Minutes of the Annual General Meeting held at Mounts Bay Sailing Club Marazion, Cornwall, England on Monday 31st July 1995


Mr. Pip Pearson - International President
Mr. Leslie Everitt - International Secretary
Mr. Peter Danby - International Treasurer
The Lord Napier - International Rules Committee
85 members (approximately)

    The minutes had been distributed to National Secretaries and to all competitors. No matters relating to the accuracy of the minutes had been raised. They were adopted unanimously on a proposal from Howard Hamlin (USA) and seconded by Nigel Milln (RSA).

    There were no matters arising.

    Pip introduced himself to the meeting and welcomed all competitors to Mounts Bay and wished them all a great regatta. As a large number of members present had not met him before, he said a few words on his past sailing in the 5O5 going back as far as the early sixties when he sailed with Paul Elvstrom.
    Pip said that he perceived his role as president would be in marketing and publicity. Over the years we as a Class have become complacent about the superiority of the 5O5. With the competition of new performance boats from Topper and Laser, it was about time we went out and told others what a great boat the 5O5 is.
    On the Rule changes he was some what ambivalent but was concerned about the prospect of built in obsolescence whilst making change, at the same time he recognized that we need to be seen as a Class that is prepared to change and that we should change in time. The changes that are proposed are somewhat quite minor and would not affect the day to day sailing of the boat.

    Membership is holding up very well but we do seem to lose about 1% every year. It is important that all members present persuade their fellow Club sailors to join the Association.
    Last year 44 boats were registered and so far this year only 25 have been registered.
    This world championship has achieved the maximum entry allowed under our new rules. There are 7 entries that carry advertising and have paid double entry fee. The extra money raised helps offset the loss in members and registrations.
    The new Official Class Rule Book became effective from the 1st January 1995 and has been sent to all National Secretaries and to all members whose addresses were forwarded to the Int. Office. The Countries that did not respond were sent the number of books equivalent to the numbers of their subs.
    An attendance sheet was made with all members present given voting cards, one color for boat owning members and another for ordinary members. These will be used for all votes taken during the meeting.

    The 1994 accounts were distributed to members present. Peter said these showed a cash improvement and a strong financial position. With the introduction of "category b' the finances should improve. the motion to" approve the accounts was proposed by Tim Scarsbrick (GBR) and seconded by Ali Meller (CAN) and carried unanimously.

    There being no other nominations for the current Secretary and Treasurer were confirmed in office unanimously.
    Maurice Dobeyn, International Auditor (RSA) has sent in a letter of resignation. Maurice has been the Int. Auditor for many years, and it is with regret that we have accepted his resignation. The meeting recorded a unanimous vote of thanks in recognition for his work on behalf of the Association.
    Hartwig Friederichs (GER) proposed Jurgen Feuerhake (GER) for the position of International Auditor and seconded by Neil Fulcher (GBR), this was agreed unanimously.

    1996 Townsville, Queensland, Australia 10th - 18th April
    John Whitbread spoke on behalf of the Australian Association and distributed information and brochure regarding the championship venue. Townsville is a large port which handles containers from most Countries, containers would then be delivered to the sailing club for unloading. There is a large variety of ........
    accommodate around 15-20 knots for most afternoons. But members know that at the time of the championship the unexpected can happen.
    1997 Gilleleje, Denmark, 18th - 30th August
    Christian Barlebo spoke on behalf of the Danish Association and distributed brochures. A package deal is being organised to include the entry fee and accommodation in the local holiday village.
    A proposal to hold the 1998 World Championship at Hyannis, Massachusetts, East Coast of America
    Howard Hamlin spoke on behalf of the American Association. Tyler Moore (USA) proposed the venue be accepted, and seconded by Ali Meller (CAN). This was agreed unanimous. The date would be sometime August/September, date to be confirmed at next years meeting.


    1996 Silvaplana, near St. Moritz, Switzerland 17th - 23rd August
    A member of the Swiss Association spoke and handed out information on the regatta, and said that due to the shape of the lake, courses would have to be set differently.

    The Chairman of the I.R.C. was unable to be present at the AGM due to a sailing accident the previous week at the Pre-Worlds. The members sent there good wishes for a speedy recovery.
    In his absence Rob Napier presents his report as follows: -

    IRC, whose British members are Jack Edwards (chairman), John Donnelly, Rob Napier and Mark Upton-Brown has, following the finalisation and publication of the Class Rules in handbook form, had a less frenetic year than for some time past. We still need to produce the draft of the Meetings Procedures Appendix, but felt that the publication of the principal Class Rules should not be delayed for the production and adoption of this document. Comments and corrections of any errors in the rules that members may find would be greatly appreciated by the International Office.

    Continuing efforts to computerise the lines and offsets from John Westell's original drawings and the "seniac" templates, which are the basis of all templates now in use worldwide, has proved far more complex than originally envisaged. After the experience with the Wolfson Institute fairing exercise in the early 1980s, IRC is at pains to ensure that the lines of boats made in all the known builder's moulds are not inadvertently put out of class by the computerisation process.
    We shall continue to seek solutions to this problem and will report progress to the Class in due course.

    It was suggested to the IRC during the year that, rather than have boats measured in at the start of an international regatta, there should be provision for scrutineering. IRC considered this carefully and concluded that there was little prospect of persuading volunteers to work through the night on measuring and weighing boats during the course of the regatta and that the proposal is therefore not realistic.

    This year IRC has taken the opportunity to review the competitive sailing environment in which we find ourselves in the fifth decade of the Class's existence. This has led to the resolutions you have before you and to a number of development ideas which we hope the class will discuss in the coming months.

    The first is that with the stabilization of IYRU sail measurement thinking into the current sail measurement rules we could with advantage align ourselves with their methods of measurement. Val May will produce a detailed paper for the Class's consideration but benefits can be seen in the greater familiarity of a large number of measurers world-wide with the measurement of our sails and greater understanding sailmakers till have of the criteria for constructing our sails.

    The other principal area of discussion has been the question of the weight of the boat. The resolution relating to reducing sailing weight is based on the clear indications we have that a significantly lighter 505 can be built for a reasonable price without prejudicing durability.

    IRC considers that the progressive reduction of the sailing weight will keep the 505 amongst the most exciting, tactical and challenging classes into the next century.
    It is clear that with carbon mast and spars and carbon sheathed foils, the fitting out can be done within, say, 20 kg. Builders say they can already produce a robust and durable hull without fittings at 80kg.
    If 7.5 kg is added for the fittings we can expect to produce a 505 at 107.5kg sailing weight. Using epoxy layup and carbon spars and foils this is attainable today at an on-the-water-price of about &12,000, which is not that much more than some people are paying now.

    IRC suggests that we should aim to have a sailing weight of 107.5kg by 2006 at the latest. It must be remembered that for along time 127.4kg was near impossible to achieve in a boat that was in any way durable. Some top sailors changed their boats twice a year to avoid the rapid loss of stiffness in the polyester hulls of the day.

    The route to this goal is open to discussion. If Resolution 2 is passed this year, we could leave everything the same and announce the intention to take off 20kg off the weight in 2006, allowing progressively increasing corrector weights in anticipation. This could, however be an inducement to cheating as the time went by.
    More realistically, we could announce the sailing weight will be reduced by 5kg every three years until 107.5 is achieved. It is worth bearing in mind that most boats at International regattas, certainly those in the first 20, are three years old or less. Only Kalle Nilsson and Howard Hamlin have persisted with older boats and it is likely that, faced with the suggested changes, they would be able to make changes to reduce their sailing weight without excessive cost.
    Other possibilities are skewed timetables for reduction, either early or late. Thus either the permitted weight goes down rapidly, challenging builders to follow, knowing that a period of stability will follow, or a less radical version of the late reduction idea would give builders plenty of notice within which to experiment.

    To ensure that older boats were not outclassed if they were unable to reduce weight, the possibility of different weight limits of competition in different categories of regatta could be considered. Alternatively, a classic fleet, sailing under current rules in all respects except sailing weight which might be maintained at about the present level, might find favour, as it has, in different circumstances in the International Fourteen class.

    IRC has considered, in the process of developing the present resolutions, introducing the Lamboley or swing test. Direct experience of its use at prestigious international regattas in other classes led us to conclude that it is flawed, both in theory and in application and that the equipment used to carry it out is unreliable.
    We conclude it does not produce more seaworthy boats and might inhibit development.
    We also considered a larger, fully battened mainsail, a larger foresail and a taller rig. We concluded that any or all of these changes would make the boat more of a "handful", less able to be sailed in the windier conditions which so many 505 sailors enjoy, and thus more daunting to potential recruits to the Class. Whereas weight reduction is likely to make the boat more lively while maintaining its forgiving qualities.

    Our goal must be to continue to entice new sailors by the combination of challenging sailing, good regattas and strong camaraderie. We think the changes proposed will promote these aims and we therefore commend them to you.

    As always, IRC is glad to hear from active class members on any topic of interest to them, particularly about development and improvement of the rules governing the construction and competitive sailing of the incomparable 505.

  9. Following a study by the International Rules Committee (IRC) the following resolutions to change Class Rules are proposed by IRC for discussion at the Annual General Meeting at Mounts Bay Sailing Club, Marazion, United Kingdom and subsequent ballot if approved.


    Delete Measurement Rule B-7.1.3 in its entirety.

    The effect of this change is to remove the restriction on mast and spar materials which was introduced some fifteen years ago when carbon fibre mast were in their infancy. Recent research indicates that the cost of carbon spare has reduced to about three times that of alloy and that, unlike aluminium, they can be repaired at relatively modest cost when broken. IRC feels that it is now appropriate to remove the restriction in the interest of class development.

    After a lengthy discussion on all aspects of carbon fibre technology, various amendments were tabled to resolution 1, these were all defeated by the members on card votes. Finally resolution 1 was defeated by a majority of the members.


    Amend Measurement Rule B-5.8 as follows:
    Delete Rules B-5.8.2 and B-5.8.4.
    Substitute new Rule B-5.8.2 as follows:

    "the sailing weight in dry condition shall not be less than 127.4kg. the" sailing weight is the weight of the hull including metal ballast, the spars, standing and running rigging, centerboard, rudder and tiller, but excluding the sails and battens. Fittings and components of exaggerated weight and artificially heavy areas of construction are not permitted.""

    Amend Rule B-5.8.3 to read as follows:
    "if the sailing weight is less than 127.4kg. the difference, without limit, " shall be made up by metal ballast secured to the centerboard case or spine and visible when viewed from a standing position next to the boat, half between 1100mm and 1500mm and half between 2900mm and 3500mm from station 11, such ballast to be retained for the life of the boat or until the boat is reweighed in accordance with Rule B-5.8.2.""

    Substitute new Rule B-5.8.4. as follows:
    "each piece of metal ballast shall be hard stamped in a visible place with " its weight in Kg. to the nearest 0.1kg. and a serial number to identify all the pieces of ballast used in the boat.""

    The effect of this change is to eliminate the control of bare hull weight and allow the use of unlimited amounts of metal ballast to bring boats up to sailing weight.

    The Chief Measurer reports that for some years hulls have been built with artificially heavy areas, which contribute nothing to the strength of the construction, solely to meet the weight requirements of the class when using no more than 2 kg. of metal ballast. IRC considers, in the light of evidence, that the control of hull weight is superfluous in modern conditions and the proposal is a much more truthful approach to the state of construction technology. The change may, after due consideration, lead to a progressive and controlled reduction in the permitted sailing weight without immediately rendering existing boats uncompetitive. Additional benefit is gained by eliminating the need to strip boats which are near the sailing weight limit at regattas to verify their compliance with the hull weight rule.
    If this change produces exaggerated weight distribution experiments, it may be necessary to control particular developments in due course.

    After a lengthy discussion resolution 2 proposed by the IRC and seconded by Dave Peacock (GBR) was put to the meeting and agreed by a large majority. This proposal will now be sent out for postal ballot.


    {This resolution will only be put if resolution 1 is agreed and would be introduced to take effect from the 1st January 1997}
    Amend Measurement Rule B-5.8 as follows:
    Delete 127.4kg, wherever occurring; insert 122.4kg.
    The effect of this change is to reduce to sailing weight by 5 kg from the 1st January 1997. IRC considers that the weight reduction implied by admitting carbon fibre mast construction is likely under present rules to make carbon spars unavailable to many newer boats as they are already using maximum ballast. This proposal, while at first sight possibly disadvantaging some older boats would, in combination with resolution 1, allow most present day boats to take advantage of a weight reduction, whether or not resolution 2 finds favour.

    This resolution was not put to the meeting, however a long discussion took place with regard to reducing the overall sailing weight but the general consensus was that it was too early to start reducing weight. There are too many older boats sailing competitively that are unable to take off correctors or be able to reduce weight.

  10. Publicity

    It was agreed that there should be two International magazines a year, starting from 1996.

  11. A.O.B.

    John Whitbread (AUS) said that we should have divisions for Masters and Juniors at all our World Championships. However there seem to be very limited support from the members present. It was suggested that Townsville might consider it for next years championship and gauge the support before making Rules.
    Other topics raised for consideration were sail buttons, and the reduction or complete banning of weight jackets.
    Pip closed the meeting and said that he looked forward to meeting as many as possible next year in Townsville.

Les Everitt
International Secretary