Minutes of the World Council Meeting, Melbourne, held at the Sandringham Yacht Club, Melbourne, January 4, 1998 at 9 AM.

World Council Members

Observers

1. Introductions. Rob Gilpin opened the World Council meeting and explained that it would also be the Australian Tasar Council meeting. World Council business would take precedence.

2. Minutes. The minutes from the World Council Meeting at Cascade Locks, September 22, 1996 were reviewed briefly by the Executive Secretary.

Moved Ian Guanaria, Seconded Bruce White, that the minutes be accepted. Carried.

3. International Status. Rob noted that the ISAF would not allow the current regatta to be called a World Championship. This title can only be used by an ISAF recognized international class. Frank Bethwaite described the 49er class experience with ISAF international status. The 49er class agreed that they would apply for ISAF international status if selected as an Olympic class. The process has been difficult and expensive. The ISAF recognizes nations, not regions, because the Olympics are based on participation by nations. The ISAF wrote a completely new constitution for the 49er class, which was adopted at the 49er worlds with each nation having one vote, regardless of whether there was one boat or 100 boats sailing in that country. The ISAF expected $100,000 per year from the class to support the class association, which includes a full time, paid, Executive Secretary. The 49er class association President, Executive Secretary and Executive are very powerful. Every 49er carries a $200 plaque, with 50% of the proceeds from this going directly to the ISAF. There is a 6% tax on every suit of sails sold. Together these produce $100,000 per year.

Bruce White asked if international status would give the Tasar a higher profile. Frank replied that the communication carried out by the Executive Secretary of the 49er class association, as constituted by the ISAF, is with the ISAF and the class association executive, not the active 49er sailors. All newsletters etc. are produced outside the class association.

Glenn Collings noted that marketing of the Tasar in Victoria was very effective under Alistair Murray, without the benefit of ISAF status.

Frank noted that ISAF status has not helped the Flying Dutchman, Tornado or Soling.

John Rischmiller said the situation is very different in the UK. There are three large companies, Racing Sailboats, Laser and Topper, who are marketing many new classes including, the Laser 3000 and 4000, the ISO and the Boss. The Tasar is a niche boat in the UK and the class must play to its strengths. The class advertises in "Yachts and Yachting". John remarked that the problem in selling new boats is that the Tasar is "too well built".

Takumi Ozawa said he is not familiar with international status. In Japan the Tasar is a very friendly group, people join because they like the people who sail in the class.

Rob asked for a sense of the feelings of the meeting.

Moved Bruce White/Seconded Ian Guanaria that we not seek international status for the Tasar. Carried unanimously.

John Rischmiller suggested that we should pursue the issue of calling the regatta a "World Championship". Glenn Collings agreed, noting that the regatta is paying to bring ISAF judges to the event. It was noted that we have used the "World Championship" title since 1981 and we meet all previous conditions required by the IYRU.

Agreed: all regions should ask their national sailing authorities to support our request to continue to use the "World Championship" name.

4. President’s report. Rob thanked the regional Presidents and the Executive Secretary. He said he had been extremely busy as President of the ATC as well as the World Council. He had learned how important email is and feels it is essential to conduct World Council business.

5. Regional reports. John Rischmiller reported that the class is growing slowly in the UK, with about 120 members. There are 5 crews at this regatta. TAUK has members from Saudi Arabia and other places outside the UK. Last season they had a total of 12 open meetings, National and European championships. They get about 3 inquiries a week from people interested in buying a Tasar. TAUK works very hard to promote the class. They have a Tasar stand at the National Dingy Exhibition which creates a lot of interest. There is still a market for the Tasar but there is a lot of competition.

Bruce White, reporting for NATA, noted that 1997, the first season following the 1996 Worlds, was a little quieter. The Seattle fleet had lost 5 or 6 crews to the 49er fleet, but some new members had joined the class. The Vancouver fleet had gained some excellent sailors. NATA is now trying to attract mid-level sailors. The biggest challenge seems to be marketing the Tasar in the face of competition from other classes (eg. Vanguard 15 and JY 15). NATA is very happy with manufacturer - there are a few minor problems, but these are being resolved.

Takumi Ozawa reported that the main fleets in Japan are in Tokyo and Osaka. Last year a number of Snipe and 470 sailors in Osaka moved to the Tasar and the class is now in very good condition. Last year there were about 150 individual members of the JTA, with about 80 boats.

Rob Gilpin reported that there are about 235 members in Australia, distributed among the states approximately as follows:

New South Wales	100
Victoria	60
Queensland	20
South Australia	25
Northern Territories	10
Western Australia	20

The numbers are fairly stable but up to 30% of the membership changes each year.

6. European District. John Rischmiller reported that TAUK has 3 members in Holland and 1 in Germany. There is an informal Dutch Tasar association with about 20 boats and there are 10 boats in Germany. There are also Tasars in Belgium, France and Italy. Because TAUK publishes its newsletter in English and cannot easily run regattas outside the UK, it cannot provide support to these European owners. John proposed making Europe a region, with two districts, UK and Continental Europe. He cautioned that we would not want to add a lot of administrative overhead to the class. He also pointed out that we vote on changes to the class rules by district, so that adding a new district with about 30 members would mean that 7 districts would have to vote in favour of any proposed change.

Moved John Rischmiller/Seconded Bruce White that we create a Tasar Europe region with two districts, UK and Continental Europe. Carried unanimously.

7. Measurers report. Ian Guanaria reported as follows:

(a) 18 months experience with the minimum hull weight rule has shown that it produces closer racing.

(b) Variations in the hounds to deck measurement have been found and suggest quality control problems. He is asking the manufacturers to check tolerances and variations between countries. He will be investigating the mast situation further.

(c) The sub-committee of measurers recommends that the class consider an all up sailing weight to replace the current hull weight rule (but not to replace the crew weight rule).

(d) JTA proposed the elimination of the crew weight rule but this is not supported by the sub-committee of measurers. The sub-committee does recommend reducing the maximum ballast required by rule 29(b) be reduced from 15 kg to 12 kg.

(e) The sub-committee recommends no reduction in the minimum hull weight of 68 kg in rule 4(c).

(f) Ian reported that 4 illegal jibs had been found during the measurement process at this regatta and said he was very concerned about this. He asked all members to report to him any future cases of use of illegal jibs in class events.

(g) Ian thanked David Bretherton and the measurement team for doing an excellent job.

8. Crew weight. Rob Gilpin said that in his opinion there is general agreement that we need a minimum crew weight for international competitions and probably for national events as well. Ian Guanaria noted that districts can change the minimum crew weight rule for events in their district. For example, JTA could reduce the minimum weight in rule 29(a) from 130 kg to 120 kg if they wished to do so. John Rischmiller noted that the crew weight rule is only applied by TAUK at European, National and Inland championships. Richard Spencer suggested that districts which intend to vary a rule should do so by a formal vote at a general meeting.

Frank Bethwaite said that the issue is not crew weight per se, but crew weight compensation. Full compensation doesn’t work in the UK or Japan . He noted that the 49er class decided on partial compensation. A typical range of crew weights is 140 to 170 kg. Ballast is required as follows:

Crew weight:	Ballast required:
> 165 kg	none
150 to 159 kg	2.5 kg
140 to 149 kg	5 kg
<140 kg	7.5 kg

Frank strongly recommended that we consider using about 35 to 40% crew weight compensation.

Tim Knight commented that the sub-committee of measurers considered 60% compensation as previously proposed by Frank. However Frank’s analysis assumes equal light, medium and heavy air. This is not the case, as most sailing is done in light air (not at this regatta!)

Rob suggested that we should encourage the Japanese and others to experiment. Bruce White reported that NATA had tried not applying the crew weight rule and on the basis of this trial would not support the elimination of the crew weight rule.

Moved Ian Guanaria/Seconded Bruce White that we initiate a rule change to reduce the maximum crew weight ballast required by rule 29(b) from 15 kg to 12 kg. Carried unanimously.

It was noted that while the JTA supports this change, they continue to feel that Rule 29 is not equalizing performance differences due to crew weight.

9. Minimum boat weight. Ian Guanaria commented that an all up boat weight rule had worked for the 505 class, where it was easy to apply. Ian reported on the results of weighing some dagger boards:

Australian timber	4.15 kg
Australian frp	3.5 k
Japanese frp	3.15
UK urethane	4.6
Old Australian timber	4.85

These figures show a variation of 1.35 kg. David Bretherton said that people have been weighing top sections, which also vary significantly in weight, and selecting the lightest they could find. Ian said the measurers would like to see tighter quality control from all manufacturers - the aim is to make all boats more nearly the same.

Agreed: the sub-committee of measurers should investigate the concept of having an all up boat weight through world wide consultation.

Glenn Collings raised the question of fittings being installed in different locations. Rob said there is now a Tasar construction manual which will help to control this problem. Frank said he would work with Ian to review this manual.

10. Review of minimum hull weight. Class rule 4(c) requires that "the interim minimum weight (of 68 kg) shall be reviewed at each World Council meeting held in conjunction with a Tasar Class World Championships, commencing at the World Championships in Australia in January 1998, with a view to reducing the interim minimum to the design weight of 64kg."

Moved Ian Guanaria/Seconded Bruce White that there be no decrease in the minimum hull weight of 68 kg. Carried, 5 for,2 against.

11. Mast stiffeners. John Rischmiller said that 70% of the boats in the UK fleet are at least 17 years old and have no mast stiffeners. The new revision to rule 12(r), requiring mast stiffeners, has put all these existing boats out of class. Rob suggested we agree to reconvene at 9 AM on January 6, and defer this item until then.

13. Next World Championship. Takumi presented information about the regatta site at Lake Hamana-ko. The Snipe and 470 classes have both held successsful world championships at this venue. Accommodation will be available in dormitories for up to 200 at the Mikkaki Youth Centre at a very reasonable price of about $10 per night. There is also hotel accommodation available nearby at higher rates.

14. Election of officers. The following were elected by the World Council:

Agreed: the new officers would take office immediately following the presentation dinner.

The meeting adjourned to 9AM on January 6.

15. The meeting reconvened in the Sandringham Yacht Club. Present:

World Council Members

Observers

16. Measurement Issues.

(a) John Rischmiller said that no UK boats have mast stiffeners. They were not part of the original design and do not appear to be required. John said he believed the wrong alloy had been used in some early Australian topmasts and this may have contributed to the need for mast stiffeners.

Richard suggested we should make stiffeners available to all competitors at the UK worlds at minimal cost. Rob noted that the designer insists that mast stiffeners are part of the design. Bruce noted that stiffener issue is a symptom of a bigger problem - boats produced in different countries are not the same.

John reiterated the problem from the UK point of view - he now has to tell people that their boats, which have always conformed to the class rules, are out of class.

Richard suggested that John tell members that the problem has arisen because (a) the designer changed the design and (b) the designer did not ensure that the UK and NA builders began installing stiffeners at that time. Richard feels that the proposed solution - not requiring stiffeners until the next worlds, then making stiffeners available at minimum cost, is reasonable. Tim Knight said he would let Ian and Bruce know how many stiffeners are likely to be required. Ian said he could ship stiffeners to the UK at no cost.

John repeated that this is a serious problem for his members, who may not want to hold the Worlds in 2001 as a result.

(b) Bruce said he is concerned about many kinds of variations in boats from different countries, e.g. centreboards.

Agreed: we should approach the designer and see if the World Tasar Class Association could acquire the right to produce foils. We would then investigate having a single supplier for all foils worldwide.

Frank Katers asked the Executive Secretary to take the initiative in approaching the designer and asking him to address the issue of arbitrary changes in the design and construction which are causing problems for the class. The change in the mast step pin is an example.

(c) Bruce said that North America is interested in trialling a monofilm jib. Ian said that there are new monofilm products available which are very thin. However, McDiarmid don’t believe they could make monofilm sails with equal all around performance to the current dacron sails. David and Ian said they are prepared to buy and try monofilm sails, provided:

Agreed: there should be prior approval by the World Council of any plan to trial changes.

Agreed: Ian, David and Bruce will develop a proposal to trial monofilm sails for World Council approval.

Richard suggested that the process should be:

17. Appreciation. There was a unanimous vote of thanks to Rob for his excellent leadership of the World Council over the last 16 months.

Richard Spencer, Executive Secretary