Last year, 2002, ten boats were measured. Compared to other years, this was more than double. The main reason for this was the Worlds, which was hosted at MCC. To date, there are 223 boats now measured in North America.

Two new Local Measurers joined last year: Andrew Barlow in Windsor and Tony St.Amant in Toronto.

2003 Measurers

Peter Wolfhard Georgian Bay

Kallie Saarits Golden Horseshoe

Kevin Bowman Lake Huron

Jamie Shadwell Kingston Quinte

Chris Phippen Kingston Quinte

Gord Nikaido North Shore

Toby Barwick North Shore

Tony St.Amant North Shore

Bill Hillary Ottawa

Keith Quigley South Shore

Andrew Barlow Windsor

At the past two AGM’s, I was asked to research the possibility of the Shark Class legalizing the use of Mylar for the 180. The first year, I polled four Sailmakers on the possible use of Mylar on the Shark. Three of the four Sailmakers indicated they would not recommend the use of Mylar, stating the current Dacron sails are on par with Mylar with respect to performance, durability and, as well, are cheaper. The fourth Sailmaker indicated Mylar would have similar performance and durability, but would be cheaper than Dacron.

In 2002, I reported at the ISCA meeting that CSCA was looking into the viability of Mylar headsails. The European countries indicated they had concerns if Mylar was adopted as this may hinder the growth of fleet. Also, several of the Canadian Shark owners in attendance indicated the same concerns. It was concluded that since a Sailmaker submitted the initial proposal, that it should be the Sailmakers, and not the Shark Class, that conducts the research. If a Sailmaker feels he has a superior product that would benefit the Shark Class, he should present findings.

A compression post maybe used to support the deck and mast. The post is to used in conjunction with any original bulkhead or frame. The post should not replace any original bulkheads, frames or equipment. The compression post cannot be adjustable. The sole purpose of the compression post is for additional support. The post shall be placed in such away that it should not greatly impede the entrance to or exit from the forepeak.

With boats dating back to 1959, the aging of the Shark fleet is an issue that requires attention. The hull/deck joint has become a chronic problem, with water leaking inside the cabin. Along with the leaking of the windows, major structural damage can occur over a period of time. Rotting of bulkheads and stringers has happened and in some extreme cases, chain plates have been pulled out, resulting in loss of rig. The Measurement Committee is reviewing the possibly of granting the glassing over of the hull/deck joint.

The concerns the Committee has are:

· Glassing over the joint changes the layup schedule of the boat, which conflicts with our specifications.

· This may add rigidity to hull over the original joint but it is unknown to what extent.

· The cost and time involved doing the work has not been determined but will require some type of skill and knowledge.

On the plus side, this should stop the leaking of the water, extend life of the boat and reduce maintenance on the boat.

The Committee has determined the glassing over the hull/deck joint is a viable option in stopping the ingress of water. It is the opinion of the Committee that the addition of a layer or two of fibreglass does not significantly strengthen the boat. In fact, the glass over the joint adds weight in a disadvantageous area.

The glass over the hull/deck joint may be done under the following criteria:

· Item #2.3 of the Specifications. Builders and owners shall consult with ISCA and obtain written authorization before making any changes in construction of the boat, spars or equipment as covered by these Rules.

· The mechanical fastening of the joint shall remain the method of attachment. The original type of fastening and quantity shall remain the same.

· The glassing is only for the sealing of the joint and not a substitute for the mechanical fastening on the hull.

· If there is a reduction in weight because of this work, one of the following shall take place:

o Boats above basic weight (2100 lbs): this reduction shall be considered weight relief.

o Boats below basic weight or boats that drop below the basic weight: the addition of corrector weights must be equal or greater to the weight reduction. This weight must be added at the following locations:

§ The corrector weights must be permanently marked with the weight and shall be fastened in a permanent manner to the under side of the deck where the hull meets. The weight shall be placed in front of the main bulkhead and/or in the area of the cockpit seats.

· The boat shall be weighed at the basic weight before and after the work is complete, to determine if there was a reduction in weight.

· All original tracks, railings, and fittings must be reinstalled upon completion of work.

· Boats that have vinyl rub rail will have to remove this rail in order to glass over the hull/deck joint. The vinyl rub rail cannot be reinstalled after the work is complete, as this rail was an integral part of the original hull/deck joint. The removal of the vinyl rub rail will be permitted for the purpose of glassing the hull/deck joint. It should be noted that the rub rail is heavy and there maybe a reduction of weight once the glassing over the joint is complete.