Time-on-Distance —Arriving at the Start at Exactly the Right Moment

PMR Sailing | Learning to Race — From First Start to Better Results | Part 4

The perfect start begins before the starting gun.

Imagine watching a sailing race from the riverbank. The starting sequence is under way, boats are manoeuvring near the line, sails are filling and emptying, and crews are calling out the remaining seconds.

One boat is already sitting almost on the starting line. Surely that is the perfect position?

Another boat is 30 metres behind, apparently rather late. Yet as the final seconds tick away, the second boat accelerates, sails straight through a gap and crosses the line at speed just as the starting signal sounds.

Within a few seconds, it has sailed clear of the boat that was waiting on the line.

How did that happen?

The answer is one of the most useful skills in racing: time-on-distance.

It sounds technical, but the principle is remarkably simple. You need to know how far you are from the starting line, how quickly your boat can cover that distance, and when to begin your final approach.

Getting all three right can transform your starts.

1. Why Being on the Starting Line Is Not Necessarily a Good Start

When learning to race, it is tempting to think that the objective is simply to be as close as possible to the starting line when the starting signal sounds.

That is only part of the story.

A good start usually combines three things:

• Crossing the line at, or very shortly after, the starting signal.

• Travelling at a useful speed, ideally close to your best speed for the conditions and sailing angle.

• Having clear wind and enough room to sail the course you want.

A boat that is stationary on the line may have achieved the first objective, but it can be badly disadvantaged on the other two.

Consider two boats.

Boat A has been sitting almost stationary just behind the line for the final 15 seconds. Its sails are flapping, the rudder is moving from side to side, and the crew is desperately trying to prevent the boat drifting over early.

When the starting signal sounds, the helm sheets in and tries to accelerate.

Boat B has approached from behind with its sails drawing. It reaches the line at the starting signal already travelling at a useful speed.

Within seconds, Boat B is moving ahead.

Boat A may have been closer to the line throughout the countdown, but Boat B has made the better start.

There is an important qualification: skilled sailors sometimes deliberately hold a boat close to the line to protect a gap, then accelerate at exactly the right moment. The problem is not being close to the line; it is being close without enough speed, space or time to accelerate.

2. Understanding Time-on-Distance

The basic calculation is straightforward:

Time = Distance / Speed

If you know how far you are from the line and your speed towards it, you can estimate when you will arrive.

For example, imagine you are 40 metres from the starting line, travelling directly towards it at 4 knots.

One knot is approximately 0.514 metres per second.

Therefore:

Speed = 4 x 0.514 = 2.06 metres per second

Time = 40 / 2.06 = 19.4 seconds

You will reach the line in approximately 19 seconds if your speed remains constant.

If there are 20 seconds remaining before the start, your timing is almost perfect.

However, real sailing is rarely that straightforward.

Your speed changes as the wind increases or decreases. You may need to bear away, head up, avoid another boat or wait for a gap to appear.

And, most importantly, a boat that starts from almost stationary will take time to accelerate.

The calculation also needs to use your speed towards the line, not simply the speed shown by a GPS.

3. How Far Can You Travel in Ten Seconds?

A useful skill is developing an instinctive understanding of how far your boat travels in a short period.

The following table assumes steady speed and movement directly towards the line.

Boat speed	Distance in 10 seconds	Distance in 20 seconds
2 knots	10.3 m	20.6 m
3 knots	15.4 m	30.9 m
4 knots	20.6 m	41.2 m
5 knots	25.7 m	51.4 m
6 knots	30.9 m	61.7 m
8 knots	41.2 m	82.3 m

These figures reveal something interesting.

At 5 knots, a boat can travel more than 25 metres in just ten seconds.

At 8 knots, it can travel more than 40 metres.

That means a fast boat can be surprisingly far from the starting line with only a few seconds remaining and still make a perfectly timed start.

Equally, if you misjudge the timing by five seconds, you could be many metres early or late.

This becomes particularly relevant when moving between different types of boat.

A sailor accustomed to a relatively modest dinghy may find that the same approach simply does not work in a faster racing boat.

4. Acceleration — The Missing Part of the Calculation

The time-on-distance formula assumes that the boat is travelling at a constant speed.

But what happens when the boat is almost stationary?

Imagine a dinghy waiting near the line with its sails eased.

When the helm sheets in, it does not immediately reach 4 knots.

It takes time to accelerate.

During those first few seconds, the boat travels a much shorter distance than it would at full speed.

For a simple illustration, suppose a boat accelerates uniformly from rest to 4 knots over ten seconds.

Its average speed during that period would be approximately 2 knots.

Therefore, it would travel only about 10 metres during those ten seconds, rather than the 20.6 metres it would cover at a steady 4 knots.

Real acceleration is not uniform, but the example demonstrates the principle.

The time needed to reach the line depends on both your present speed and how quickly your boat accelerates.

This is why sailors who understand their own boats can have such a significant advantage.

They are not simply guessing how far away the line is. They have learned how their boat responds when they sheet in, bear away and build speed.

5. Why Champagne Makes This Particularly Interesting

Sailing Champagne, our Thames A-Rater at Upper Thames Sailing Club, introduces another dimension to the problem.

An A-Rater is not simply a conventional dinghy with a larger sail.

Its long, lightweight hull, very tall rig and substantial sail area create a different sailing experience.

Once moving efficiently, an A-Rater can achieve impressive speed. But getting the boat moving, keeping the sails drawing correctly and maintaining balance requires coordination between the helm and crew.

The precise acceleration characteristics depend on the wind, the crew, the sail settings and the boat's condition. They are something we need to measure and learn rather than assume.

Consider two hypothetical approaches to a start aboard Champagne.

Approach A: The stationary start

We position ourselves close to the line with 20 seconds remaining.

To avoid crossing early, we slow the boat almost to a standstill.

The sails lose some of their driving force. The crew then has to coordinate the acceleration as the starting signal approaches.

If the boat takes longer than expected to build speed, we cross the line slowly and may immediately find ourselves in disturbed air.

Approach B: The moving start

We position ourselves further back and establish a controlled approach.

The helm has room to steer, the sails are drawing and the crew knows when the final acceleration should begin.

As the final seconds disappear, we build speed and cross the line moving efficiently.

Even if the two approaches cross at almost the same moment, the second may give us a much better first 30 seconds of racing.

And those first 30 seconds can determine whether we sail in clear air or spend the opening leg trying to escape from other boats.

There is also an important difference between an A-Rater and a smaller dinghy: its size and momentum make last-second corrections more consequential. You cannot necessarily stop, turn or accelerate in exactly the same way.

That makes advance planning particularly valuable.

6. A Practical Example — Twenty Seconds to Go

Let us imagine a club race with 20 seconds remaining.

Our boat is 35 metres from the starting line, making approximately 4 knots towards it.

Using the earlier calculation:

Time = 35 / 2.06 = 17 seconds

At the present speed, we would cross the line three seconds early.

That may not sound significant, but three seconds at 4 knots represents more than six metres.

We therefore need to adjust our approach.

Possible choices include easing the sails slightly, sailing a less direct course or briefly reducing speed before accelerating again.

But each adjustment has consequences.

Easing the sails too much may destroy our speed.

Changing direction may take us into another boat's path.

Slowing too early may leave us struggling to accelerate.

The best choice depends on the available space, other boats and the wind.

This is why time-on-distance is not simply a mathematical exercise.

It is a practical judgement made in a constantly changing environment.

Try a time-on-distance calculation

Assume steady speed directly towards the line, with no current.

Distance to line

40 m

Speed towards line

4 knots

Time remaining

20 seconds

Estimated arrival

19.4 s

Starting difference

0.6 s

Early

At this speed, you would reach the line before the starting signal.

For illustration only. Real starts require allowances for acceleration, current, wind shifts and other boats.

7. The River Adds Another Complication — Current

At Upper Thames, we are racing on a river rather than an open stretch of water.

That makes time-on-distance more interesting.

The current can change how quickly a boat moves towards the line relative to the riverbank.

Imagine a boat sailing at 4 knots through the water towards a starting line, with a current of 1 knot flowing in the same direction.

Its speed over the ground is approximately 5 knots.

If the current is flowing against the boat, its speed over the ground is approximately 3 knots.

The difference is substantial.

For a 30-metre approach:

Conditions	Speed over ground	Time to line
No current	4 knots	14.6 s
1-knot following current	5 knots	11.7 s
1-knot opposing current	3 knots	19.4 s

These are illustrative figures rather than typical current speeds at Bourne End. They assume that the boat, current and approach are aligned.

A following current could push you across the line earlier than expected, particularly if you are trying to hold position close to it.

An opposing current could make you late despite the boat feeling as though it is moving quite quickly through the water.

There is another subtle point.

A boat's speed through the water and its speed over the ground are not necessarily the same.

A GPS normally reports speed over the ground, while the feel of the boat, sail forces and many traditional speed instruments relate more closely to its movement through the water.

For starting calculations, what matters is how quickly you are closing the distance to the fixed starting line.

8. The Angle of Approach Matters Too

Suppose your boat is travelling at 4 knots, but instead of sailing directly towards the line, you are approaching it at an angle.

Only part of your speed is taking you closer to the line.

For a straight starting line and a steady course:

Speed towards line = Boat speed x cos(angle from the perpendicular to the line)

For example, at 4 knots and 60 degrees from the perpendicular:

Speed towards line = 4 x 0.5 = 2 knots

You may be travelling at 4 knots, but you are closing the distance to the line at only 2 knots.

This explains why two boats travelling at similar speeds can reach the starting line at very different times.

One may be sailing almost directly towards it while the other is travelling largely along it.

The latter may be maintaining useful boat speed without using up much of its remaining distance.

That can be a useful technique when positioning for a start, provided there is sufficient room and the manoeuvre is consistent with the racing rules.

9. The Final Minute — A Practical Starting Routine

It is helpful to develop a consistent routine rather than improvising every start.

60 seconds remaining — Establish your position

Identify the line, check the wind, consider the current and decide where you want to start. Look for other boats likely to restrict your approach.

30 seconds remaining — Set up your approach

Estimate your distance, speed and likely acceleration time. Make sure there is a usable route to the line and that your crew understands the plan.

15 seconds remaining — Build and control speed

Make small adjustments. Avoid unnecessary manoeuvres that destroy momentum. Look for the space you will need immediately after the start.

5 seconds remaining — Commit to the start

Aim to be accelerating or already moving efficiently. Check that you will not cross early, and be ready for nearby boats to change course.

Starting signal — Sail away cleanly

Cross the line legally, maintain speed, find clear air and concentrate on the first leg.

This is a guide rather than a rigid countdown. Different boats and conditions require different timing, and the starting signals are governed by the sailing instructions and applicable racing rules.

10. What Happens When You Get It Wrong?

Even experienced sailors occasionally misjudge a start.

There are two particularly common mistakes.

Arriving too early

You have ten seconds remaining and are already almost on the line.

Your options may be limited.

You can slow down, but that risks losing momentum. You may try to bear away or sail along the line, but other boats may restrict your movement.

Crossing early can result in a recall and the need to return and start correctly under the applicable starting rules. In some races, a special starting penalty may apply.

Prevention is much better than trying to recover.

Arriving too late

The starting signal sounds, and you are still 20 metres behind the line.

It is tempting to panic, sheet in hard and point directly towards the first mark.

But oversheeting or heading too high may slow the boat even further.

Often the best recovery is to establish speed, cross the line cleanly and sail in clear air rather than making a rushed manoeuvre.

A slightly late start with speed can be better than a badly executed attempt to recover those lost seconds.

And remember: one poor start does not mean the race is over.

11. Three People, One Start — Crew Coordination on Champagne

An A-Rater such as Champagne makes teamwork particularly important.

With three people aboard, the starting approach needs clear communication.

One possible arrangement is:

The helm: Concentrates on steering, maintaining boat speed, avoiding other boats and choosing the final approach.

The mainsail trimmer: Concentrates on sail power, responding to the helm's instructions and helping the boat accelerate without losing balance.

The forward crew: Helps with the headsail, observes traffic and, when appropriate, provides distance and timing information.

The precise responsibilities will vary with the crew and conditions.

What matters is that everyone knows who is doing what.

There is little benefit in three people simultaneously shouting different estimates of the distance to the line.

A simple countdown can be far more useful.

For example:

"Twenty seconds. Thirty metres."

"Fifteen seconds. Good speed."

"Ten seconds. Keep building."

"Five, four, three, two, one — start."

Of course, those calls are only useful if they are reasonably accurate.

Developing that accuracy is something we can practise.

12. A Training Exercise — Discover Your Boat's Acceleration

One of the best ways to improve starting performance is to carry out a controlled experiment.

This is particularly worthwhile when learning a new boat.

Choose a quiet area of water, clear of other traffic, with suitable conditions.

Set up a simple timed exercise.

1. Begin with the boat moving slowly on a chosen course.

2. At a signal, trim the sails and accelerate.

3. Record the time taken to reach a useful sailing speed.

4. Repeat the exercise several times.

5. Compare the results in different wind strengths.

If you have a GPS or suitable sailing instrument, record the speed over ground at regular intervals.

You could produce a table like this:

Time after acceleration	Illustrative speed
0 seconds	0.5 knots
5 seconds	1.8 knots
10 seconds	3.2 knots
15 seconds	4.1 knots
20 seconds	4.6 knots

These are invented values to demonstrate the exercise, not measured performance data for Champagne.

Illustrative acceleration profile

Example of speed building during the first 20 seconds.

0 knots2 knots4 knots6 knots05101520

The results can help you understand how long you need to accelerate before reaching the line.

With repeated practice, you begin to recognise the right moment without constantly looking at instruments.

For Champagne, I would be particularly interested in comparing starts from near-stationary conditions with starts made while maintaining moderate boat speed.

The difference could be quite revealing.

13. A Second Exercise — The Invisible Starting Line

This is a useful training activity for a sailing club.

Choose two suitable fixed reference points or laid marks to represent a starting line, in an area where it is safe to practise.

Set a countdown timer for 60 seconds.

The objective is to cross the imaginary line at full useful sailing speed as close as possible to zero.

Repeat the exercise, but change the starting distance.

For example:

• First attempt: 50 metres behind the line.

• Second attempt: 30 metres behind the line.

• Third attempt: 20 metres behind the line.

Record whether each attempt was early or late and estimate the crossing speed.

The exercise becomes more interesting if the crew must estimate the distance without relying on a GPS.

They will quickly discover that estimating distance from a moving boat is not as easy as it appears.

For new racers, I would initially run the exercise with one boat at a time. Once everyone is confident, several boats can practise together under suitable supervision, with adequate separation and clear instructions.

That introduces the tactical complications of a real start.

14. Time-on-Distance Is Only Half the Battle

There is a danger in becoming too focused on crossing the line at precisely the right second.

You could make a mathematically perfect start in completely the wrong place.

Imagine crossing at the starting signal, travelling at excellent speed, but directly behind another boat whose sails are disturbing the airflow.

Within seconds, you may be forced to tack away.

Meanwhile, another competitor who started two seconds late but in clear wind may already be gaining ground.

Similarly, the favoured end of the starting line may offer an advantage, but only if you can reach it with space and speed.

A crowded, heavily biased end may not always provide the best practical starting position.

This brings us back to the distinction between strategy and tactics.

Your strategy might be to start near the committee boat because that end is favoured and gives you access to the preferred side of the course.

Your tactics determine whether you can actually achieve that start without becoming trapped by other boats.

Time-on-distance helps you execute the plan.

It does not replace the plan.

15. Personal Reflections — Learning to Start a Different Boat

One of the most interesting things about sailing is that experience in one boat does not automatically translate into perfect judgement in another.

A small training dinghy, an RS Toura and a Thames A-Rater can behave quite differently.

The same distance from the line may be comfortable in one boat and completely wrong in another.

A manoeuvre that takes only a few seconds in a small dinghy may require more preparation in a larger or more demanding boat.

For me, this is part of the attraction of sailing Champagne.

There is always something new to learn.

We can use experience to make an initial judgement, but the real understanding comes from sailing the boat, observing what happens and adjusting our approach.

I would like to make our starting performance more systematic.

Rather than simply deciding that a start felt good or bad, we can ask:

Did we cross the line on time?

Were we accelerating or already travelling at a useful speed?

Did we have clear air?

How long did it take us to reach our normal upwind sailing speed?

Could we have positioned ourselves differently?

These questions turn every race into an opportunity to improve.

And the wonderful thing is that none of this requires expensive equipment.

A stopwatch, a few fixed reference points and a willingness to practise can teach you an enormous amount.

16. Five Things to Remember at Your Next Start

1. Distance alone is not enough. You need to consider speed and acceleration.

2. A moving start is often better than a stationary one. Arrive with the boat already sailing efficiently whenever conditions and tactics allow.

3. Current matters. On a river, your speed over the ground may differ considerably from your speed through the water.

4. Leave yourself options. A perfectly timed approach is of little use if another boat blocks your route.

5. Practise in your own boat. There is no substitute for learning how quickly it accelerates and how much space it needs.

Conclusion — The Race Begins Before the Starting Signal

A good start is not simply about being in the right place.

It is about being in the right place, at the right time, travelling at the right speed, with enough freedom to sail the first leg effectively.

That requires judgement, practice and an understanding of your boat.

Time-on-distance provides a framework for making those judgements.

The mathematics is simple. The sailing is more complicated.

And that is what makes racing so interesting.

Whether you are sailing a small club dinghy or a Thames A-Rater such as Champagne, improving your starts is one of the most rewarding ways to improve your racing.

Next time you are waiting for the starting signal, look beyond the boats already sitting on the line.

Watch the boats approaching from behind.

One of them may have judged the distance, speed and timing almost perfectly.

And when the starting signal sounds, it may already be sailing away.

The perfect start begins before the starting gun.

Read more about sailing, racing and our adventures aboard Champagne at PMR Sailing.

Return to sailing website https://pmrsailing.uk/Lessons.html

 

The Start Line — Why One End Can Be Much Better Than the Other

PMR Sailing | Learning to Race — From First Start to Better Results | Sailing Tactics Series

“A ten-degree wind shift can make one end of the start line remarkably valuable. And on a river, where the starting line may be surprisingly short, those few degrees can make the difference between leading the fleet and spending the first beat trying to catch up.”

Introduction — You Can Lose Ground Before the Race Has Even Started

One of the fascinating things about sailing is that two boats can cross the starting line at precisely the same moment, both travelling at the same speed, yet one can already have a significant advantage.

How can that possibly happen?

The answer is often start-line bias.

When we first learn to race, we tend to concentrate on getting across the line at the correct time. We watch the countdown, try to avoid other boats and hope we are not over the line early.

As our racing improves, we begin to realise that simply crossing the line at the starting signal is only part of the challenge.

Where we cross can be just as important.

At Upper Thames Sailing Club, where we race on the River Thames between Bourne End and Marlow, the geography makes this particularly interesting. The river is relatively narrow, the banks are lined with trees, and the wind is rarely as consistent as we might wish.

A starting line that looks perfectly reasonable from the bank can offer quite different opportunities at its two ends.

And when racing a boat such as our A-Rater Champagne, the decisions become particularly important. A fast boat can exploit a good starting position, but a poor start can leave even a quick boat trapped in disturbed air.

Let's explore why.

1. What Exactly Is Start-Line Bias?

A sailing race usually begins between two points: commonly a committee boat or shore-based starting position at one end, and a buoy or another fixed mark at the other.

Ideally, for a conventional upwind start, the line would be set at 90 degrees to the true wind direction.

That would mean neither end was geometrically closer to the windward mark, assuming a reasonably uniform wind.

However, the wind does not always cooperate.

It may shift after the line has been laid. On a river, it may bend around trees, buildings and bends in the bank. The race officer may also have limited options for positioning the line.

The result is a starting line that is not quite square to the wind.

One end is effectively further upwind than the other.

This is what sailors call a biased starting line.

Illustrative diagram, not to scale. The dashed line is square to the wind. The actual starting line slopes downwind towards the committee end, giving the pin an upwind advantage.

Imagine that the left-hand end of the line is 10 metres further upwind than the right-hand end.

A boat starting at the left-hand end has already gained those 10 metres of upwind position before either boat has sailed the first leg.

That does not guarantee victory, but it is an advantage worth recognising.

2. How Much Difference Can Ten Degrees Make?

Ten degrees sounds insignificant.

If you were steering a boat and altered course by ten degrees, you might barely notice the change on a broad river.

Yet the geometry can be surprisingly important.

For a starting line of length L, angled by B degrees away from being perpendicular to the wind, the approximate upwind difference between its ends is:

Upwind advantage = L x sin(B)

Here are some illustrative figures.

Starting line length	5° bias	10° bias	15° bias
30 metres	2.6 m	5.2 m	7.8 m
50 metres	4.4 m	8.7 m	12.9 m
80 metres	7.0 m	13.9 m	20.7 m
100 metres	8.7 m	17.4 m	25.9 m

These figures describe the upwind displacement between the ends, not necessarily the final distance gained at the windward mark.

Consider a 50-metre starting line with a ten-degree bias.

The favoured end is approximately 8.7 metres further upwind.

In a small racing dinghy, that can represent a substantial amount of progress. Even in a much larger boat, it is worth having.

And on a river, where opportunities to recover lost ground may be restricted by the banks, an advantage of a few metres can be extremely valuable.

But there is a complication.

The geometrically favoured end is not always the best place to start.

We will return to that shortly.

3. How Do You Know Which End Is Favoured?

Fortunately, there are several practical methods.

Method One — Sail Along the Starting Line

This is one of the simplest exercises for a developing racing sailor.

Before the start, sail reasonably close to the starting line, keeping clear of other competitors.

Establish the true wind direction by looking at your burgee, masthead indicator, telltales or the behaviour of the sails.

Now compare the line's orientation with the wind.

If the line is square to the wind, neither end has an upwind geometrical advantage.

If one end is further towards the wind, that is the favoured end.

It sounds easy, but on a river the wind may change considerably during the exercise.

What appeared to be the favoured end two minutes ago may no longer be favoured when the starting signal sounds.

Method Two — Point Directly Into the Wind

A useful method, especially for beginners, is to stop or slow the boat in a clear area and briefly point the bow into the wind.

Look at the direction of the starting line relative to the boat.

With the boat pointing directly upwind, the ideal square line would run directly across the boat, at right angles to its centreline.

If the actual line slopes towards you at one end, that end is generally the further-downwind end. The opposite end is favoured.

The important point is to use the actual wind direction, not simply the direction the river appears to run.

Method Three — Compare the Two Close-Hauled Headings

This is particularly useful for more experienced sailors.

Sail close-hauled on one tack, recording or remembering your heading.

Tack and sail close-hauled on the other tack.

These two headings help establish the true wind direction, assuming relatively steady wind and consistent boat performance.

The true wind direction will lie approximately halfway between the two close-hauled headings, allowing for compass wrap-around and any asymmetry in the boat.

Compare that direction with the starting line.

You can then judge which end is further upwind.

This method is especially useful when the wind is shifting and a single observation might be misleading.

4. Sighting the Line — Knowing Exactly Where It Is

There is another problem at the start.

From a low position in a sailing dinghy, it can be remarkably difficult to judge whether you are behind the starting line, on it or already across it.

The problem becomes more pronounced when other boats obscure the committee boat or starting mark.

One very useful technique is to sight the starting line.

Using a Transit

Before the start, sail close to an extension of the starting line, beyond one end, where it is safe and permitted.

Look along the line towards the opposite end.

Identify a fixed object on the bank that lines up with the two starting marks.

It might be a tree, a distinctive roof, a building or a gap between trees.

That object provides a visual transit.

As you approach the start, the transit helps you recognise the position of the line.

This is particularly useful when starting near an end of the line.

However, a transit established by looking along the line is most accurate when viewed from the same extension of the line. From elsewhere on the course, parallax makes it less reliable.

And, of course, on a river the trees can all look remarkably similar!

I would always recommend identifying something distinctive rather than simply choosing the largest tree.

What About the Middle of the Line?

Sighting becomes more difficult towards the centre because you cannot necessarily see along the line.

Here, experience, visual bearings, the position of other boats and judgement of distance become important.

A GPS position may help with navigation, but ordinary recreational GPS accuracy and display delay may be inadequate for judging a short starting line precisely.

For most club dinghy racing, good visual awareness remains essential.

5. Why Starting in the Middle Is Not Necessarily the Safest Choice

Many beginners instinctively aim for the middle of the line.

It seems sensible.

There is space to either side, you are not competing directly for the favoured end, and you are unlikely to become involved in a complicated battle around the committee boat.

Sometimes the middle is indeed an excellent choice.

But consider a fleet where most boats have recognised that the pin end is favoured.

Several competitors may converge on that end.

If you start in the middle, you may have more space, but you could be giving away several metres of upwind position.

Alternatively, the middle might be crowded while the committee-boat end offers clean wind and a clear lane.

The key is not to regard the middle as automatically good or bad.

Instead, ask:

Where can I cross the line at speed, at the correct time, with clean wind and a useful route towards the first mark?

That is a much better question.

6. The Favoured End Can Be a Trap

Imagine a starting line with a strong pin-end bias.

Every experienced sailor has noticed it.

With two minutes remaining, boats begin congregating near the pin.

By the final thirty seconds, there may be six or seven boats trying to occupy a space that comfortably accommodates only three.

Someone becomes trapped to leeward.

Another boat is forced to slow down.

A third loses steerage and cannot accelerate properly.

Meanwhile, a sailor starting further along the line crosses at full speed with clear wind and an unobstructed route.

Who has the better start?

Not necessarily the sailor at the favoured end.

This illustrates one of the most important principles in racing:

A theoretical advantage is only useful if you can actually exploit it.

Starting at the favoured end but stationary, with your sails flapping and another boat blocking your acceleration, can be much worse than starting five metres further down the line at full speed.

For beginners, I would usually recommend prioritising a clear, controlled start rather than fighting for the last metre of advantage.

As confidence develops, the tactical possibilities become more interesting.

7. River Racing Changes Everything

This is where racing at Upper Thames Sailing Club becomes particularly fascinating.

On open water, a starting line might be long enough for competitors to spread out.

On the Thames, the available width can be much more restricted.

The starting line may be relatively short, and the first leg may require immediate decisions about which bank to approach.

There are several additional factors.

Wind Shadows From Trees

One side of the river may be sheltered by tall trees.

The other side may have a clear opening through which stronger wind is reaching the water.

Suppose the pin end is geometrically favoured, but it lies in a substantial wind shadow.

The committee-boat end may be less favoured geometrically, yet offer significantly better wind.

In that situation, the apparently disadvantaged end could be the better starting choice.

A boat moving at four knots in clean wind may quickly overcome a few metres of geometric disadvantage compared with one struggling to accelerate in a wind shadow.

River Current

Current adds another dimension.

On a river, the current is not necessarily uniform across the channel.

It may be stronger in the deeper central section and weaker near the banks, with local eddies around bends and obstructions.

If the race begins against the current, the choice of starting position may affect how quickly you can reach a useful area of reduced flow.

If you are racing with the current, a different route may be preferable.

The important distinction is that current does not automatically change which end is geometrically upwind. Instead, it changes how quickly a boat can make progress over the ground and which route is advantageous.

A start-line decision should therefore consider both the wind and the water.

The First Tack

On a narrow river, you may have very little room before the bank forces a tack.

Suppose the favoured end puts you close to a bank where you will almost immediately have to turn.

If several boats are in the same position, the resulting congestion may destroy the advantage gained at the start.

Starting slightly further away might provide room to accelerate and sail a clean first leg.

This is a good example of the difference between start-line geometry and actual race strategy.

8. A Practical Example — Two Boats, Two Different Starts

Imagine a club race on a relatively narrow stretch of the Thames.

The starting line is 40 metres long and has a ten-degree pin-end bias.

The pin has an upwind advantage of approximately 6.9 metres.

Two boats approach the start.

Boat A — Pin End

Starts close to the favoured pin, but has to slow down behind another competitor. It crosses three seconds late.

Boat B — Middle

Starts with clear air, already moving at four knots, and crosses exactly at the signal.

At four knots, Boat B travels approximately 6.2 metres through the water in three seconds. Boat A has a 6.9-metre upwind geometric advantage, but its delay, lower speed and disturbed air may quickly eliminate that benefit.

Illustrative comparison. Distance sailed through the water is not identical to distance made good upwind, so the actual outcome depends on headings, acceleration and current.

The lesson is that line bias matters, but it must be balanced against boat speed and the ability to sail freely.

9. Champagne — Why a Good Start Matters in a Fast A-Rater

Racing Champagne, our Thames A-Rater, introduces another level of interest.

An A-Rater is a very different proposition from a small training dinghy.

It is long, carries a substantial sail plan and relies on good coordination between the helm and crew.

With three people working together, the start is not simply a matter of the helm steering towards the line.

The crew must be ready for the acceleration, changes in sail trim and any last-minute manoeuvres.

The Cost of Losing Momentum

A performance boat benefits from maintaining flow over its sails and foils.

A poorly timed approach can leave the boat moving too slowly just as the starting signal sounds.

Recovering speed may take time and space.

On a river, neither is necessarily available.

For Champagne, I would rather approach a start with a clear plan and enough room to build speed than commit to a congested favoured end with no practical escape.

Crew Communication

A useful pre-start conversation might include:

• Which end appears favoured?

• Is that end crowded?

• Where is the strongest wind?

• Which side of the river do we want after the start?

• When do we need to accelerate?

• What is our alternative if another boat takes our intended position?

The helm cannot necessarily watch the countdown, assess every nearby boat, monitor the wind and plan the first tack simultaneously.

A well-organised crew can share those responsibilities.

And this is one reason why racing a three-person boat can be such an enjoyable learning experience.

Good decisions become a team achievement.

10. What Happens When the Wind Shifts Just Before the Start?

Suppose you have spent five minutes preparing for a pin-end start.

Everything looks perfect.

Then, with thirty seconds remaining, the wind shifts ten degrees.

The previously favoured end may become neutral or even disadvantaged.

What should you do?

The answer depends on how much time and space you have.

If there is enough time to reposition safely, changing your plan may be sensible.

If there are only fifteen seconds remaining and several boats are between you and the opposite end, attempting to cross the entire line may be disastrous.

Sometimes the best decision is to accept that the conditions have changed and make the most of the position you already occupy.

This is where the distinction between strategy and tactics becomes important.

Your strategy might have been to start at the pin and work towards the right-hand side of the course.

Your tactical response might be to remain where you are because moving would create an unacceptable risk of a poor start.

Good sailors make plans. Better sailors know when to adapt them.

On the Thames, where wind shifts can be frequent and localised, that flexibility is particularly valuable.

11. A Simple Start-Line Exercise for Club Sailors

This is an excellent exercise for sailors who want to improve their racing without becoming involved in complicated tactical situations.

It can also work well as a coaching activity.

Exercise — Find the Favoured End

Stage 1: Observe

Before the start, estimate the true wind direction and decide which end of the line is favoured.

Do not ask another sailor for the answer immediately.

Make your own judgement.

Stage 2: Test

Sail near the line and compare the headings available on each tack.

Does your original assessment still seem correct?

Stage 3: Consider the Alternatives

Now look at the wind strength, the current, the bank and the other competitors.

Would you actually want to start at the favoured end?

Stage 4: Make a Decision

Choose your intended starting position and a backup option.

Stage 5: Review

After the race, ask yourself:

Did I correctly identify the favoured end?

Did I start at the intended position?

Was I moving at speed?

Did the first tack work as planned?

Would a different position have been better?

This last stage is particularly valuable.

Without reviewing the result, it is easy to repeat the same mistakes every week.

12. Five Common Starting-Line Mistakes

1. Assuming the line is square to the wind. Even a small bias can matter, so check rather than assume.

2. Choosing the favoured end without considering traffic. A clear start a little further down the line can be better than being trapped in a crowd.

3. Ignoring wind shadows. The strongest and most consistent wind may be more valuable than a small geometric advantage.

4. Forgetting the first leg. A start is only useful if it puts you in a position to sail the next part of the course effectively.

5. Changing the plan too late. A last-second attempt to reach the opposite end can create more problems than it solves.

13. An Advanced Thought — Is the Favoured End Always the One Closest to the Windward Mark?

Not necessarily.

We have been discussing the geometrical advantage of starting further upwind.

But the shortest useful route to the windward mark is not always determined by that geometry alone.

Consider a course where the windward mark lies towards the right-hand bank.

The pin end may be favoured, but a boat starting near the committee end might have a better opportunity to reach the right-hand side of the course.

If that side has stronger wind, less adverse current or a favourable wind shift, it could be the better choice.

Conversely, a boat starting at the pin might be forced into a series of short tacks because of the bank or other competitors.

The result is that the theoretical upwind advantage may disappear.

This leads to a useful principle:

The best starting position is not necessarily the end furthest upwind. It is the position that gives you the best opportunity to sail the first leg well.

That is the point at which simply learning how to start develops into understanding racing strategy.

Conclusion — Win the First Decision, Not Necessarily the Start

One of the pleasures of sailing is that there is always another layer of understanding waiting to be discovered.

At first, we learn to cross the starting line without being early.

Then we learn to cross it at speed.

Next, we begin to recognise that the starting line may favour one end.

Eventually, we realise that the favoured end is only one part of a much larger tactical problem involving wind, current, competitors, geography and the first leg of the course.

At Upper Thames Sailing Club, those factors can be particularly interesting because the river creates such varied conditions.

A small wind shift, a gap in the trees or a patch of slower current can completely change the best approach.

And when racing Champagne, those decisions become part of the teamwork that makes sailing a fast A-Rater so rewarding.

The next time you prepare for a race, do not simply ask whether you can cross the line at the correct moment.

Ask yourself three questions:

Which end is favoured? Where is the best wind? And where do I want to be thirty seconds after the start?

If you can answer those questions before the starting signal, you are already beginning to think like a racing sailor.

In the next article in our Learning to Race series, we will look at how to approach the starting line at the right speed, judge time and distance, and avoid arriving either too early or too late.

Follow the series at PMR Sailing, where we explore sailing techniques, racing tactics and life aboard the Thames A-Rater Champagne.

Return to sailing website https://pmrsailing.uk/Lessons.html

 

Strategy or Tactics? They Are Not the Same Thing

Learning to Race — From First Start to Better Results | PMR Sailing

You had the perfect plan — until another boat arrived.

pmrsailing.uk

Imagine approaching the start of a sailing race. You have studied the wind, watched the current, examined the course and decided exactly where you want to sail.

You have a plan. A good plan, in fact.

Then, thirty seconds after the starting signal, another boat tacks directly ahead of you. Suddenly, you are sailing in disturbed air, losing speed, and heading towards the side of the river you had deliberately decided to avoid.

What happened to your perfect plan?

You have just discovered the difference between strategy and tactics.

These two words are frequently used interchangeably, particularly by sailors who are relatively new to racing. Yet they describe two rather different aspects of sailing, and understanding that difference can transform how you approach a race.

Strategy is concerned with how you intend to sail the course using the wind, current and geography to your advantage.

Tactics are concerned with how you deal with the other boats while trying to achieve that strategy.

Put simply:

Strategy is where you want to go. Tactics are how you deal with the boats that might prevent you from getting there.

The best racing sailors are constantly thinking about both.

1. Strategy — Making a Plan Before the Race Begins

One of the attractions of sailing is that the racecourse is never quite the same twice.

Even if the starting line and racing marks remain in exactly the same positions, the wind will be different. The river current may be stronger or weaker. There may be gusts coming across the water, sheltered patches beneath trees or wind shifts caused by the surrounding landscape.

Before racing, an experienced sailor will try to build a picture of these conditions.

Consider a race at Upper Thames Sailing Club, where we sail on the River Thames between Bourne End and Marlow.

Unlike a large open-water racecourse, the river presents a particularly interesting combination of wind, current, trees, banks and limited manoeuvring space.

You might notice that:

• The wind is stronger towards one side of the river.

• A bend in the river produces a more favourable wind direction.

• The current is strongest in the deeper, central part of the channel.

• A section beneath tall trees is particularly sheltered.

• The wind is gradually shifting towards the west.

Each observation contributes to your strategy.

Suppose you are sailing upstream against the current. You might decide to favour the side of the river where the adverse current is weaker, provided that the wind remains sufficiently strong and the water is safe.

That is a strategic decision.

You have chosen a route because you believe the environmental conditions will make it faster.

Notice something important: you have not yet considered another racing boat.

That is the essence of strategy.

2. Tactics — What Happens When Other Boats Become Involved

Now imagine that you have started your race and are heading towards your preferred side of the river.

Another boat is ahead of you, sailing slightly slower, but its sails are disturbing the wind you need.

You have several choices.

You could remain behind, accepting the disturbed air.

You could tack away to find clear wind.

You might be able to change your course slightly, within the rules, to escape the disturbance.

Or you could wait briefly until an opportunity appears to pass.

These are tactical decisions.

They arise because of your position relative to another competitor.

The difficulty is that the best tactical choice may temporarily conflict with your original strategy.

For example, tacking away might give you clear wind immediately, but it could also take you towards the less favourable side of the river.

You must decide whether the immediate benefit outweighs the longer-term disadvantage.

This is one of the central challenges of racing.

A good sailor does not simply react to another boat. They consider how that reaction affects the bigger plan.

3. A Simple Example — The Favoured Side of the River

Imagine two boats sailing upwind on a stretch of river.

Both crews have noticed that the wind is stronger towards the northern bank.

Both decide that this is the preferred side of the course.

A simplified tactical situation

Schematic only, not to scale. Green shows the preferred strategic direction; orange illustrates a possible tactical diversion. Actual choices depend on wind direction, right-of-way rules and available water.

Boat A manages to sail towards the preferred area with clear wind.

Boat B encounters another competitor and has to decide whether to continue in disturbed air or take a temporary detour.

If Boat B tacks away, it may lose some of the strategic advantage but gain enough boat speed to compensate.

There is no universal answer.

In a very light wind, sailing in another boat's wind shadow can be disastrous. Finding clear air may be worth a considerable detour.

In stronger wind, with a particularly favourable shift on one side of the river, accepting a short period of disturbed air might be the better option.

The important lesson is to understand why you are changing course.

Are you changing direction because the wind or current makes another route better?

That is strategy.

Are you changing direction because another boat is interfering with your progress?

That is tactics.

Sometimes both considerations apply simultaneously.

4. The Starting Line — Where Strategy and Tactics First Collide

The starting line provides an excellent illustration of these competing considerations.

Before the race, you might decide that starting near the committee boat end offers the best opportunity to reach the stronger wind on the right-hand side of the course.

That is your starting strategy.

But as the countdown approaches zero, several other boats have the same idea.

The committee boat end becomes crowded.

You find yourself surrounded by competitors, with limited room to accelerate and a risk of being trapped in disturbed air.

Now you need tactics.

Should you fight for your preferred position?

Should you sail further down the line and accept a less favourable starting location in exchange for clear wind?

Could you delay your final approach slightly to create space for acceleration?

A theoretically perfect starting position is not necessarily the best starting position if you cannot reach it at speed.

I would much rather make a clean start with clear wind from a slightly less advantageous part of the line than become trapped in a crowd and spend the first minute struggling to get moving.

That does not mean abandoning strategy.

It means recognising that a good strategy must be achievable.

For a newcomer to racing, this is particularly valuable. There is little point trying to win the start if the result is being stationary on the line while everyone else sails away.

5. Dirty Air — When Another Boat Steals Your Wind

One of the first tactical problems that new racing sailors encounter is disturbed air, often called dirty air.

As wind passes over a sail, the sail changes the airflow around it.

Behind and to leeward of a sailing boat, there can be an area of reduced and disturbed wind. The exact shape and position depend on the wind direction, point of sailing, sail plan and conditions.

A boat sailing in this region may experience reduced drive and unpredictable changes in apparent wind.

The result can be a noticeable loss of speed.

westcoastsailing.net

This creates a tactical problem.

Suppose you are following a boat towards the windward mark.

Your strategy tells you that you are on the correct side of the course.

But the boat ahead is slowing you down.

You could tack away, escape the disturbed air and regain speed.

However, doing so might mean sailing into weaker wind or making additional manoeuvres.

The experienced sailor asks two questions:

How much am I losing by staying here?

How much will I lose by escaping?

The answer depends on the circumstances.

A short spell of dirty air may be tolerable if the boat ahead is about to tack.

Several minutes of sailing in badly disturbed wind may be far more expensive than taking an alternative route.

This is why good tactics require patience as well as decisiveness.

Not every problem demands an immediate manoeuvre.

6. Covering — Using Tactics to Protect Your Position

As you become more experienced, tactics are not simply about avoiding other boats.

They can also be used to influence competitors.

Imagine that you are leading another boat on the final upwind leg.

You have similar boat speeds, and there is relatively little distance to the finish.

Your competitor tacks.

Should you follow?

Possibly.

By tacking to remain between the other boat and the next mark, or by staying in a position where you can respond to their movements, you may reduce their opportunities to gain an advantage.

This is known as covering.

There are different approaches.

A loose cover allows your opponent room to sail while keeping them under observation and limiting the risk of a major separation.

A tight cover involves remaining much closer, sometimes deliberately positioning your boat to give the opponent disturbed air.

However, a tight cover can also slow the covering boat and create complications under the racing rules.

For most club sailors, particularly those still developing their racing skills, a loose cover is often the more sensible option.

There is another important point.

Covering makes most sense when protecting your position is more valuable than pursuing the theoretically fastest route.

If you are well behind the leading boats, following a competitor may achieve very little.

You might be better off sailing your own strategic race and looking for an opportunity to gain places.

That is another distinction between strategy and tactics: the best tactical choice depends partly on your overall objective.

7. When the Wind Changes, the Strategy Must Change

One mistake I think we all make occasionally is becoming too attached to our original plan.

We decide that the left side of the course is best, and then continue towards it even when the evidence changes.

Perhaps the wind has shifted.

Perhaps a new band of stronger wind has appeared on the opposite side.

Perhaps the current is stronger than expected.

A good strategy is not a rigid set of instructions.

It is a working hypothesis about the fastest way around the course.

And, like any good hypothesis, it should be revised when new evidence becomes available.

This is particularly relevant on the River Thames.

Wind conditions can change dramatically over a surprisingly short distance.

A patch of water that was beautifully breezy five minutes earlier can become almost completely calm.

Meanwhile, a gust may appear further upstream.

If you continue following your original plan simply because it was your original plan, you may sail directly into trouble.

Good sailors continually reassess their strategy.

They also distinguish between a genuine change in the wind pattern and a temporary tactical inconvenience caused by another boat.

This distinction becomes increasingly important as racing becomes more competitive.

8. Sailing Champagne — When Small Decisions Become More Important

yachtsandyachting.com

Racing an A-Rater such as Champagne brings these ideas into particularly sharp focus.

An A-Rater is a long, powerful, high-performance racing dinghy, with a substantial sail plan and a crew of three.

It can cover distance quickly when everything is working well.

But that speed also means that decisions need to be made earlier.

On a smaller, slower boat, you may have time to notice another competitor, discuss the situation and decide what to do.

On Champagne, the same situation can develop much more rapidly.

The helm must think about course and speed.

The crew must be ready to adjust sail trim and balance.

Everyone needs to understand what is about to happen.

Imagine we are sailing upwind and approaching a bend in the river.

Our strategic plan is to reach an area where we expect stronger wind.

Another A-Rater is approaching on starboard tack while we are on port tack.

We must keep clear.

That is not merely a tactical preference; it is a fundamental right-of-way obligation under the racing rules.

We may decide to tack early, pass astern while keeping clear, or take another safe and lawful course.

The choice affects our speed, our position and our opportunity to reach the stronger wind.

What I find especially interesting about sailing a boat like Champagne is that a manoeuvre involves the whole crew.

A tactical decision by the helm must be communicated clearly enough for the others to prepare.

An unexpected tack may be far more costly than a slightly longer route sailed smoothly.

This illustrates a useful principle:

The best tactical decision is not necessarily the cleverest manoeuvre. It is the manoeuvre that the boat and crew can execute effectively.

For a three-person crew, teamwork is therefore part of successful tactics.

9. River Racing — Why Current Complicates Everything

On a river, current adds another dimension to strategy.

Suppose you are sailing upstream against a current of 1 knot.

Your boat is making 4 knots through the water in the direction of the course.

Ignoring other effects, your progress over the ground is approximately:

Speed over ground = 4 - 1 = 3 knots

Now suppose you can sail closer to the bank, where the current is only 0.3 knots.

If you maintain the same boat speed and direction:

Speed over ground = 4 - 0.3 = 3.7 knots

That is a considerable difference.

Of course, the situation is rarely quite so simple.

Closer to the bank, the wind may be weaker or more turbulent. There may be shallow water, obstructions or insufficient room to manoeuvre.

The fastest route depends on the combined effects of wind, current, distance and boat speed.

This is a strategic calculation.

Now introduce another boat.

You are heading towards the weaker current when a competitor occupies the water you intended to use.

You may have to alter course, wait for a safe opportunity to pass or take another route.

That is a tactical problem affecting your strategy.

River racing constantly mixes these two types of decision.

It is one of the reasons I find sailing on the Thames so interesting.

The racecourse rewards observation, anticipation and local knowledge, but it also demands flexibility.

10. The Layline Trap — When Tactics Cost You Distance

A layline is the approximate course from which a boat can reach a mark on its current tack without needing another tack, assuming the wind and conditions remain unchanged.

It is tempting to think of laylines as fixed lines drawn on the water.

They are not.

They change with wind direction, boat performance and, when considering the course over the ground, current.

Suppose you are approaching the windward mark.

Your strategy is to stay in clear wind and approach the mark without sailing unnecessary distance.

Another boat forces you to alter your intended approach.

You tack earlier than planned.

You then discover that you are well outside the layline and must sail a longer distance before reaching the mark.

Your tactical decision has damaged your strategic position.

Alternatively, you may tack too late and discover that you cannot lay the mark at all.

You now need another tack, possibly in a crowded area.

Neither situation is unusual.

The important lesson is to consider where a tactical manoeuvre will leave you.

Before tacking, ask:

If I make this manoeuvre now, where will I be in thirty seconds?

That simple question encourages anticipation rather than reaction.

We will explore laylines in much greater detail later in this series.

11. Five Questions to Ask During Every Race

A useful way to develop your racing judgement is to divide your thinking into two groups.

Strategic questions	Tactical questions
Where is the strongest wind?	Am I sailing in another boat's dirty air?
Which side has the better current?	Is another boat preventing me from reaching my preferred side?
Is the wind shifting?	Should I tack to gain clear air or protect my position?
What is the shortest practical route?	Can I safely and legally pass the boat ahead?
Where do I want to be next?	How can I get there without losing unnecessary speed?

Notice that the questions are connected.

A tactical decision should normally help you achieve your strategy, or at least minimise the damage when circumstances prevent you from following it.

There will be exceptions, particularly when protecting a race position becomes more important than maximising your own speed.

But for most of the race, the two should work together.

12. A Practical Exercise for Your Next Club Race

Here is an exercise that can help both new and experienced racing sailors.

Before the starting signal, make three strategic decisions.

1. Which side of the first beat do you currently favour, and why?

2. Where do you expect the strongest wind or most favourable current?

3. What is your preferred approach to the first windward mark?

Try to make these decisions using observations rather than guesses.

Then, during the race, notice every occasion when another boat causes you to change your plan.

Was the change necessary?

Did it improve your position?

Could you have anticipated the problem earlier?

After finishing, spend five minutes reviewing what happened.

Do not concentrate solely on your finishing position.

Instead, consider whether your original strategy was sensible and whether your tactical decisions helped or hindered it.

You may discover that you made an excellent strategic choice but lost time through poor positioning relative to other boats.

Or perhaps your tactics were good, but you were sailing towards the wrong side of the course.

These are very different problems, and recognising which one occurred is the first step towards improving.

13. The Biggest Mistake — Racing the Other Boats Instead of the Course

One of the easiest traps in racing is becoming so interested in the boat beside you that you forget the larger race.

You tack because they tack.

You sail towards the bank because they sail towards the bank.

You become involved in a private contest that may have little to do with the fastest route around the course.

Meanwhile, another competitor sails into stronger wind on the opposite side and gains a substantial lead.

It is surprisingly easy to do.

The presence of another boat creates an immediate challenge.

We naturally want to beat the person beside us.

But sailing is not simply a series of one-to-one contests.

It is a competition to complete the course in the best possible time, subject to the racing rules and the scoring system.

Sometimes the smartest tactical decision is to ignore a nearby competitor and concentrate on sailing your own race.

That does not mean failing to watch other boats or respect their rights.

It means recognising when a tactical battle is distracting you from a more important strategic opportunity.

14. When Strategy and Tactics Work Together

The most satisfying races are often those in which your strategic and tactical thinking support one another.

You recognise a favourable wind shift.

You position the boat to take advantage of it.

You anticipate where the other competitors are likely to sail.

You avoid becoming trapped in dirty air.

You make a clean tack at the right moment.

And you arrive at the next mark in a stronger position.

None of those decisions is especially dramatic on its own.

Together, they can make an enormous difference.

This is something I increasingly appreciate about sailing.

Boat speed matters, of course. Good sail trim, balance and steering are essential.

But racing adds another layer.

You are not simply trying to make the boat go quickly.

You are trying to make it go quickly in the right direction, at the right time, while other sailors are trying to do exactly the same thing.

That is what makes racing so endlessly interesting.

Conclusion — Have a Plan, but Be Prepared to Change It

Strategy and tactics are different, but neither can be successful without the other.

A brilliant strategy is of little use if poor tactics prevent you from following it.

Equally, clever tactics will not rescue a race if you consistently sail towards weaker wind, stronger adverse current or unnecessary distance.

For anyone beginning to race, I would suggest keeping the distinction simple.

Before the race, think about the course, the wind and the current.

That is your strategy.

During the race, think about the other boats and how their actions affect your route.

Those are your tactics.

And throughout the race, keep asking whether your decisions are taking you closer to your original objective — or whether changing conditions mean that objective should now be revised.

Whether you are sailing a small training dinghy or racing an A-Rater like Champagne on the Thames, the underlying principle is the same.

Have a plan. Understand why it is a good plan. But never become so attached to it that you stop noticing what is happening around you.

Because the perfect plan only remains perfect until something changes.

And in sailing, something always changes.

Follow the Learning to Race series at PMR Sailing, where we explore the decisions, techniques and experiences that turn a first-time racer into a more confident and capable sailor.

Return to sailing website https://pmrsailing.uk/Lessons.html