Thursday, October 30, 2014

What is a derelict boat in Newport Beach?


Chapter 17.20


17.25.020 Anchorage, Berthing and Mooring Regulations.
f. Maintenance in such non seaworthy condition that it is unsafe, unsightly or poorly maintained, including, but not limited to: broken windows, unsecured doors and hatches, excessive marine growth attached to the vessel, the vessel is inoperable for its intended use, partially destroyed or partially repaired for more than three continuous months, provides access to marine mammals, is actively seeping hazardous or toxic material into the surrounding waters, and would present a physical danger to public safety personnel during emergency access;

Jim Dasturs recommendation regarding the Balboa Island seawall.

The following is a letter sent to the Tidelands Management Committee from Jim Dastur.  When Jim talks I listen:

Dear Tidelands Management Committee:

Ever since the news broke, almost 3 years ago, about a plan to possibly spend upwards of $70,000,000 for new sea walls for Balboa Island, I have been trying to understand the need for and the details behind this evolving proposal. To the extent that I have knowledge of and experience in marine construction and engineering cost estimates, I have tried to put in my two cents worth. I am truly thankful to City Council members for having given me the opportunity to participate through my appointment to the Citizen's Advisory Panel to the Tidelands Management Committee.(TMC)
A lot of new, useful information has been provided by City staff during the last 3 meetings of TMC. I find it difficult to respond to facts and figures presented at the meeting without taking the time to understand and digest them over a period of time. My current understanding of the situation, along with my personal/professional opinion, for what it is worth, is as follows:
1. Balboa Island is protected from sea erosion and tidal flooding by a concrete wall, owned and maintained by the City. The total length of the wall is approximately 13,200 feet (+/-). The elevation of the top of the wall varies from a high of 9.1' to a low of 7.7'. 
2. Of the 13,200 feet of wall, about 3,800 feet (along the Grand Canal and the West end of the big island) has
deteriorated to the extent that it would be prudent to replace it within the next 5 to 7 years. There is no impending emergency to replace this section of the wall immediately, although planning, engineering and permitting needs to be addressed and is being addressed currently. The remaining 9,400 feet of wall has at least 20 to 25 years of useful life left, with normal routine maintenance. (This conclusion was supported by the City's consultant at one of the TMC meetings) With competing claims for scarce tax dollars, it would be a non-starter to consider any replacement of this section of the wall, any time soon.
3. There is general consensus that the sea level has risen in the past 20 years and is continuing to rise. The top elevation of 7.7' for a significant portion of the existing sea wall poses a present and imminent danger of swamping the island during a king tide combined with an ocean surge and a heavy rain storm. The probability of this happening may be small, but the consequences would be catastrophic. This issue needs to be addressed on an expedited basis.
4. The political football as to who should pay for any or all of the costs associated with these issues is finally being kicked around. The suggestion that Balboa Island property owners be required to pick up a substantial portion of the costs associated with sea walls, further muddies the already murky waters.
5. Current thinking and planning is for the City to put all issues - the entire 13,200 feet of the sea walls, ferry terminal & fuel dock, bridge retrofits, etc. - into one package for permitting and financing; this leads to the daunting $72,000,000 number. It also forces a design decision for 75% of the wall that does not need to be made for the next 25 years.
Based on the above premises, I would like to put forth these ideas for your consideration.
A.  As a first order of business, engineer and construct a cap addition to the 9,400 feet of wall that has a remaining life expectancy of 25 years, so that the top elevation is 9'. This can be accomplished along the lines of the cap addition done to the Little Island's South Bay Front. This would not entail any extraneous issues such as access to private docks and the beach, permitting for encroachment, ADA issues, home-owner views, etc. The total cost associated with this, per the City's estimate of $250 - $300 per foot would be $2.4 to $2.8 million. The cost for this should be borne by the City. Do not have this issue tied up with planning or permitting for a new wall.
     The reason for opting for a height limit of elevation 9.0 is that this 9,400 feet long wall will be replaced at some date in the distant future. At that time, we will have a better understanding of how fast the sea is rising as well as what is being done holistically about rising sea level for the rest of the inner harbor.
B.  Proceed cautiously with the planning, engineering and permitting of the 3,400 feet of new wall. The total cost associated with this, per the City's estimate of $3,800 - $4,000 per foot (I believe this number already has contingencies built into it and does not need additional contingency on top of that) would be $14.4 to $15.2 million. Since this is a new wall and expected to serve for the next 75 to 100 years, the preferred top elevation should be 10'. The City should be able to find the money, from the tidelands fund and supplemented by the General Fund, to get this done over the next 5 to 7 years.
C. Its is premature and counter-productive to reconfigure the entire ferry landing for future high tides. Re-grading the sidewalk and Agate street to provide protection up to elevation 9' can be accomplished at minimal cost out of the General Fund. The same applies to retrofitting of bridges.
The above course of action reduces the monumental $72,000,000 problem to a more manageable $15,000,000 to $20,000,000 problem that addresses issues for the next 20 to 25 years while we continue to look for holistic solutions for the entire harbor, for the future beyond.
I am available to meet with anyone of you if you are so inclined, to discuss my views in detail.
Thank you for your indulgence in reading this presentation.
Jim Dastur

The Harbor Report: Serious stuff: rising seas and harbor protection

Proposed Tide Gate at entrance of harbor.

By Len Bose
June 6, 2014 | 3:04 p.m.

Last week, I attended the Tidelands Management Committee meeting, where the main two topics were protecting Newport Harbor from rising sea levels and replacing the Balboa Island seawalls.
Assistant city engineer Robert Stein gave both presentations, which lasted close to 2 1/2 hours.
Regarding protecting against rising seas, Stein recommended verifying predictions by observing levels over the next five years. Of course, an earlier discussion was about which predictions the city should use. What was presented were the predictions from the California Coastal Conservancy-adopted climate-change policy.

The following was taken from Stein's report: By about 2020, king tides could be 3 inches higher than today, on track for a 55-inch rise in sea level by 2100.
He also suggested setting new harbor-wide standards for seawall elevation to 10 feet and establishing new requirements for the finish floor elevations from 1 to 4 feet.
The report considered tide gates at the harbor jetty and whether they could reduce overall harbor protection costs. Another concern was sea-level-rise protection measures for the Balboa Peninsula.
So what will start to happen when five years go by and the sea level has risen by 3 inches? I would hope you would see the city purchase a consultant's report to see if a tide gate will work. At this point, a tide gate would still be more than 10 years out before completion.
The city's standard for seawall height will be increased to 10 feet. The Balboa Peninsula will have to consider sand berms up to 5 feet high and hope that its floor elevation is above 11 feet.
The second presentation looked at the Balboa Island Seawalls Replacement Project. To see the best explanation of what is being considered, go to the city's website, Send comments to Also, while walking around the island, look for the story boards located at different light poles on the boardwalk.
My observation was that the committee members are leaning toward new seawalls at 10 or 9.5 feet and moving forward with plans and engineering. The committee is reaching out for more community input.
A great deal of time was spent talking about how to pay for the seawalls and plan for the worst. I felt the consensus was to hold off on committing to build anything until there are more facts. The city will also wait and observe sea levels for the next five years to see if predictions are reached.
As 5 p.m. approached, I looked out the window and was overcome by the desire to go sailing on the Thursday night beer can races. I quietly made my way out the door with the intention of not missing the boat, no pun intended.
As I looked to the sky and reviewed all that was said in the meeting, the thought of the predicted upcoming El NiƱo made me wonder if this winter storm might move things along a little faster.
Sea ya.

LEN BOSE is an experienced boater, yacht broker and boating columnist.

Sunday, October 26, 2014

For Sale: 1980 68' DEERFOOT Hull # 1 ASKING $ 350,000

1980 68' DEERFOOT Performance Cruiser

Deerfoot 68’ was conceived by the California industrialist Stanley Dashew, an experienced sailor who had owned a 39’ Friendship sloop, 76’ Alden schooner, 60’ Alden ketch and a large catamaran. Based on the boat market, at that time as well as his personal requirements, Dashew observed that there was a market for a large, fast, simple performance cruising yacht that could be handled by two people, with separate accommodations for three couples and a paid hand if needed. Most important was good performance with every possible comfort. Dashew had met up with Bill Lee and the “Fast is Fun” crowd in Santa Cruz and was able to sail aboard Merlin and was impressed by the concept of ultra-light sailboats. He presented his concept, of an light weight performance cruiser, to Doug Peterson in San Diego, who designed the hull, keel, and rig plan for Deerfoot. This boat you are looking at today was built by Salthouse Brothers yard in New Zealand under the close eye of Dashew. Detailed planning of the interior and construction was done during construction. New Zealand was chosen for building after Stanley Dashew’s son Stephen stopped there during a world cruise. Both Dashews were impressed by boatbuilders and their employees in New Zealand. Who built their boats for the demands of the Southern Ocean. Along with the availability of native kauri timber, used extensively in Deerfoot, also played a big role in choosing the Salthouse Brothers yard. The original concept of a shallow, light displacement performance cruiser was preserved, and although the displacement had been increased considerably with added creature comforts, and in spite of the cruising rig, Deerfoot kept most of her desired characteristics. Since Deerfoot is intended for long ocean passages, great attention was paid to safety at sea. There are watertight bulkheads fore and aft, plenty of pumps-manual and electric. Fire-retardant resins where used during construction and there are extra large hatches over every cabin and compartment.


Looking Aft

Owners Stateroom

Saturday, October 25, 2014

The Harbor Report: The importance of sailing stories "Flash Back"

Andrew & Len Bose 2013 Midwinters

By Len Bose
February 21, 2013 | 2:01 p.m.

This week's column is more for me than for all of you.
I am sure you have heard and lived it yourself: Life is too short to go boating without your family and friends.
Tuesday I stared at my blank computer monitor for about 20 minutes, thinking of something to write for this column. Then, while looking out of my office window, I noticed the large, dark clouds of a winter storm approaching.
My phone rang. It was my mother, looking for assistance to take my father to the hospital. As we traveled south on Coast Highway, I glanced out to sea. The look of the approaching storm shook me from the inside out this time. I took a deep breath as my emotion started to rise in me like the ocean's tide.
Over the last 15 years my mother and I have made this trip many times, but this time felt different. The parking lot was full, and we ended up on the top level, where you can see out over the harbor. The dark clouds were coming in from Catalina, and it was only a matter of time before the forecasted downpour would be upon us.
While in the hospital's emergency room, we always seem to talk about the same topic: sailing.
This time, my father thanked me for sending him photos of my son Andrew and I sailing our Harbor 20 in last weekend's Midwinters. He always talks about when he and I learned how to sail a Hobie 16 off the 18th Street beach and reminds me of all the moored boats I ran into.
Quite often, the story comes up of when we beat one of our best friends in the Ancient Mariner regatta back in the 1970s. It always feels good to laugh together at these familiar stories in these situations.
As doctors and nurses came in and out of his room, we talked about his grandson's junior sailing classes and the expression on the boy's face when he returned from one of his lessons after he flipped his Sabot for the first time. This was followed by concerned laughter.
We also like to bring up one or two stories from our many Catalina trips. The story that seems to get the biggest laugh is about one of our failed attempts to make it through the surf in a dinghy while heading back to the boat.
This story always gets my mother into the conversation, with her saying something about me being a genius, and how I almost took out our whole family. The laughter will grow louder as we all recall wading back to the beach to retrieve the turtled dinghy, with its outboard sounding and looking more like a blender.
Of course, we also have our Duffy electric boat stories from when one, or all, of us had a little too much fun at dinner.
I've asked on more than one occasion, "Hey Dad, do you remember which dock we tied the boat to?" When she hears that story, my mother normally just puts her head down and shakes her head from side to side, and I see a half smile appear on her face as she pretends to hide it.
The harbor and boating has become a big part of our lives. We continue to observe the tide come in and out, and the dark winter storms do the same. What I had not realized is how often I watch them alone.
This last weekend I sailed the first day of the Midwinters by myself because I thought I would be faster in the lighter winds. It turned out that I was wrong, in more ways than one.
I am hoping that this winter storm will pass with little incident and my father will return home and regain his strength. I still want to tell a few more stories about the next Harbor 20 race with him and his grandson.
Sea ya.
LEN BOSE is an experienced boater, yacht broker and boating columnist.

The family chain.

Who said "Life is easy, when time grows shorter?"

Monday, October 20, 2014

The Harbor Report: Commissioner is leaving his mark on the harbor

                                               Harbor Commissioner Paul Blank                                 Photo
By Len Bose
October 17, 2014 | 3:01 p.m.

This week, I had a chance to catch up with one of my favorite people, active harbor user Paul Blank.
In July 2012, Blank was selected by the City Council to sit on our Harbor Commission. At that time, I wrote, "He's very responsive, truly loves our harbor and will make a great harbor commissioner." As it turned out, our council selected one of the best and most productive commissioners I've ever observed.
Blank started to fall in love with our harbor at age 8, when he signed up for the city's beginning sailing program. He later attended Estancia High School and then moved on to UCLA and participated on the sailing team. The day after he graduated from UCLA, he moved to Corona del Mar and has lived there ever since.
Blank stays active on our harbor by sailing his Sabot, paddling his stand-up paddleboard, racing on the 49-foot, 11-inch sailboat It's OK and spending time in his True North 38 power boat.
When I asked him how he most enjoys the harbor, he replied, "Any moment I get to spend on the harbor is just a blessing. Asking me how I best enjoy the harbor would be like asking a parent to pick their favorite child."
Blank and I talked further about his role as a harbor commissioner and how he became interested in taking the seat. He expressed a keen interest in local politics.
"It's important for individuals to get involved and have a say in what their community looks like," he said.
During the last two years, he has set up a committee on stand-up paddleboards, should they be restricted within our harbor, along with making public pier recommendations. Both tasks were completed and presented in such a professional manner that it has become the standard for the Harbor Commission. One also gets the feeling, when observing this type of presentation, that the City Council can make a timely decision and things get done.
Blank is now working on the Harbor Commission's outreach committee, among other topics. An upcoming event to take notice of is the special Harbor Commission meeting scheduled for Nov. 15. The meeting will convene in a conference room in the Harbor Patrol facility at 1901 Bayside Drive, Corona del Mar.
The meeting will then be moved to one of the Balboa ferries waiting at the Harbor Patrol visitor's dock for a tour of the harbor. Copies of the route with waypoints to be called out on the tour can be found on my blog,
Commissioners will address the waypoints about which they are most versed. The ferry has a capacity limit, and guests will be handled on a first-come, first-served basis.
Blank explained that the best way to prepare for the meeting would be to familiarize yourself with the waypoints and bring all of your questions and concerns.
We went on to discuss the hot topics of today and his concerns for the future. The most important topic today is our RGP 54 dredging and eelgrass mitigation permit, which should be completed in the first part of 2015. Another important topic is the development of our Lower Castaways. Both topics will be covered during the special meeting.
When we talked about the future, Blank brought up water quality and the rising sea level.
"The harbor's water quality has never been as clean as it is now in my lifetime, and it must continue to improve," he said. "Dredging and trapping debris and contaminants upstream is an extremely important element in keeping the water in the bay clean. Progress has been made; there is more to do."
While talking about sea-level rise, Blank explained the non-alarmist approach, which entails monitoring the harbor's data points and adjusting to the information.
Like Blank said, "It's important for individuals to get involved and have a say what their community looks like."
I was very pleased to hear that the Harbor Commission has added my idea of day moorings off Big Corona Beach to its description of alternative anchorage areas.
Be sure to mark your calendars for Nov. 15 and bring your questions.
Sea ya.

LEN BOSE is an experienced boater, yacht broker and boating columnist.

Saturday, October 11, 2014

The Harbor Report: Lots of high points in High Point series

2014 Harbor 20 Championships at the NHYC

By Len Bose
October 10, 2014 | 5:21 p.m.

Over this last week, we wrapped up the 2014 Newport Beach High Point Series. We have a new Harbor 20 Class champion and Harbor 20 High Point winners.
Every year, our local sailboats race under the Performance Handicap Racing Fleet (PHRF) in an event sponsored by the Assn. of Orange Coast Yacht Clubs (AOCYC).
This series of races is called the Newport Beach High Point Series and determines our harbor's PHRF champion. The Newport Beach High Point started in February with the American Legion running the Midwinter Regatta and wrapped up with the Newport Ocean Sailing Assn. (NOSA) 14 Mile bank race.
The other regattas that make up this series are the Balboa Yacht Club's 1st 66 series race, race eight of the Bahia Corinthian Yacht Club's ocean racing series and the Newport Harbor Yacht Club's Ahmanson Cup.
Amante taking this years Ahmanson

By the time we completed three of five races, Roy Jones' J 133 Tango and Brian Dougherty's J 105 Legacy were tied for first and the Richley family's Amante was in a very close third.
Then came the Ahmanson Cup, which was sailed in September. At this point, the Richley family decided to put the hammer down and won their class and took home enough points to take the lead in the High Point Series. With one more race left in the Newport Beach High Point Series, any one of these three boats could have taken home the coveted champion's light blue burgee.
With little to no wind last weekend, the 14 Mile bank race was abandoned and a round of Coors Light was passed around Amante as the race committee notified the participants.
This makes the second year in a row that Amante has won the light blue burgee, with 29 boats entered in this year's series. Be sure to give Amante a "well done" at the start of the BYC Sunkist series on Nov. 2 when you see it on the starting line.
While the 14 Mile bank race was being abandoned, another race had opted to keep going. The Harbor 20 fleet had 41 boats waiting around for wind after completing one race in the Saturday class championships.
With the weather as hot as it was, along with the light wind, this was one of the most difficult regattas I sailed in this year. Shannon Heausler was my crew, and we found some breeze on the far left of the course and sailed into a fifth-place finish on Saturday.
While waiting for the wind to fill in on Saturday, the eventual winners in A fleet, Gale and Jon Pinckney, sailed by, and Jon commented, "So, Len, I guess you sailed all the way over to the left and kissed the pig?" My reply was: "Not only did I kiss the pig, Jon, I dressed it."
Sunday, we got in five races in more light air, and the Pinckneys sailed a very consistent regatta, digging their way through the fleet when they needed to have all top-four finishes. If you are wondering how the Pinckneys did it, Jon wrote a detailed account of the race, and I posted it on my blog site at

Mark Conzelman had a tight battle with five other boats to win B fleet. The difference between first and seventh place was only nine points. In C fleet, Kathryn Reed won on a tiebreaker over Roxanne Chan.
Gale & Jon Pinckney
The Harbor 20 High Points Series results are in for 2014. In C fleet, Michael Volk was third; in second place was Andy Everson; and this year's winner is Jan Houghton. In B fleet, Len Connelly was third; Tom Corkett was second, while Conzelman sailed away with the trophy. In A fleet, Helen Duncan was second, and Peter Haynes took home the trophy.
Before we call it a year and prepare for our winter series, Bahia Corinthian Yacht Club has one more big regatta coming up Oct. 25 and 26. The Corinthian Cup is a junior event sailed in Sabots, Lasers and CFJs.
This is a huge event with approximately 70 to 80 juniors sailors representing themselves and their yacht clubs in an effort to win the Corinthian Cup. NHYC will be defending its title this year.
Sea ya.

LEN BOSE is an experienced boater, yacht broker and boating columnist.

Friday, October 10, 2014

Harbor 20 Fleet Championship Regatta Report

Gale & Jon Pinckney 2014 Harbor 20 Champions

October 4 & 5, 2014
By Gale & Jon Pinckney, Earth #15

It is important to understand that every regatta is different, and as such it is important to identify ahead of time, if possible, what the keys to success will be. Sometimes setup and tuning for speed are the priority and other times tactics or starting are more important. You could have a deep fleet in which anyone could win or a shallow fleet in which it is a one or two boat show for the win. Every regatta has a different set of circumstances that will determine strategy and success. Once you have correctly identified and committed yourself to the key points for victory, your process for making decisions throughout the regatta has a starting point, more structure, and hopefully you are rewarded with more consistency and better results.

We felt consistency was going to be a huge factor because of the depth of the fleet along with the possibility that we might not get enough races in for a throw out. Starting well would be key, but being aggressive trying to win an end on a small line would probably be too risky over the long haul. With super light winds from the south, we knew we would be racing through the moorings where speed is difficult to maintain as you have to navigate competitors, moored boats, and unsettled winds that just went through someone’s patio. Finally the tough fleet and conditions were certain to put everyone in situations in which they would be behind and have to try to come back. We felt the team that would ultimately win the regatta would be the one that could dig itself out from behind better than the other top teams.

Mast Tune

Our shroud tension was set the way Bill Menninger recommends, which is fairly loose around 16/17. I think that as long as your shroud tension was within one or two turns on either side of 17 you were fine. In general, in light air, you don’t want to be tight which I think starts around 20. Although some of us fixate on it, I do not think mast setup was a big deal this weekend unless you were tight. As an example, I found on the morning of the regatta that my mast is off-center, side-to-side by one inch, and has a significant bend to port up top. Mast Tune 101 always starts out with a straight mast that is centered side-to-side, but we sailed all weekend with it out of alignment, which drove me crazy. Since, as we still seemed somewhat fast, this tells me there must have been more important factors than mast tune in determining boat speed. That being said, I definitely plan to take my mast down and examine the problem further.


Locating pressure and placing yourself in it was by far the single most important item to pay attention to this weekend. When the wind is 2-4 knots, as we had all weekend, the difference is staggering when you find yourself in 2 knots more pressure than your opponent. With four knots instead of two, you are probably going twice as fast and able to point 20 degrees higher. When we sail in the normal 8-10 knots when the wind is filled in across the course, 2 knots more pressure always helps, but it is nowhere near the game changer that it was this weekend. When you hit a soft spot in 8-10 knots, you can still coast and maintain most of your momentum and get going again with relative ease when the next puff hits. Not so when it is 2-4 knots! If you slow down as the result of less pressure, pinching, poor sail trim, steering or tacking, it will take forever to get up to speed again.

With that in mind, the number one priority on our boat was looking for wind at all times. I am always trying to identify where the next pressure is located and what path will allow me to sail to it as soon and as easily as possible. More importantly, since everyone else is presumably of the same mindset, I must do better by identifying where the next two or three pressure systems rolling down the course will be, after the one that everyone else is looking at is gone. I need to know how fast or slowly they are traveling, how long they will last, how much pressure they contain, and once I am in them, will they connect me to the next cycle of pressure systems coming down. Sometimes a smaller pressure line won't look as good short term as a larger one your opponent is in, but it may connect you to the next one or two better. It is easier said than done, but this system of “connecting the dots” is usually the key to winning in our small, shifty bay. While we were always trying to pass the boat in our immediate area, our biggest gains were always made two or three moves in advance using this process.

Pressure aside, we were always trying to go fast, because when you are fast you have more options. This requires keeping the sails a little looser and the bow down footing whenever possible. When you are fast, you are free to tack or pinch, if need be, for a short while to cross boats, moorings, create lateral separation from an opponent to leeward, or to connect sooner with a puff on your beam. If you are slow going into any of the above maneuvers, you lose too much speed and it will take too long for you to get up to speed again. Every decision we made this weekend was based on speed and pressure. We never went wing on wing all weekend (reaching is faster), and we never tried to pinch over a moored boat unless, by reading the available wind, I was absolutely 100 percent sure we could clear it. If there were any doubt at all, we would reach off and duck. All things being equal, I would rather head down and ease sails to a beam reach and gain a lot of speed to duck - than have to tack in 2 to 4 knots.

We made some huge ducks of 20 feet or more on large moored boats or opponents. Maybe in hindsight a tack would have been better. Perhaps we could have gone wing and wing a couple times, too. However you have to accept the fact that of the hundreds of decisions you make over the course of the weekend, you will be wrong 25 percent of the time. When you prioritize all your decisions based on speed, when you are wrong you are still going fast and you still have all your options. On the flip side, when you are wrong 25 percent of the time and going slowly or almost stopped, you will lose way more boats than someone who made a wrong decision but is still going fast. It adds up over the course of a weekend. There is too much at stake in 2-4 knots to risk being wrong when the penalty is slowing down significantly. This is where you typically lose lots of boats as opposed to one or two. Things are different in 8-10 knots, but 2-4 knots is a completely different animal. One other thing I did for speed was reread Jim Kerrigan’s article on the H20 website “Positive thinking about zero to four knots of wind”. He makes some very good points. We did everything he said…except lie down!

Our final key to the regatta was recognizing the winning team would be the one that could come back from adversity and salvage a decent finish when caught deep. Whenever I race, I always study results and find something interesting. In this particular case, I highlighted those come back races as this was where the regatta was won or lost. I try to identify what factors contributed to the problems in the race and how those problems can be corrected in the future. I then calculate the average finish in these races to see how well we were able to come back when we were behind. From there you can also determine what you did right or wrong in your comeback. In our case, all three highlighted races were the result of bad starts. In the start of race one, we couldn’t lay the pin and had to gybe around and start late. In race three, we were over, and in race six, we had to circle back around after getting shut out at the RC boat for barging and again start quite late. I have concluded that the solution for the poor starts is that we need to compensate for the extreme light air by positioning for our final approach earlier and from a better location. Starting near last in 50 percent of the races is not the formula for success, and I will definitely try to apply the lessons learned in the future. We were a bit lucky because if there had been a stronger steadier wind, we probably wouldn’t have been able to catch up as well as we did. The light, fluky winds allowed plenty of opportunities to catch up using the techniques that I described above. Another perspective in looking at results below is that the most important race of the regatta was race #3 as Pinckney and Campbell started the race in last place after being called over early. Menninger is launched and wins the race gaining 12 points on Campbell but Pinckney makes a comeback and only loses a point to Menninger.

Pinckney 7 1 2 4 1 4 Total: 13/3 = 4.3
Menninger 8 5 1 1 4 10 Total: 23/3 = 7.6
Campbell 1 2 13 2 9 6 Total: 28/3 = 9.3

Key to Regatta

Ability to come back and post a good score in a race where you are deep.

Pinckney total score in races #1, #3 and #6 =13
Menninger total score in races #1, #2 and #6 = 23
Pinckney totaled 10 less points in comeback races.
Total overall margin of victory was 10 points.

This was a very tough regatta and we feel fortunate to have won. Sailing in 2-4 knots really is a different ballgame and we hope that sharing with you our approach and debrief is helpful. Also thanks to the always humble Bill and Diane Menninger for letting us rent their trophy for the year!

Monday, October 06, 2014


Amante repeats and takes the 2014 Newport Beach HighPoint Series

Legacy finishes in 2nd place

Tango in 3rd

Amante repeats and takes the 2014 Newport Beach High Point Series. I will do a complete write up of this years series in my column this week.

                   Midwinters         66      BCYC  NHYC
Amante         07              17        7      14   = 45
Legacy          10              18       4       9    = 41
Tango           11               13       8       5    = 37
eXigent                          16          0      13   = 29
Cirrus              0              19         5       5   = 29
Linstar          08              14         3            = 25
Adios            09              15         0            = 24
Berserk                           12          0      10   =22
In Appropriate               18          0            = 18
RD                                  12          6             =18
PussyCat      05              10          2             =  17
Maiden                          16           0             = 16
Sting                               14          0              =14
Kokopelli2                                          12      =12
Free Event                      11          0               =11
Margaritaville                                       11    =11
Beserk                                                   10    =10
Whistler                          10          0              =10
TNT                                 09          0           = 09
Lickity Split   01             08          0    1      = 10
BOLT                                                     8      =8
Hot Ticket     06                             1           = 07
Its OK                                                  07      =07
Marisol                                                 06     =06
Violetta         04                0           0            = 04
Lucky Star    03                 0           0            = 03
Rebel Yell                                              03  =  03
Bud                                                         02  = 02
Baraka          02                  0          0            = 02

Next race: ALYC Midwinters 2015    2-14 & 15

"online" calendar is incorrect. 

Editorial: If you are enjoying the Newport High Point Series please work with your yacht club and ask them to make an extra effort for this series and promote the next event at the awards. 

This years lessons learned: When a yacht club hosts an event it is highly recommended that if only one race is sailed  all classes sail the same distance. 

For those of you who wonder how the scoring works?