Head Of The Charles Regatta ® Umpire Training - Advanced 2007- updated 2008 Umpire responsibilities Rules Review & Penalties Special Focus on Safety Understanding

Head Of The Charles Regatta®

Umpire Training - Advanced 2007- updated 2008

• Umpire responsibilities• Rules Review & Penalties• Special Focus on Safety • Understanding the course• Frequently Occurring Situations • Debrief, Q&A and Closing

Umpire 2007Umpire 2008

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What Makes the Head of the Charles® Special?

It’s a large (1000 crew), multi-day regatta For the majority of participating crews, it is the only time during

the year that they race on this body of water The distinctive twists and turns of the river, its narrowness in

spots and the requirement to pass through 6 multi-arch bridges, makes this a “coxswain’s race”

It can be very difficult to pass or be passed without getting in another boat’s way.

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What’s Being Done to Help Crews Address the Special Issues of This Regatta?

Select and train a highly experienced umpire corps. Prepare umpires through training which clearly points out the

distinctions between the standard Rules of Rowing and HOCR rules. Minimize the potential of interference and collisions during passing

situations by: Seeding boats (limited) Pacing events Categorizing rowers and boats

Achieve the dual goals of: Zero Penalties Issued in Error and Unofficial Adjusted Results 15 minutes after the conclusion of

each event.

Through careful pre-regatta planning, the HOCR organizers intend to:

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What’s Different About the HOCR Rules?

The local HOCR rules have been based on: A thorough review of the USRA Rules of Rowing – Head Race

Section Collision and penalty statistics (through 2006) The quality and experience of the umpire corps. The diverse quality of participating crews.

Experienced umpires will notice two significant changes: The aggressive passing penalty (IP) of 30 seconds has been

eliminated. However, if an Umpire observes a crew forcing another crew off the racecourse and or if the action results in a collision, they may award an IS penalty.

Boats being passed must now begin to yield when the overtaking crew is within 1 full boat length (and closing) rather than ½ boat length as in past years. This means that umpires should look for yielding action on the part of overtaken crews much sooner than in the past. If crews fail to yield properly, the 60 IN penalty should be enforced.

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What’s Different About the Officiating Team? HOCR Has Approximately 250 F/T Involved

Course 15 stations – seeing every foot of course Umpires at stations- 50 Lead Umpires- 15- responsible for station activities and saftey Umpire Central- 8- collect and apply penalties- determine winners Jury – 5- hear appeals and make decisions Timers (Electronic and Backup) – 50 people plus 2 automatic

systems and 3 manual cameras at start and finish Cyclists- 40 to support station needs for food and drink and collect

penalty forms Emergency- 30+ first responders to cover accidents Marshals and dockmasters- 50 at 9 locations on course and in

warm up areas


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Pages That Have Been Modified to Reflect 2008 Rules Changes

Look for changes marked in red on the following pages: 4 6-this page 18 23 25 26 34 73

Also, you will see changes in Examples #3,#5,#7 and #8 in the Frequently Occurring Situations section, specifically regarding the distance between overtaking and overtaken boats. In previous years the illustrations showed ½ length of open water. All new examples use 1 boat length of water.I n

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Umpire Responsibilities

Key responsibilitiesLogistics Field of viewCommunicationSelf-Care Summary


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Your Key Responsibilities as an Umpire

To ensure fairness and safety

To determine if there are violations of the rules, and assign the appropriate penalties to those crews committing violations

Stop a race, if there is immediate and present danger to life and limb and this is the only possible course of action to correct the situation – Senior Lead Umpires only.

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Safety – The primary goal of all actions and decisions

Officials are concerned with the safety of all competitors and volunteers/officials on the racecourse and in the training & launching areas

Primary responsibility for safety rests with individual crews & athletes Umpires:

Look for crews/athletes in distress- in water and in boat Lead Umpire- use Emergency Radio to notify Emergency Central

Give them detail- (a) station location, (b) problem location, (c) boat, (d) condition of oarsperson- (1) in water/boat, (2) face up/

down, (3) moving/still, (4)boat moving/stopped Umpires are not first responders- they manage race and traffic- let

Emergency take care of oarsperson- unless absolutely necessary

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Fairness – The second goal of your actions and decisions

The only factors determining the outcome of any race should be the skill and abilities of the athletes and crews

The athletes are depending on you to observe the race, determine the cause of any incidents (interference, buoy violations, traffic pattern violations, etc.) and determine the penalty for infractions and to report them with full documentation

Athletes get the benefit of the doubt

Passing boats in particular get the benefit of the doubt

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Umpire 2007

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Umpire Roles

Assigns responsibilities for all umpires at station

Does station team orientation and “dry runs” of umpire activities

Final approval of penalty recommendation

Communicates with “umpire central” (may be delegated) regarding penalties or help needed (buoys, etc.)

Responsible for making certain station in fully staffed

Observe incidents in their field of view and recommend assignment of penalties

Fully document incidents as they occur

All other duties assigned or delegated by the lead umpire

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s Lead Umpire (1/Station) Station Umpire

Note: Umpire at the Start has a special responsibility. . . Calling umpire central after the last boat in an event clears the railroad bridge.

Note: Umpire at the Start has a special responsibility. . . Calling umpire central after the last boat in an event clears the railroad bridge.


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Station Process

Goal: To get a full view of developing situations to make best determination vs just looking for incidents as they happen. The process is to follow situations from entry into station to exit.

Lead Umpire at the station assigns and manages teams (1 or 2 Umps) who view situations from start of station to end of station or the conclusion of the situation

Lead Umpire scans an “all station view” and assigns teams to a specific situation on rotating /availability basis.

Team follows the situation to completion or abandonment and writes up Incident Report form. This must happen immediately or data is lost. If situations activity demands the Lead will finish filling in the Form

and the team will be reassigned to new situation Clean up at end of race interval


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Special Considerations for Lead Umpires

The Lead Umpire role carries more responsibility this year than in the past, in no small part due to the new safety protocol. The Lead Umpire: Is expected to be completely familiar with the material covered in

detail on pages 33 through 43. If you have ANY questions regarding this material, speak up during training.

Is solely responsible for communicating incidents on the racecourse which require the attention of Emergency Services Central and the Jury Leader.

Must monitor the station radio, and be prepared to respond immediately to radio communications from Emergency Services Central, the Jury Leader at Umpire Central and the Senior Lead Umpires.

Is the only official at the station authorized to speak to crews on the water, and to use the Red and White flags.

The Lead Umpire is also responsible for making certain that any reporting done by the station is clear and easy to understand, and that all Incident Reporting Forms sent to Umpire Central are accurate, complete and unambiguous.


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What’s Expected of Every Umpire – Logistics

Register Friday, and/or Sunday, at the required time, to get your gear

Make certain you have all the gear required to do your job (regatta schedule, copy of rules, materials for recording incidents, telephone, list of important phone numbers, pens/pencils, appropriate clothing for weather conditions, megaphone (emergencies only), binoculars, etc.)

Show up on time at your station- 30 minutes before race time

Return your gear (to the next shift if you are on duty, Saturday at CBC and Sunday to CBC)

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Field of View

Every umpire station has been positioned in a way to afford the best field of view for the part of the course for which that station is responsible

Make certain that you have an unimpeded view of the course Your primary focus should be in the direction of oncoming racing

crews, which is where situations that you will be expected to describe develop (unless explicitly instructed otherwise)

Review the course map to understand your area of coverage, and the areas assigned to the umpires who are both up- and down-course of your position.

Many stations have Umpire Buoys, 18” high, marking their sections of the course- see penalty form for approximate location

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Communication

Prior to the start of your day, work out responsibilities at the umpire station with the lead umpire

Keep clear written records of any incidents that need to be reported

Keep your telephone on at all times, and be prepared to report on an event when you receive a call from Umpire Central

Do not engage in conversations with anyone other than your partner and Umpire Central regarding incidents during the race

Only LEAD Umps should communicate with competitors (or those in the travel lane) and only when absolutely necessary for safety

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Rules Review and Penalties

Overview

Course rules regarding buoys

Crossing the race course

Traffic violations

Interference and Passing

Contact & Collisions

Conduct

Miscellaneous Rules and Violations

Consideration of Penalties


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Overview

The rules for the Head of the Charles 2008 have been updated; Elimination of the IP Aggressive Pass Penalty Overtaken boats must begin to yield when there is 1 boat length of

water (and closing) between them and the passer. It is imperative that every umpire be familiar with the rules before taking

on the responsibility for assigning penalties for infractions Regarding interference penalties, the failure to yield to a passing crew

(IN) is the most commonly observed offence. A passing boat must make certain that the pass can be executed safely

from beginning to completion without jeopardizing the safety of the overtaken crew. However, a crew being passed may miss a few strokes to stay safely out of the way, resulting in no penalty for the passing crew.

Penalties for repeated “Non Yield” interference are very severe, due to the safety and fairness issues involved

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Course Rules – Buoys (Racing Crews)

“While racing, boats must stay on the course that is between the orange buoys (Boston side) and the green buoys (Cambridge side: where there are no green buoys, the Cambridge shore marks the course boundary).

Oar blades may go over the buoys but the hull must stay on the course. Each buoy violated by the hull will result in a 10-second penalty, and is reported by code (BG – Green, BR – Orange, BW – White). For example, a crew whose hull crosses three orange buoys would be reported to Umpire Central as “Boat X, BR 3.”

One missed buoy (10 sec penalty) has been known to prevent someone from winning.

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Course Rules – Buoys (Travel Lane)

Purpose: minimize interference from non racing lanes in tight areas- CBC turn and Weeks Bridge

Single file, no power strokes, no stopping, proceeding firmly When in the travel lane (either on the way to the start, or returning to a

launch site), it is the responsibility of every crew to keep clear of racing crews.

Non-racing crews must keep the hulls of their boats within the white buoys (marking tight and caution areas in the travel lane). Their blades may cross the orange buoy line without penalty unless this action interferes with the passage of a racing boat.

Buoy violations (hull outside the travel lane) will be penalized 10 seconds per buoy unless the violation results in interference with a racing crew.

Interference with a racing boat (by hull or blades) may result in disqualification. Note travel lane violations with a TL on the Incident report form- possible 30sec penalty.

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Crossing the Race Course

When crossing the racecourse (either on the way to the start, or returning to a launch site), it is the responsibility of every crew to keep clear of racing crews.

Before attempting to cross the course, a crew must: Make certain that there is a safe crossing interval between racing

crews (typically between events) and, Wait for a dock official or other personnel assigned to launch sites to

indicate that safe crossing is permitted Any action by a crossing crew that causes a racing crew to either slow

down to avoid a collision or to alter course is considered interference. The crew so doing will receive a 60 second penalty (PC) for Poor Crossing which may be reported by starters, dock officials, marshals or umpires.

Lead Umpires can interceded in crossing situations if they believe safety is at risk

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Traffic Violations

Traffic violations are considered under Rule #1, which states that “any boat showing disregard for safety at any time during the weekend (including practice) will be given a 60 second penalty or may be disqualified.”

“Traffic patterns should be observed during practice as well as during races.”.

Practice traffic patterns and race traffic patterns (including a map of the Charles River basin between the Massachusetts Avenue Bridge and the Starting Line) are illustrated in the 2008 Official Handbook.

Traffic violations are included in SV – severe disregard for safety

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When Does Passing Begin and End?

Beginning of the Pass (when boat ahead is required to begin their yielding movement): When passer is within 1 length of open water from stern of the crew about to be passed, and is closing the gap. (New Rule)

Completion of the Pass: When there is open water (any length) between stern of the passing boat and the bow of the passed boat.

Instructions to Umpires Regarding Interference: Because a passing

situation between two boats can change from moment to moment, an umpire should resist the temptation to infer “Non Yield” interference unless they have followed the attempted passing situation over time (not just a "snapshot view") and can clearly ascertain that the boat ahead has shown no willingness to yield even when pressed and that the boat astern is blocked and clearly forced to slow.

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Interference: Violating the Right of Way of another competitor, thereby impeding their ability to row a fair and safe race. Boats racing have the Right of Way over non-racing boats The passing boat has Right of Way, as long as the pass can

be executed safely The right to be on the course, and safety, have a higher

precedent than the right to a particular part of the course (i.e. the Right of Way does not preclude the higher responsibility of avoiding collisions, or allowing another boat to race on the course)

In 2006 most of the Jury reversals of umpire penalties dealt with Severe collisions which were reported but not severe enough

to be designated as such. Aggressive passes which were not aggressive enough to be

reported as such

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Interference and Passing (Continued)

Responsibilities of the overtaking boat (Passer) In passing situations, the overtaking boat has right of way (on

the side of its choice) if a safe pass can be accomplished. If a pass is attempted, and there is not adequate room and time to perform the pass, the overtaking boat must delay the act of passing until it is safe to do so.

The Passer must allow time for the overtaken boat to yield (perhaps missing a few strokes or slowing down) and still stay on the race course.

If, and only if the Passer forces a boat off the course, into a fixed obstacle (bridge arch, shoreline) or hits or causes damage to the overtaken boat, will the Passer receive a 60 second penalty for or Severe Collision (see below). (New Rule)

If a Passer causes a collision during passing resulting in damage or injury, the Passer will be “severely penalized or disqualified (Rule 1). The standard penalty is 60 sec. (IS) for Severe Collisions.

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Interference and Passing (Continued)

Responsibilities of the boat being passed In passing situations, the boat about to be passed must yield

and give suitable room to the passing boat on the side chosen by the passing boat.

Movement to yield must begin when the passing boat is within 1 length of open water (and closing) of the boat directly ahead. (New Rule)

Failure of the boat ahead to yield the line selected by the passing boat is interference, resulting in a 60 second penalty (IN) for Non-Yield (per infraction witnessed by an Umpire).

NOTE: Experience has shown that (IN) penalties are by far the most common interference violation.

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Penalties – Non Yield by Boat Being (or About to Be) Passed 1st infraction – 60 second penalty 2nd infraction – 120 second penalty 3rd infraction – Disqualification from the regatta

Umpires should only assess the “first infraction” penalty, if warranted. Add-on penalties are calculated after all Umpire stations have reported

The severity of penalties imposed for interference during passing are severe! For this reason, it is imperative that umpires see incidents as they develop, and clearly understand which boat is the passing boat, and which boat or boats are being passed.

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Contact & Severe Collisions

Causing contact that could result in injury or damage can be considered unsportsmanlike conduct Contacting hulls or bodies with blade or hulls is unacceptable,

and will result in the offending crew being assessed a 60 second penalty. A Severe Collision (code = IS) occurs when you observe blade-to-rower or hull-to-rower contact, or contact which damages a boat.

If blatant disregard for safety is shown during an incident the offending crew may be disqualified.

Contact or action that results in the slowing of a crew or otherwise impairing their ability to race is interference Slowing due to excessive caution by a competitor (through

excessive caution or timidity or out of “politeness”) is not grounds for an interference penalty

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Contact & Collisions (Continued)

Temporary minor contact will be tolerated for a boat to maintain possession of their water.

Blade-to blade contact is generally not grounds for interference for a passing boat attempting to gain the preferred course unless in so doing they force the slower boat off the racecourse or into an obstacle.

Crews experiencing blade-to-blade contact must disengage

immediately.

Blade-to-blade contact of short duration is not grounds for interference by a boat being passed, if the boats have nowhere else to go (both cox’s/scullers are making best efforts to keep apart in restricted space) and/or if any slowing of the passing boat was negligible.

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Unsportsmanlike Conduct

Boats or crew members showing a disregard for safety, during a race or practice, will be penalized 60 seconds (SV). If the incident is deemed severe or blatant by the observing official, the boat or crew member may be disqualified.

Use of directed and repeated profanity may result in an unsportsmanlike conduct penalty of 60 seconds (UC).

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Miscellaneous Rules and Violations

Boats without bow number cards when crossing the Starting line will receive a 60 second penalty

Boats starting out of sequence against the orders of the Starter will be disqualified.

Boats must finish the race with their coxswains aboard (regardless of the crew’s feelings)

Going through the right arch of the railroad trestle bridge (by the BU bridge) or the Lars Andersen Bridge, or going through the leftmost (Boston shore) arch of any bridge while racing will result in a 60 second penalty (AR).

Practicing in the racing lane on a racing day could result in a 60 second penalty.

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Consideration of Penalties

Accuracy When assessing a penalty, are we certain that we saw the

incident from beginning to end (particularly true in passing situations)?

Do we understand the specific rules that apply to the situation that we have witnessed?

Can we accurately identify all crews involved? Was the “victim” clearly and significantly impeded? Was the incident avoidable? The passing boat (Passer) should get the benefit of the

doubt .

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Consideration of Penalties – A Summary for Experience Umpires

A “no call” is far better than a penalty imposed with less than clear evidence. And if you record an “incident” that you judge to be a “no call,” make certain that the Incident Report Form clearly indicates that no penalty is to be assessed, and that nothing is on the form which calls this into question (e.g. a “severe collision” report with no penalty).

Anticipate incidents. For example, if you see a crew within a half boat length of a crew ahead, and no movement to yield in the boat being overtaken, follow the action and see if the gap continues to close. If a penalty is to be assessed, benefit of the doubt should be given to the crew attempting to pass.

Make certain that your incident drawings clearly show what has happened, with lines showing the path of all involved crews from beginning to end. The drawing should correspond with the penalty or penalties assessed.

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Experienced Umpire Forum -

You’ve had an opportunity to apply these rules for several years.

Are there any situations which you have found particularly

difficult to resolve?

Which penalties, if any, are unclear to you?

How do you feel about your ability to determine? Failure to yield (Change in emphasis)

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Special Focus on Safety

Between the 2006 and 2007 Regattas there was a detailed review of regatta safety.


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Safety Protocol

Our overall goal – the fastest, most reliable and highest quality response to an incident!

This requires that every umpire, dockmaster, marshal and race official on the course know and follow the HOCR On-Water Safety Infrastructure Guidelines and Emergency Protocol for 2008

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Safety Logistics – Umpire Stations

Each umpire station will be equipped with:

One radio, supplied by HOCR, with ability to contact Emergency Services (both with repeaters for full course coverage). These radios can only be used to communicate with Emergency and with all stations at once in order to stop a race.

Personal cell phones to contact Umpire Central in case the Radios are not working

One air horn (marine style) Two wavable flags (RED to stop race; WHITE to signal all

clear for resumption of racing)

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Safety Logistics – Emergency Services

Along the course we will have . . .

Eight to ten fully equipped Emergency launches (with capacity to take on crew needing assistance) plus two DCR boats.

Six E.S. locations spaced along the shore (Mag Beach, Riverside, Weld, CBC, Tent, Finish) Each station includes:

First Aiders trained at least in Standard First Aid and CPR. (Many trained to higher levels: e.g., National Ski Patrol Outdoor Emergency Care, EMT, Paramedic, Athletic Trainer, Nurse, MD);

First Aid supplies, blankets, water, etc.; Ham Radio operators; and Ability to meet any swimmer pulled from the water at the

nearest dock or other appropriate location for evaluation for discharge or further treatment.

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Staffing for Safety – New Roles

Critical Safety Roles

Senior Lead Umpires (SLU) - located at least three ‘hot spots’ (Corner bridges: Weeks, Anderson, Eliot).

Lead Umpires – Responsible for the response at their station

Jury Leader – Located at Umpire Central, who will monitor one of the two radios at that location and will stop any activity in which he is engaged to respond immediately to an emergency incident

Note: Only SLUs or Jury Leader (at Umpire Central) will have authority to cancel a race in progress

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The Protocol – Part 1

All Incidents are to be reported to Emergency Services Central by HOCR Radio, by Lead Umpires and Emergency Services personnel who may have observed the incident first.

NOTE: Nearest Lead Umpire to report relevant facts

Give them detail- station location, problem location, boat, condition of oarsperson- in water/boat, face up/ down, moving/still, boat moving/stopped

If not already on scene, E.S. Central to dispatch first responder via radio (Ham or HOCR Radio)

Emergency Services to be in charge of the injured person at the scene, with safety of victims their top priority.

Umpires will direct traffic and manage the race O

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The Protocol – Part 2

Umpires are to react in parallel with Part 1

Lead umpires will report the incident to Emergency Services and to Umpire Central

If a race is currently in progress, then the responsible Lead Umpire will:

Report the incident to Umpire Central via radio; and

Provide directive steering guidance as appropriate to on-coming crews and determine independently (if the Lead Umpire is an SLU, or otherwise, in conjunction with the Jury Leader) whether the incident requires stopping the race or additional help, in accordance with applicable safety standards (e.g., as determined by the HOCR Managing Directors and the Chief Umpire, in accordance with US Rowing Rules of Rowing); then

If, in the sole determination of the observing SLU or Jury Leader, the race can not be safely continued due to an imminent safety threat, then the SLU or Jury Leader will immediately (i.e., without the need to seek higher level approval) cancel the race.

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The Protocol – Part 2 (Continued)

How to cancel a race (when told to do so by the Jury Leader or an SLU)

Sound (or instructing the sounding of) the air horn and wave RED flag, to alert oncoming racers to stop/paddle; and

Immediately Radio the other umpires (including Umpire Central, which will inform the Start) of the race cancellation. The other umpires on the course will use their air horns/flags to

alert other racers (particularly those downstream of the incident) of the race cancellation, instructing them to stop/paddle

Umpire Central will contact Emergency Services Central of the race cancellation, which will then dispatch downstream E.S. personnel to assist in notifying oncoming racers of the cancellation. E.S. volunteers in launches will be instructed to use RED flags to assist in stopping race ONLY in response to instructions from E.S. Central (Marc Bober), who will be in direct communication with Umpires.

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Stopping Race – Cancellation of Event

If, and only if the Jury Leader or a Senior Lead Umpire instructs Leads at all Stations to stop a race in progress, the following happens:

Lead informs all Umpires at the station that the race is cancelled.

The Lead will immediately begin to: (1)wave the Red flag signaling that the race has

stopped, and (2) will use the megaphone to inform all crews

approaching the station that the race has stopped and that they should cease rowing (“stop - weigh ‘nough - all crews”)

The Lead can delegate one or both of these tasks if necessary

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The Protocol – Part 2 (Continued)

Once an race in progress has been cancelled . . .

Upon verbal command by Umpires, boats are to continue upstream at half pressure to FINISH line. Boats may pull off the course to land at Magazine Beach or

Cambridge-side boathouses, but would not be permitted to cross and head downstream prior to reaching the FINISH.

The goal should be to get the boats off the course reasonably quickly, to enable subsequent races to commence, without traffic jams caused by boats stopped on the course waiting to cross. We don’t need to have yet another emergency during clean-up from the first one.

The race is to be re-scheduled after the last event of the day (during predetermined time set aside for this contingency).

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Special Safety Instructions Provided to Crews (in packets)

In the event of an equipment failure (e.g., lost rudder or skeg) a crew should move to the side of the course and stop racing. In this way they avoid being a danger to themselves and to others racing. These crews should paddle when in no danger of causing collision, and follow instructions of regatta officials.

If a boat capsizes or becomes water-logged, the crew should stay with the boat (as a float) until rescued. Swimming away from the boat creates several more water hazards for following crews. A single swimmer is hard to see.

If a rower is ejected (e.g., by a crab) – the boat should stop as soon as safely possible, and remain with the ejected rower, moving off the race course if possible.

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Experienced Umpire Forum

Is there anything regarding this safety protocol that remains unclear to you?

Please ask NOW. This is the time to raise your questions, so that we can answer them now for the benefit of everyone here today.

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Understanding the Course


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The Course: Three Miles of Bridges and Curves

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Umpire Stations

There are 15 umpire stations along the race course, from Start to Finish.

Each station is staffed by a crew of at least two umpires It is important that each umpire station have an unimpeded view

of the race course Each station has a unique set of challenges

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Frequently Occurring Situations

Situations drawn from past Head of the Charles regattas.

Situations using boat and course replicas

Incident report form completion


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Classic Interference Incident #1

x

x Out of BoundsTravel Lane Buoy

Racing Lane Buoy Return Arch

To the Finish

A

B

C

Which boat gets the penalty?


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Classic Interference Incident #1 (Continued)

x



To the Finish

A

B

C

Unless you know which is passing, you do not know who is penalized!


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x



To the Finish

A

B

C

A

BC

What do you think now?

BeforeAfter


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x



To the Finish

A

B

C

A

BC

Boat C or B gets the penalty?

BeforeAfter


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Based on what we’ve just seen, you can understand why this sketch is an inadequate explanation. The events leading up to the incident, and the role of each crew involved must be captured on the incident report (shown later).

Reporting Interference – Make a Sketch of the ENTIRE Incident


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x



To the Finish

A

BC

A BC

Same situation at the bridge as in #1. But what do you think now?

BeforeAfter


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x



To the Finish

A

BC

A BC

B has initiated a “squeeze play” and gets the penalty if either A or C is impeded on their way through the arch.

BeforeAfter


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To the Finish

BeforeAfter

A

B

A

B

B is slowing down. Is this interference?

1 Boat Length


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To the Finish

BeforeAfter

A

B

A

B

Yes, A has failed to yield the shorter line chosen by B.

1 Boat Length


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Classic Interference Incident #3 (Revisited)



To the Finish

A

B

BeforeAfter

A

B

In allowing B to pass, the properly yielding boat A had to miss a few strokes. Has B interfered with A?

1 Boat Length

A slows after missing two strokes


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Classic Interference Incident #3 (Revisited)



To the Finish

A

B

BeforeAfter

A

B

No. If A has to miss a few strokes to let B complete a safe pass, this is not interference.

1 Boat Length

A slows after missing two strokes


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To the Finish

Penalties? To Whom?

1515Stage 1

1 Boat Length

1414

88

88

1414 1515

1414

1515 88

Stage 2Stage 3

x


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To the Finish

If you’d only seen Stage 3, who would you have penalized?

1515

Stage 1

1 Boat Length88

88

1515

1515

88

Stage 2Stage 3

x

Severe Collision


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Interference Example #6

x



To the Finish

AB

C

BeforeAfter

DC

AB

D

Room for 2 under the arch. Who has the Right of Way?

A

C

Way Before


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Interference (?) Example #7



To the Finish

BeforeAfter

AB

A

B

Is this an interference situation?

1 Boat Length

A

B

A

B


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Interference (?) Example #8



To the Finish

BeforeAfter

A

B

A

B

Is this an interference situation?

1 Boat Length

A

B

Way Before


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Travel Lane Example #9



To the Finish

Penalty?

1000 Meters

AA

Racing Boat B

Returning Boat A


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A

B

B A

To the Finish

B chose the starboard side and was given right of way, but now must leave room for A to row until pass is complete (although

A now has shortest line)

A yields the shortest line

(inside of turn) to B

Sometimes, the Shortest Line is Obvious, But This Can Change Over the Course


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Buoy Cut Incidents Which Occur in Light Traffic Are Easy to Capture and Report

In these incidents, there appears to be no interference; therefore, these boats are assessed penalties of their own creation.


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Buoy Cut Incidents Involving Interaction with Other Boats Require More Explanation

This incident is more complex. 34 appears to have veered off course when 33 did not yield. The umpire on the BU Bridge has clearly indicated that 34 is the passing boat. What penalty or penalties should be assessed?


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An Understanding of the Whole Incident is Necessary to Ensure a Proper Ruling

33 appears to be guilty of interference. However, if 34 chose to row outside the race course to pass 33, 34 might be assessed penalties for buoys missed. If 33 forced 34 off the course in the midst of a safe pass, then no penalty for 34.


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How to Use the Umpire Incident Report Form

Complete one form for each incident – all sections must be completed

Draw a picture of the incident, illustrating the flow (stages) of the event, accurately positioning and labeling each boat

Write clearly and concisely Make certain that there is no ambiguity about whether a

“penalty” or “no penalty” is recommended

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Completion of the Top Section of the Incident Report Form

Some parts may be

completed in advance.

Checking off the incident type provides clarity when one looks at the drawing and

narrative. And when reporting use the 2 letter codes!

Make certain that you let Umpire Central

know in which event the incident occurred.

IP Penalty (Removed)


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Completion of the Bottom Section of the Incident Report Form

The blank form (provided for your illustration of incident) allows you to accurately position the incident on the race course.

What you see on the form is your Field of View. This is where

the Umpire is positioned

This is the route of travel

for racing crews


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Good Illustration . . . But Would Be Better With Lines Showing Path of Crews

Incident stages are

clear

Detailed Explanation

and Comments


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Completion and Submission of the Incident Report Form

All completed forms are passed to the Lead Umpire Resolution of differing points of view by umpires at a station

If differing points of view on incident and/or penalty, decision of Lead Umpire is transmitted over phone to “umpire central.”

In the absence of consensus, Incident Reports should document BOTH points of view, and should be submitted to “umpire central” by cyclist

Lead Umpire prepares packet of completed forms for each event (with pictures if appropriate) for cyclist pickup.

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Determination of Unofficial and Official Results

Based on phone-in incident reporting, Unofficial Adjusted Results are prepared and released by “umpire central” 15 minutes after end of the event.

Jury reviews all penalties referencing hardcopy forms and validates Umpire decisions.

Competitors, on reviewing results, have the right of appeal through 7:00PM of each respective race day , Monday after the regatta. [Note: Umpires should be reachable by phone up until 12:00 Noon Monday to answer questions]

Jury will process all appeals, make a determination, update Unofficial Results and provide Official Results.

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In the “Heat of Action” Events Things Happen Quickly! What Can You Do?

Clarify roles at the umpire station When multiple situations are occurring, clearly understand

who is responsible for watching each Anticipate

Identify developing situations Make scratch notes early

Pictures are simple, fast and convey lots of information – Make a scratch sketch immediately following the incident, indicating: Location Orientation Effect

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Final Request for Experienced Umpires

Whether or not you are a Lead Umpire, the new Umpires will turn to the experienced Umpires for help when they encounter situations where they are unsure what to do. Know the materials, and provide guidance when asked.

Be aware of the new materials for this year. There is quite a bit of new information, so do not assume that if you “passed the test” that the learning is over.

If you are a Lead Umpire, you are aware of your responsibility. If you are not the Lead, do everything you can to help the Lead discharge their responsibilities, and be prepared to step in, if asked.

Let us know if you find anything in the materials ambiguous or misleading. You’ll have enough ambiguity to attend to on race day!

Thank you again for your continuing support of this regatta.

Experi

en

ce C

oun

ts!

Documents

Head Of The Charles Regatta ® Umpire Training - Advanced 2007- updated 2008 Umpire responsibilities Rules Review & Penalties Special Focus on Safety Understanding