Dmitry Shteyn — Keeping the Pace After Dark: Watch Systems for Great Lakes Distance Racing

The Psychological Shift of Night Racing

When the sun dips below the horizon during a race like the Chicago-Mackinac or the Queen’s Cup, the dynamic on the boat changes instantly. The visual cues we rely on—the shape of the waves, the telltales on the jib, and the proximity of our competitors—become obscured. This is where a well-structured watch system becomes the most important piece of equipment on the boat.

In my experience coaching offshore teams in Wisconsin, the biggest mistake crews make is trying to stay awake together for as long as possible. By 2:00 AM, everyone is exhausted, sail trim suffers, and safety margins disappear. A disciplined watch system ensures that there is always fresh energy on deck to handle a sudden squall or a tactical sail change.

Choosing the Right Rotation

There isn't a one-size-fits-all system, but most Great Lakes teams gravitate toward two main styles: the 'Four-on, Four-off' or the 'Rolling Three.'

For a standard Lake Michigan crossing, I prefer the Four-on, Four-off system. It’s simple: half the crew is on deck, half is below. Every four hours, they swap. The downside is that four hours can feel like an eternity in a cold rain, but it provides the off-watch crew enough time to actually reach a state of REM sleep.

Alternatively, many smaller teams use a staggered rotation where one person joins or leaves the deck every hour. This prevents the 'cold start' problem where an entirely new, sleepy crew takes over and takes twenty minutes to find their groove. By keeping two people who have been on deck for a while paired with one fresh person, the boat speed remains consistent.

Safety and Communication Protocols

Night sailing brings specific safety requirements under the Racing Rules of Sailing and US Sailing Safety Equipment Requirements. Rule 1.1 emphasizes that a boat and her crew shall give all possible help to any person or vessel in danger. At night, that means everyone on deck MUST be clipped into jackstays with a safety tether.

In a recent race out of Milwaukee, we had a localized cell move through at 3:00 AM. Because we had a strict 'all hands' call protocol, the off-watch was on deck in their foul weather gear within 60 seconds. Without a clear command structure, we would have been caught over-canvassed in thirty knots of wind with half the crew asleep in their bunks.

The Art of the Handover

The handover is the most critical five minutes of the watch. When the new watch comes up, the outgoing watch leader should provide a briefing that includes:

• Current compass heading and target speed.
• Changes in wind direction over the last hour.
• The location of any nearby AIS targets or visible white lights.
• Any mechanical issues (e.g., a sticking block or a fraying sheet).

If you are the one coming on watch, don't just grab the tiller. Take five minutes to let your eyes adjust to the dark. Look at the radar or chart plotter and get your bearings before you take over the responsibility of the boat.

Sail Trim in the Dark

Trim at night is a game of feel. Since you can’t see the top telltales easily, you rely more on the helm's feedback and the instruments. If you're racing a boat like a J/105 or a Beneteau 40.7 on Lake Michigan, your speedo and apparent wind angle (AWA) become your primary guides.

We often use small strips of reflective tape on the sail's draft stripes or telltales. A quick flick of a red-light headlamp can tell you if the jib is breaking correctly without destroying your night vision. Remember, white light is the enemy of the night navigator. Use red lights exclusively to protect the crew's ability to see navigation markers and other vessels.

Managing Energy Levels

Lastly, don't forget the 'engine'—the crew. On a long distance race, the off-watch needs to eat and hydrate before they hit the bunk. Even if you aren't hungry, your body needs the fuel to stay warm. A cold, hungry sailor is a slow sailor. In my coaching sessions, I always emphasize that the watch system is a contract. When you are off-watch, your job is to sleep. No 'cockpit chatting' or hanging out. The faster you get below, the better you'll perform when you're back on the winch.