be no need to leave people on shore even if the Beaufort is low (and a leaking hull like mine could be bailed and still have a chance to win).
There could be thus "interserie" international races on an equal footing. Local races would still be one-class.
It would give something like this (numbers are fictitious) to multiply the races duration with:
1 Crew 2 crews
Dutch specs 1,0 0,9
Italian specs wood 1,1 1,0
Modern D 12 1,2 1,1
I realize that the tactics would be quite different for an interserie race compared to one class, as the main goal (between different classes) would be to go as fast as possible instead of just being ahead of the next boat.
But I'm not a real tactician, so I could live with that !
Bye
Dear Pieter,
Regarding your question, if purity and equality is the goal to reach, the 3rd option should be chosen in my opinion. Boats with a lot of tuning possibilities could maybe find a way to block them before the race starts and thus become "traditional legal' (I don't know if this is feasible, I never saw a modern wooden dinghy. I bought an old boat and do not seek to make it more complex than it is. If I wanted speed, I would have bought a catamaran or even a jetski !
Same feeling when I did archery and stayed away from compound bows, with their pulleys, cams, aiming devices, releasing devices, etc. I went for historic bows, whether early 20th century, medieval or prehistoric.
A fourth solution would eventually be to give a different handicap to different types of dinghies just like in "interseries" races. It would take a few years and a few races but then an honest set of handicap figures would come out and fairness would return.
I'm not a real racer (even if I was thrilled to beat a Vaurien 4 times in Les Settons on Saturday and Sunday !) but I would not like to be beaten due to sailing a different type of boat only.
You know what? In the french sailing federation ratings, a Dinghy 12 is supposed to be slower than a Vaurien:
Code/Group/Name/Crew number/Rating/Race duration Factor
DG12....D1......DINGHY12pieds...2.......1330....0.7519
VAU.....D2......VAURIEN.........2.......1200....0.8333 2.5
And in a second email Romain wrote me:
To sum up my thoughts, as merging the fleets by deciding a new international specification seems impossible, I would be in favour of giving ratings to dinghys with the classes you mentionned: Dutch (always traditional), Italian tuned wooden boats, even plastic if necessary.
We could even compute a better handicap bonus to boats crewed by 2 compared to single crew. That way, there would be no need to leave people on shore even if the Beaufort is low (and a leaking hull like mine could be bailed and still have a chance to win).
There could be thus "interserie" international races on an equal footing. Local races would still be one-class.
It would give something like this (numbers are fictitious) to multiply the races duration with:
1 Crew 2 crews
Dutch specs 1,0 0,9
Italian specs wood 1,1 1,0
Modern D 12 1,2 1,1
I realize that the tactics would be quite different for an interserie race compared to one class, as the main goal (between different classes) would be to go as fast as possible instead of just being ahead of the next boat.
But I'm not a real tactician, so I could live with that !
Bye
Dinghy vision of Roland Bouwkamp (Turkey)
Dear All,
I have figured out - by now- that Luzern was a heavy event. For the sake of the discussion of the future of the 12 foot dinghy.
Of course I am not surprised. Slovenia was the eye-opener for me.
The difference between the dinghies -in order to be in one class- is too big and born out of different reasons.
For all discussion purposes I leave the complete polyester dinghies out of discussion. I see them either as Race monsters for people who want to own a formalua 1 car, OR ( and in my opinion realistic..) as a training boat to come back at sailing schools etc.
However I have to agree that even the creation of a wooden Dinghy Cup (as tried by La Scala and you guys) is not the answer. The difference in wooden dinghies is even too big. The italians are willing to go faster and change the design and origin of the boat. So far, the Dutch -stubbern as they are- have resisted all and any attempt to modernize the boat. The excuse: the legacy of George Cockshott. Right or wrong?? They do preserve the spirit and a 100 year old design. And that would have my preference.
Sitting on the shores of Portoroz and seeing that starting field I could not make out the difference between a polyester, a wooden or a pimped wooden dinghy. It was just a splendor to see this all. In that sense there is much to say for reinhards argument to have one start, but three classifications. The on-looker does not realize the difference from 10 meters distance….and that is the closest he will ever get.
I own a classic big sailboat, and I have changed that for my convenience. But the onlooker does not see that. The equipment to make my life easier is hidden and out of sight. A fridge or an electric winch does not change the boat, but it does increase my joy that I have from it. But it was not there in 1940…...
The Dinghy is -primarily- used for racing. Give the sailor something to work with. But do not change the look of the boat from 10 meters distance. And keep it within reason. From the mere sailing point of view the truth of how to equip a dinghy for a racer is somewhere between what the Italians now have and what the Dutch now have. A loose foot or an adjusted mast foot does not change the look of the boat from 10 meters distance, but it does give the sailor a lot of play, and makes racing challenging.
From a builders point of view: I am in trouble. The dutch market with their strict rules is too small. The swiss, german, french, turkish, croatian, slovenian market has not made up their mind. But I have felt that "new" customers tend to go for the italian dinghy. They have sailed everything in the world and now want a new -simple- challenge, but not without having all the means to explore their capacity as a sailor. And that is what the dinghy is all about: the sailor makes the difference, not his equipment.
I wish you strength and wisdom in your talks…….or just split up and everyone just goes back to its own little island….. But leaving it as it is now, with all these differences is NO OPTION at all, and demoralizing for all.
I have figured out - by now- that Luzern was a heavy event. For the sake of the discussion of the future of the 12 foot dinghy.
Of course I am not surprised. Slovenia was the eye-opener for me.
The difference between the dinghies -in order to be in one class- is too big and born out of different reasons.
For all discussion purposes I leave the complete polyester dinghies out of discussion. I see them either as Race monsters for people who want to own a formalua 1 car, OR ( and in my opinion realistic..) as a training boat to come back at sailing schools etc.
However I have to agree that even the creation of a wooden Dinghy Cup (as tried by La Scala and you guys) is not the answer. The difference in wooden dinghies is even too big. The italians are willing to go faster and change the design and origin of the boat. So far, the Dutch -stubbern as they are- have resisted all and any attempt to modernize the boat. The excuse: the legacy of George Cockshott. Right or wrong?? They do preserve the spirit and a 100 year old design. And that would have my preference.
Sitting on the shores of Portoroz and seeing that starting field I could not make out the difference between a polyester, a wooden or a pimped wooden dinghy. It was just a splendor to see this all. In that sense there is much to say for reinhards argument to have one start, but three classifications. The on-looker does not realize the difference from 10 meters distance….and that is the closest he will ever get.
I own a classic big sailboat, and I have changed that for my convenience. But the onlooker does not see that. The equipment to make my life easier is hidden and out of sight. A fridge or an electric winch does not change the boat, but it does increase my joy that I have from it. But it was not there in 1940…...
The Dinghy is -primarily- used for racing. Give the sailor something to work with. But do not change the look of the boat from 10 meters distance. And keep it within reason. From the mere sailing point of view the truth of how to equip a dinghy for a racer is somewhere between what the Italians now have and what the Dutch now have. A loose foot or an adjusted mast foot does not change the look of the boat from 10 meters distance, but it does give the sailor a lot of play, and makes racing challenging.
From a builders point of view: I am in trouble. The dutch market with their strict rules is too small. The swiss, german, french, turkish, croatian, slovenian market has not made up their mind. But I have felt that "new" customers tend to go for the italian dinghy. They have sailed everything in the world and now want a new -simple- challenge, but not without having all the means to explore their capacity as a sailor. And that is what the dinghy is all about: the sailor makes the difference, not his equipment.
I wish you strength and wisdom in your talks…….or just split up and everyone just goes back to its own little island….. But leaving it as it is now, with all these differences is NO OPTION at all, and demoralizing for all.
dinsdag 21 augustus 2012
Dinghy vision of Reinhard Schroeder (Germany)
in Luzern I discussed after the race with Francesca and Guiseppe the situation with the wooden dinghys.
I would like to tell you my opinion from the view of a race sailor who has
been sailing for half a year in the class.
I bought a new dinghy last winter in the Netherlands with a Dutch measurement.
The first races I have had in the Netherlands and I got the experience that
all boats - new or old - have more or less the same speed and it depends on
the sailor who will be in front.
Then I went to my first Cockshott Trophy in april in north of France.There I have had the same experience.
The next Cockshott in Italy, Portofino was quite different. The GRP-dinghys
where much faster and just “another class”. And there were wooden dinghys
which were in a lot of details pimped up, to get a better trimming of the rigg
and the sail under various wind and weather conditions and also much easier
for the sailor to do this trimming while he is hiking. The most of these pimped up
wooden boats where in front of the traditional dinghys because they have a must
higher speed potential.
The same experience I have had at the World Cup in Portorose and also end of
July in Luzern. I get frustrated …
For me there are 3 types of 12 foot dinghys with different speed potential
· GRP dinghys
· Pimped up wooden dinghys
· Traditional wooden dinghys
Racing together with one ranking for all is not fair.
So from my point of view to travel to a Cockshoot Trophy might be nice from
the “event side” but isn’t from the sportive side. It is the same with the
two “types” of wooden boats in one ranking for example at the World Cup
or in Luzern.
I see three ways to solve the problem.
First way:
· We can have the same event with the 3 types.
This is important for the class, for the organization,
the clubs and the sponsors.
· We can have also one start for all (or 2 or 3 starts)
· But we need 3 separate rankings for the results
I think this is the easiest way to have a fair competition and nothing must change.
The only what we have are 3 result
The second way is to harmonise the wooden boats. I appreciate the work of
Francesca, Lorenzo, Steve and Pieter. Up to now I see no results and I think
it will be some years more until they will have a solution which must also be
aceptet by the owners to pimp up or rebuilt there dinghys.
And the third way is - if the above proposals would not work – to organize
for 2013 an international serie for traditional wooden dinghys. The chance for
this is might be quite good. In France there are only traditional wooden dinghys,
the same in the Netherlands, England, Litauen and about 80% in Switzerland.
And the 4 German wooden dinghys are traditional ones. This new serie could
be a step between the harmonizing – second way.
I prefer the first way: It is very simple and I don’t know what will be against it.
If there will be no decision about this “problem” of the wooden dinghys the
international series might loose there attractiveness on the sportive side
and will have lesser international participants and every country will do his
own thing. This would be a pity for the class and may be also for the sponsors.
So my request to you as an “official” is to find a solution for 2013.
What will be in your view the best way for the next year?
Just another aspect:
- Francesca tell me that the wooden dinghys should go “with the time” and
pimping would be ok. I don’t agree. When one decided to buy a modern and
fast single handed dinghy he buy a Musto Skiff, a D-one or may be a Finn dinghy
- or a GRP 12 foot dinghy. The very special at our 12 foot wooden dinghys is that
we we sailed more or less the same like at the Olympics 1920 and 1928 and that
is what make the wooden dingy so unique in our actual world of carbon and mylar
and brings that bright lights in the ears of sailors … But there are different opinions
to this and it is ok. In the first way everyone can go his own way.
I would like to tell you my opinion from the view of a race sailor who has
been sailing for half a year in the class.
I bought a new dinghy last winter in the Netherlands with a Dutch measurement.
The first races I have had in the Netherlands and I got the experience that
all boats - new or old - have more or less the same speed and it depends on
the sailor who will be in front.
Then I went to my first Cockshott Trophy in april in north of France.There I have had the same experience.
The next Cockshott in Italy, Portofino was quite different. The GRP-dinghys
where much faster and just “another class”. And there were wooden dinghys
which were in a lot of details pimped up, to get a better trimming of the rigg
and the sail under various wind and weather conditions and also much easier
for the sailor to do this trimming while he is hiking. The most of these pimped up
wooden boats where in front of the traditional dinghys because they have a must
higher speed potential.
The same experience I have had at the World Cup in Portorose and also end of
July in Luzern. I get frustrated …
For me there are 3 types of 12 foot dinghys with different speed potential
· GRP dinghys
· Pimped up wooden dinghys
· Traditional wooden dinghys
Racing together with one ranking for all is not fair.
So from my point of view to travel to a Cockshoot Trophy might be nice from
the “event side” but isn’t from the sportive side. It is the same with the
two “types” of wooden boats in one ranking for example at the World Cup
or in Luzern.
I see three ways to solve the problem.
First way:
· We can have the same event with the 3 types.
This is important for the class, for the organization,
the clubs and the sponsors.
· We can have also one start for all (or 2 or 3 starts)
· But we need 3 separate rankings for the results
I think this is the easiest way to have a fair competition and nothing must change.
The only what we have are 3 result
The second way is to harmonise the wooden boats. I appreciate the work of
Francesca, Lorenzo, Steve and Pieter. Up to now I see no results and I think
it will be some years more until they will have a solution which must also be
aceptet by the owners to pimp up or rebuilt there dinghys.
And the third way is - if the above proposals would not work – to organize
for 2013 an international serie for traditional wooden dinghys. The chance for
this is might be quite good. In France there are only traditional wooden dinghys,
the same in the Netherlands, England, Litauen and about 80% in Switzerland.
And the 4 German wooden dinghys are traditional ones. This new serie could
be a step between the harmonizing – second way.
I prefer the first way: It is very simple and I don’t know what will be against it.
If there will be no decision about this “problem” of the wooden dinghys the
international series might loose there attractiveness on the sportive side
and will have lesser international participants and every country will do his
own thing. This would be a pity for the class and may be also for the sponsors.
So my request to you as an “official” is to find a solution for 2013.
What will be in your view the best way for the next year?
Just another aspect:
- Francesca tell me that the wooden dinghys should go “with the time” and
pimping would be ok. I don’t agree. When one decided to buy a modern and
fast single handed dinghy he buy a Musto Skiff, a D-one or may be a Finn dinghy
- or a GRP 12 foot dinghy. The very special at our 12 foot wooden dinghys is that
we we sailed more or less the same like at the Olympics 1920 and 1928 and that
is what make the wooden dingy so unique in our actual world of carbon and mylar
and brings that bright lights in the ears of sailors … But there are different opinions
to this and it is ok. In the first way everyone can go his own way.
Dinghy vision of Fred Udo
Ninety years ago, our dinghy was a truly international Olympic class.
There are still traces of this from that period: The dinghy was sailed in the Netherlands, Japan, Italy and Germany ever since. There were some contacts between the different fleets, but that was incidental (Dutch in Italy and Japanese participation in what the late Pim Reimering called the "International Friendship Regatta" (Pentecost). The last ten years, contacts were intensified and we read in the Bulletin how a wonderful holiday result from an expedition to an Italian race.
A milestone in this development was a meeting of about 20 sailors in the Jolanda hotel in Italy, where after a day on the water and the consumption of many bottles of wine they agreed that this should happen more often.
I leave to the reader to decide if the agreement was about the sailing or the bottles of wine.
The "Jolanda Protocol" was born, as can be found on the site of Steve Crook.
Here I quote only the introduction of the Protocol ::
"For the first time in the history of the 12-Foot Dinghy One Design Class, fleet representatives from seven countries met to discuss with the following important topics of mutual interest:
• 1. How to Promote, Develop and organize international activity.
• 2. How boats from different countries can compete on an equal footing.
• 3. Can the class regain its international ISAF status?
The language is somewhat exaggerated:
a. There exists no "12 foot dinghy one design class"
b. "Fleet representatives "is a fancy word for participants in a sailing event.
This tendency to use exaggerated language often shows up in texts on international affairs around the dinghy.
Point 1 is only useful if many sailors are willing to travel thousands of miles to go for a holiday with the boat. The competition just can never be a reason in itself, because the boats in different fleets are too diverse to speak of serious races. Point 2 deals just about that.
Point 1 in itself is harmless and has led to the international website which is an excellent source of information about the activities elsewhere. Partly due to this there are now 22 boats in France and that the undersigned has spent already three holidays with the boat in France. The competitions are not of a high standard, but Emmy and I have acquired a lot of friends there. This is a personal experience, but which is now open for everyone thanks to point 1.
Point 2 is the major stumbling block.
It is one thing to enjoy a holiday abroad, but as last week appeared in Luzern, it is another matter to give up established traditions for an international standard of our beloved boat. This holds both for the Dutch and the Italians. Unfortunately we are not talking about the same boat with the same traditions.
A good example is the boat speed at light wheather:
Tom Reyers was the best Dutchman in Luzern with a 16 th place, but he sailed in a borrowed Italian boat.
The arguments of the Italians are strong;
By modern developments the boat appeals to young people.
In Italy many new boats are built in both plastic and wood. Recently, a series of 10 beautiful wooden boats was built on the famous yard of Ernesto Riva. The hull is virtually identical to the Dutch boats, but the equipment and the rig comes from another world than ours. Here I give some examples:
A solar panel to drive an electric bilge pump.
A rudder having half the weight of ours.
An installation to adjust the main halyard during the sailing.
Adjustment of the lower and upper-body of the sail from the cockpit
The fantasy in Italy is not restricted and that leads to many unexpected solutions.
Compare this with the tight Dutch rules, where even a main sheet block with clamp is forbidden and for years even the vane on the mast was not accepted by our rules. There is one Italian feature, which is accepted by all Dutch nationals as soon as they cross the border: the loose footed sail.
In Luzern, thes two traditions collided head on.
Pieter Bleeker, who for years has promoted the international contacts, was confronted with the fact that the Italians stuck to their pimped rigs wanting no change. Pieter thought that compromises were possible, including concessions from the Dutch side, but apart from the question whether the members of the Dutch jollen club ever would accept any concessions, this was taboo for the Italians.
Exit point 2.
The short answer to point 3 is NO.
When one digs somewhat deeper in the ISAF rules for founding a new international class, one realizes immediately that this is not feasible for us.
After this three points the protocol continues with a page full of text with good intentions, but in light of the above it is clear that the rest of the "Jolanda Protocol" in practice had not much impact. A triumvirate has been created consisting of Pieter Bleeker, Steve Crook and Renzo Santini.
These three extremely sympathetic gentlemen have the best intentions and we find that all fine as long as they are not interfering with the national class rules..
The increased international contacts are very good for the class, but negative effects are arising from the ambitions to create true international competition, because real competition implies standardisation of the boats.
It is not realistic to create match series with dozens of awards, while the differences in the boats make a real competition impossible. The Cockshott Trophy is a good example.
It is unfortunate that a well intentioned gesture by the family of the creator of the class degenerates into a point of contention between the different fleets.
According to the Italians, the Cockshott Trophy contests are open to wooden and plastic dinghies, so our Pentecostal event disappeared from the agenda, because our races are only open to wooden boats.
An idea to upgrade the competitions in France by upgrading the Aillette event to a Cockshott Trophy event has failed miserably. However, the Dutch and French participants in the contests in L'Aillette have not missed the trophy at all.
It could be inferred from these problems, that it is the antagonism between the wood and plastic, which ruined the discussions. That is not so, because Luzern was an event only open to wooden boats.
There is now a new Trophy only for wooden boats: The 'Classic 12' Dinghy International Series. I was awarded the second prize in the Vintage Class. It is outside the scope of this article to explain why I received this price.
This 'Classic 12' Dinghy International Series "is as meaningless as the Cockshott Trophy as long as a" 12 foot one design dinghy class "does not exist.
Politics is the art of the possible and it seems to me necessary to evaluate the feasibility and the meaning of the various initiatives seriously before implementing them. Unintentional effects can make that good intentions have disastrous consequences.
Monnickendam, 6 August 2012.
There are still traces of this from that period: The dinghy was sailed in the Netherlands, Japan, Italy and Germany ever since. There were some contacts between the different fleets, but that was incidental (Dutch in Italy and Japanese participation in what the late Pim Reimering called the "International Friendship Regatta" (Pentecost). The last ten years, contacts were intensified and we read in the Bulletin how a wonderful holiday result from an expedition to an Italian race.
A milestone in this development was a meeting of about 20 sailors in the Jolanda hotel in Italy, where after a day on the water and the consumption of many bottles of wine they agreed that this should happen more often.
I leave to the reader to decide if the agreement was about the sailing or the bottles of wine.
The "Jolanda Protocol" was born, as can be found on the site of Steve Crook.
Here I quote only the introduction of the Protocol ::
"For the first time in the history of the 12-Foot Dinghy One Design Class, fleet representatives from seven countries met to discuss with the following important topics of mutual interest:
• 1. How to Promote, Develop and organize international activity.
• 2. How boats from different countries can compete on an equal footing.
• 3. Can the class regain its international ISAF status?
The language is somewhat exaggerated:
a. There exists no "12 foot dinghy one design class"
b. "Fleet representatives "is a fancy word for participants in a sailing event.
This tendency to use exaggerated language often shows up in texts on international affairs around the dinghy.
Point 1 is only useful if many sailors are willing to travel thousands of miles to go for a holiday with the boat. The competition just can never be a reason in itself, because the boats in different fleets are too diverse to speak of serious races. Point 2 deals just about that.
Point 1 in itself is harmless and has led to the international website which is an excellent source of information about the activities elsewhere. Partly due to this there are now 22 boats in France and that the undersigned has spent already three holidays with the boat in France. The competitions are not of a high standard, but Emmy and I have acquired a lot of friends there. This is a personal experience, but which is now open for everyone thanks to point 1.
Point 2 is the major stumbling block.
It is one thing to enjoy a holiday abroad, but as last week appeared in Luzern, it is another matter to give up established traditions for an international standard of our beloved boat. This holds both for the Dutch and the Italians. Unfortunately we are not talking about the same boat with the same traditions.
A good example is the boat speed at light wheather:
Tom Reyers was the best Dutchman in Luzern with a 16 th place, but he sailed in a borrowed Italian boat.
The arguments of the Italians are strong;
By modern developments the boat appeals to young people.
In Italy many new boats are built in both plastic and wood. Recently, a series of 10 beautiful wooden boats was built on the famous yard of Ernesto Riva. The hull is virtually identical to the Dutch boats, but the equipment and the rig comes from another world than ours. Here I give some examples:
A solar panel to drive an electric bilge pump.
A rudder having half the weight of ours.
An installation to adjust the main halyard during the sailing.
Adjustment of the lower and upper-body of the sail from the cockpit
The fantasy in Italy is not restricted and that leads to many unexpected solutions.
Compare this with the tight Dutch rules, where even a main sheet block with clamp is forbidden and for years even the vane on the mast was not accepted by our rules. There is one Italian feature, which is accepted by all Dutch nationals as soon as they cross the border: the loose footed sail.
In Luzern, thes two traditions collided head on.
Pieter Bleeker, who for years has promoted the international contacts, was confronted with the fact that the Italians stuck to their pimped rigs wanting no change. Pieter thought that compromises were possible, including concessions from the Dutch side, but apart from the question whether the members of the Dutch jollen club ever would accept any concessions, this was taboo for the Italians.
Exit point 2.
The short answer to point 3 is NO.
When one digs somewhat deeper in the ISAF rules for founding a new international class, one realizes immediately that this is not feasible for us.
After this three points the protocol continues with a page full of text with good intentions, but in light of the above it is clear that the rest of the "Jolanda Protocol" in practice had not much impact. A triumvirate has been created consisting of Pieter Bleeker, Steve Crook and Renzo Santini.
These three extremely sympathetic gentlemen have the best intentions and we find that all fine as long as they are not interfering with the national class rules..
The increased international contacts are very good for the class, but negative effects are arising from the ambitions to create true international competition, because real competition implies standardisation of the boats.
It is not realistic to create match series with dozens of awards, while the differences in the boats make a real competition impossible. The Cockshott Trophy is a good example.
It is unfortunate that a well intentioned gesture by the family of the creator of the class degenerates into a point of contention between the different fleets.
According to the Italians, the Cockshott Trophy contests are open to wooden and plastic dinghies, so our Pentecostal event disappeared from the agenda, because our races are only open to wooden boats.
An idea to upgrade the competitions in France by upgrading the Aillette event to a Cockshott Trophy event has failed miserably. However, the Dutch and French participants in the contests in L'Aillette have not missed the trophy at all.
It could be inferred from these problems, that it is the antagonism between the wood and plastic, which ruined the discussions. That is not so, because Luzern was an event only open to wooden boats.
There is now a new Trophy only for wooden boats: The 'Classic 12' Dinghy International Series. I was awarded the second prize in the Vintage Class. It is outside the scope of this article to explain why I received this price.
This 'Classic 12' Dinghy International Series "is as meaningless as the Cockshott Trophy as long as a" 12 foot one design dinghy class "does not exist.
Politics is the art of the possible and it seems to me necessary to evaluate the feasibility and the meaning of the various initiatives seriously before implementing them. Unintentional effects can make that good intentions have disastrous consequences.
Monnickendam, 6 August 2012.
zondag 6 mei 2012
Wooden dinghies expensive?
To build a wooden dinghy is a lot of work: about three hunderd hours. Amateur builders perhaps five hunderd hours. If you want to buy a dinghy and you are doubting what to choose, a second hand is an option. In the Netherlands the prices are varying between 6000 euro for an old one and up to 12000 for a rather new one. The adventure to let build a new one is fantastic, I have done it in 2001. Jeroen de Groot was my choice. He is a great sailor and a perfect boatbuilder. I never regret and still in 2012 my
ned824 is a wonderful and competitive boat. Van der Meer is another possibility. 100
percent quality and fast, but also a high price: 18.000 till 25.000 euros depending the options: trailer, cover, extra masts, gaffs and booms. For a better price you can also have a look at 12footsailing.com. The boatbuilder is the Dutchman Roland Bouwkamp and he lives and works in Turkey. His price about 13000 euros. You can also make a phone call with Aidis Jascevidius (Amber boat) in Lithuania. His dinghy price is the lowest about 11.000 euros. All of them can arrange a dutch measurement letter if sailing regattas is a challenge for you.
Plastic dinghies you can buy in Italy from Nauticalodi or Lilia,
prices about 13.000 euros. Of course there are also famous wooden builders in Italy. For example Columbo and Ernesto Riva. An indication of their price 15.000 euro. With of course an italian measurement letter.
Also in other countries are boatbuilders who have bought the drawings of the Dutch watersportverbond. For example England, Swiss, Argentina, Spain and Portugal. In my url page you can find more information about all these builders.
The committee of the international 12foot dinghy class organisation can give you independent information.
maandag 9 april 2012
Welke mast is de beste
In het Martini protocol staan twee belangrijke criteria: zo goedkoop mogelijk en zo origineel mogelijk. Modern is uit, oud is in. Zo ook de mast. Een holle mast is 4,5kg. Een massieve mast 7 kg. Ik heb twee massieve masten. Een lichte , flexibele mast van 7kg en een zware stijve mast van 8kg.
Holle masten zijn in Nederland verboden. In italie niet. Volgens de criteria van het Martini protocol zouden ze straks verboden moeten worden door de internationale technische commissie in oprichting. Dat is terecht, want ze maken het jol zeilen onnodig kostbaar.
Blijven over de massieve masten. Maakt het gewicht veel uit. Ik denk het niet. Een stijve mast buigt niet of nauwelijks. Als een mast te veel buigt, floept de gaffel elke keer naar de verkeerde kant bij veel wind. Ik heb het meegemaakt in Napels, heel vervelend. Dit jaar ga ik voor de stijve, zware mast. Zelf gemaakt in mijn schuur, waardoor je 500 euro uitspaart. Bij een holle mast zelfs 1000 euro. Mijn definitieve conclusies over de mast volgen later dit jaar in 12footnews.
Holle masten zijn in Nederland verboden. In italie niet. Volgens de criteria van het Martini protocol zouden ze straks verboden moeten worden door de internationale technische commissie in oprichting. Dat is terecht, want ze maken het jol zeilen onnodig kostbaar.
Blijven over de massieve masten. Maakt het gewicht veel uit. Ik denk het niet. Een stijve mast buigt niet of nauwelijks. Als een mast te veel buigt, floept de gaffel elke keer naar de verkeerde kant bij veel wind. Ik heb het meegemaakt in Napels, heel vervelend. Dit jaar ga ik voor de stijve, zware mast. Zelf gemaakt in mijn schuur, waardoor je 500 euro uitspaart. Bij een holle mast zelfs 1000 euro. Mijn definitieve conclusies over de mast volgen later dit jaar in 12footnews.
woensdag 21 maart 2012
Plastic dinghies in the Netherlands
Shocking news.. Plastic dinghies in the Netherlands. See new classic The Italian boat builder Nauticalodi has found a dealer in the Netherlands. A beautiful site with excellent pictures. It is an honest story: in the Netherlands it is not allowed to race together with wooden dinghies. Probably there is a market for plastic dinghies in the Netherlands. Not everybody like the maintenance of a wooden one. If it will be a success, you will got the issue: sailing together with wooden dinghies or not. As long as there is a big gap between the fast Italian plastic dinghies and the slow Dutch wooden dinghies, a mix is not very realistic. In the eighties there was something similar: the plastic Beusichemse jollen. Still very popular in Germany. The Dutch class organisation has the policy: just wood. Have a look at classes with a mix between wood and plastic like the Finn, Vaurien and O-dinghy. What happens.... wood is to slow and disappears finally. Unacceptable.
zondag 18 maart 2012
Kaag 2012
26, 27 and 28 May 2012.
50 wooden dinghies at one of the most beautiful lakes in the Netherlands.
A special dinghy atmosphere. Don't miss it.
See the pictures of the 2011 edition..
pictures Kaag 2011
Martini protocol
On the international website you can read the Martini protocol. The goal is to harmonize the rules. You have plastic dinghies from Italy, wooden dinghies classico from Italy and wooden dinghies from Holland. The differences between plastic and wooden dinghies are big. It is a matter of believe: you like the original classic dinghy or you like the dinghy as a race machine. Personally I prefer the wooden original dinghy. It will be a challenge to make the gap smaller. Portoroz will be the ultimate test. I hope we will come together and find an opportunity to harmonize the rules. But I am afraid the gap is already to big. A lot of stuff to discuss this summer.