Thursday, April 16, 2015

For Sale: 2003 Harbor 20 for $ 15,850.

New Bottom Paint
New Mast
New Standing Rigging
New Sunbrella Jib Sock
New Sunbrella Cuddy Cover
Replaced jib boom
Ensign & Staff
Main & Jib Good shape
Freash Running Rigging
Clean motor
C-Foam Cockpit Cushions
Tiller extension

3rd Owner

FOR SALE 59' Perry Performance Cruiser built by Westerly Marine

Designed from the outset as a fast, comfortable, true blue-water cruiser, the Perry design has met the goals perfectly. She is easily handled by a couple, or can be single-handed by an experienced skipper. All sail controls lead to the cockpit, and the main and jib sheet winches (electric) are easily reached by the helmsman, as are the GPS, autopilot, chart-plotter, VHF and engine controls. She is a one-owner yacht, with no repairs or refits needed.

When first approaching this custom 59 foot custom performance cruising sloop, designed by Robert Perry, one might question if she was a race boat at one time. My eyes quickly went towards swept back hard dodger and the thought on how comfortable the cockpit must be for long ocean passages. I glanced at the furling boom system along with the roller furling headsails. This blended in with electric primary winches and state of the art electronics I immediately understood that this boat could be easily sailed by two people. Stepping aboard this performance cruiser, from the stern transom steps, the first item that jumps at you is the large wheel. Placing your hands on the wheel of these boats immediately places an ear-to-ear smile on your face on the FUN you will have with a following sea behind you. Another very important feature to this Perry 59 is the amount of interior luxury you get with grand prix performance. As you step down the companionway, the first thing your senses pick up is a warm and fuzzy feeling vibrating from the interior luxurious. Starting with the large owners stateroom forward that provides a comfortable sleeping arrangement at anchor. Shelves and teak trim run along the hull side. There is a large opening hatch above. Aft and to starboard, there is a large stall shower. Across and to port is the head. The owners stateroom also features a vanity with plenty of storage throughout this luxuries stateroom.

ASKING 1,400,000

Wednesday, April 15, 2015

FLASHBACK: The True Yachtsman Guide To Flag Etiquette for Opening Day

I wrote this story in 2007:

According to naval regulations, a flag officer is anyone who holds the rank of rear admiral and higher. Applying that reasoning to yacht clubs, only the commodore, vice commodore and the rear commodore have a clear claim to the title of flag officer. A past commodore has less of a claim, and a fleet captain, secretary and treasurer have no real claim at all.
Yachting and Customs and courtesies by Joseph Tringali.

When two boats are approaching the same gangway or landing stage, flag officers shall have the right of way in order of seniority.

Piloting seamanship and small boat handling “Chapman’s”

Distress: Though not official, flying the US Ensign upside down is universally recognized as a distress signal.

Transportation: Code flag “T” is used to call the club tender.

When cruising away from home waters, the wise yachtsman keeps a sharp eye out for local customs. It is a mark of courtesy to conform to local procedures and practices. While visiting at a yacht club of which you are not a member, observe the actions and routines of the local owner-members, and particularly the club officers. This is especially important with the respect to evening colors. Not all clubs strictly calculate the daily time of sunset, and some may be earlier than you would normally expect. If you will be off your boat at the time of evening colors be sure to take down your flags before you leave your boat.

That pesky clock which no one ever seems fully to understand is based on the concept of watches: not wristwatches, but ship’s watches. The ship’s day is divided into six four-hour ‘watches’ beginning with the period from 8:00 P.M. to midnight, which is called the ‘first watch’. For the record, the names of the watches are:
8:00 Pm to midnight First watch
Midnight to 4 AM Midnight Watch 135
4:00 am to 8:00 Morning Watch
8:00 am to Noon Forenoon Watch
Noon to 4:00 pm Afternoon Watch
4:00 pm to 8:00pm Evening watch

Now for the bells: a junior member of the crew, usually a cabin boy, was assigned to the task of keeping track of the length of the ‘watch’ by turning a sand-filled hour glass, and, to make this just a little more complicated, the glass needed to be turned every thirty minutes. The boy was ordered to ring the bell once for each time he turned the glass. Thus, one bell repents 8:30pm two bells 9:00 pm, three bells 9:30. Etc. At eight ells, four hours, the watch changed, and a new cabin boy took over, ringing the bell once at thirty minutes after beginning of his watch and continuing as described through the entire four-hour period.
Absolute purists will note the 4:00 pm to 8:00 pm evening watch is usually dived into two ‘dogs’ known as the ‘first dog’ watch, from 4:00 PM to 6:00 pm.: and the second ‘dog watch”, from 6:00 pm to 8:00 pm. The word ‘dog’ in this instance has nothing to do with a four-legged canine; rather, it is ‘dog’ in archaic sense that we might today use the word ‘jog’ or ‘skip’. ‘ Dogging’ the watch allowed the crew to eat their evening meal, which generally was the only full meal of the day, between the hours of 4:00 pm and *:00 pm.: one-half of the crew was at the table while the other half was at work. No special arrangement is made for the bells during the dogged watch: they continue as before, adding one bell every half hour until the watch ends at 8:00 pm
One final note on ship’s bell is recorded by Lieutenant Commander Lovette and provides an interesting idea for yacht club New Year’s Eve party:
An old custom, once strictly observed, was that of having the oldest man in the ship, be he the admiral or jack-of-the-dust, strike eight bells at midnight, on December thirty-first. This was immediately followed by eight bells for the New Year and always struck by the youngest boy on board. It was, of course, the only time of the year when sixteen bells were struck.

Piloting seamanship and small boat handling “Chapman’s”
Yachting and Customs and courtesies by Joseph Tringali.
Yachting Protocol Guidelines by SCYA

Most yacht clubs have an area set aside as a memorial for the club’s past commodores. Regardless of the form it takes, the purpose of the past commodore’s memorial is something more than feeding the egos of the select few by recognizing a group of individuals whom most people remember vaguely and whom new members may know not at all. It is in the nature of a yacht club to maintain a closer tie to its roots than almost any other kind of club. The memorial, past picture books, photographs, is a continuing link with the club’s past. It is one of the many traditions, which make a yacht club unique

In the past I have noticed visiting yacht club with more than half of the participants flying the wrong flags in the wrong places. Yacht clubs should also ask the visiting club’s to bring their flag so that we can fly the visiting clubs flag. Proper flag etiquette shows other clubs and yachtsman just what your club is all about. Final words, Flags are not flown for appearance; they convey definite and well-accepted meaning. There may be some debate on whether or when a particular flag should be flown, the byword must always be, “ Less is more”

Flag Time
With few exceptions vessels shall make colors only between the hours of 0800 and sunset. All colors should be struck at sundown, which includes yacht club burgees, fun flags, fish catch flags, code flags for dressing ship, etc. For our opening day chairs, all boats displaying colors, private signals, code flags, etc before 0800 on opening day should be noted and assumed that all colors were flown overnight. Can anyone tell me what the exceptions are?
Private Signal: The owner of the vessel designs a flag. Usually a tapered, swallowtail pennant, but sometimes a rectangle or triangle. The tradition of the private pennant signal, or "house flag," currently used dates back to the 18th and 19th century when the sailing ship lines were at their peak. Many line owners were yachtsmen and carried their "house flags" to their yachts. Many members of the older yacht clubs have "house flags" that have been passed down for generations. It is flown in place of the yacht club burgee, from the bow staff on mast less yachts, or from the top of the mainmast on sailing vessels. On todays racing yachts they are flown under the yacht club burgee on the starboard side. Many private signals, particularly those of recent vintage, show symbols which are particularly related to the owners life; someone in computers might be distinguished by a cursor, for example; while others a play on words: the name "Seals" could be represented by a seal or a sun rising.

It is accepted practice that never more than one private signal is displayed at a time.
If a member does not have a private signal, one is recommended that is both simple and timeless in design and easily recognized from a distance to insure its continued use for future generations. Traditionally, initials were not used. May be flown by day only or day and night.


All true yachtsmen should have on board an inventory of the proper flags and signals. The following is a list of suggested flags.

ENSIGN (mandatory)
Congress established the Yacht Ensign of 13 stars encircling an anchor in 1849. Also, the national colors (traditional Stars and Stripes) may be displayed in lieu of the ensign, particularly in foreign waters.

UNION JACK (optional)
A rectangular of the union of 50 stars on a blue field.

Usually a triangular or swallow – tailed pennant, which represents the owner’s yacht club.

The Catalina Conservancy Burgee may be flown in place of the yacht club burgee or beneath a yacht club burgee. The design of the Association’s Burgee was created in 1996.

OFFICERS Flags (mandatory)
A rectangular flag which represents the rank of the yacht club or association officer. Four flags are generally recognized in yacht clubs: Commodore, Vice Commodore, Rear Commodore, and Fleet Captain.

The Commodore’s Flag consists of a field of dark blue with white fouled anchor surrounded by thirteen white stars.

The Vice Commodore’s Flag consists of a field of red with white stars with a fouled anchor surrounded by thirteen white stars.

The Rear Commodore’s flag consists of a field of white stars with a red stars with a fouled anchor.

The Fleet Captain’s flag consists of a field of white with a dark blue fouled anchor.
Bose Private Signal

PRIVATE SIGNAL (recommended)
Usually a tapered, swallowtail pennant, but sometimes a rectangle or triangle. The tradition of the private signal, or “house flag” currently used dates back to the 18th and 19th century when the sailing ship lines were at their peak. Many line owners were yachtsman and carried their “house flags” that have been passed down for generations. If a member does not have a private signal, one is recommended that both simple and timeless in design and easily recognized from a distance to insure its continued use for the future generations. Traditionally, initials were not used.

Owners Absent (recommend): A dark blue rectangular signal. When hoisted, it can often save the frustration of rowing across the cove or harbor only to find the owner has gone ashore.

Owners Absent (recommended): A rectangular dark blue signal with a white diagonal stripe starting from the upper corner at the hoist.

Owners at Meal (optional): A white rectangular flag for those who care to dine understand. Also so known as a do not disturb sign.

Crews Meal ( optional) A red rectangular flag for that crew who care to dine understand. This is one of the only signals flown on the port side.

International Code Flags (optional)
A set of these signals is both practical for cruising and necessary for dressing ship. May be displayed for signaling using the “International code of Signals” for definition of the codes.

Racing Pennant (optional)
A distinctive pennant has been designed by the Sea Cliff (N.Y.) Yacht Club as an identifying signal for racing boats. The field is blue, with white fluorescent strip in the middle, and red anchor superimposed.

The tradition for over the past 100 years in yachting is that the Club (Association) Burgee be displayed on the bow staff or the truck using a staff or “pig stick.” The reason for these locations is for maximum visibility under sail, as well as at anchor.
In recent years, yacht clubs have opted the starboard spreader as an alternative location for the Burgee to accommodate yachts whose trucks are encumbered with wind indicators and electronic gear. However, the Burgee must be hoisted to the spreader (or “two-blocked”). Other flags may be hosted beneath the club Burgee, in the following order: Association Burgee (if a yacht club Burgee is also being flown, Officer’s flag, owners Flag, other message flags. Yachts at anchor must display the Ensign on a staff placed in a socket located on the starboard stern rail or pulpit as close to the centerline as feasible.

All flags should be of proper size for recognition and identification.
The fly (horizontal direction) shall be a Minimum of one inch per foot of overall length of overall length of the yacht, with the hoist (vertical direction) equal to two-thirds of the fly. Length overall should include bow platforms for the better proportions.

BURGEE, PRIVATE SIGNAL, OWNER ABSENT, OWNER AT MEAL, GUEST, CREW AT MEAL AND INTERNATIONAL CODE FLAGS. The fly shall be a minimum of one-half- inch per foot of the height of the highest truck, measured from the waterline, and with the hoist two-thirds of the fly.

On the forth of July and other special occasions, yachts mat dress ship when at anchor. The international Code Flags are displayed from the waterline forward to the waterline aft, using weights at the end in the following order arranged to the effect color patterns throughout: Starting forward:AB2 UJ1, KE3, GH6, LV5, FL4, DM7, PO 3rd repeater, RN 1st repeater, ST0, CX9, WQ8, ZY 2nd repeater.

NOW that you have read this what the hell do you do with this information? Keep this site bookmarked and refer back. Purchase the listed flags for the yachtsman that has everything. Show everyone next season that you’re a true yachtsman and take the time to fly the proper signals.

Sunday, April 12, 2015

Newport Harbor Yacht Clubs Baldwin Cup 2015

Day 1:
I don’t think I will ever understand Team Racing, but I know an event that is good for sailing when I see one. This week marks the eighth annual Baldwin Cup Team Race put on by the Newport Harbor Yacht club and sponsored by JP Morgan Chase.
This event attracts most all of the top sailors from the United States to compete in this 4 V 4 team race format. As a Harbor 20 owner and fleet one member it feels good to watch this level of competition experiencing our boats. I had to smile when Harrison Turner of the St. Francis Yacht Club said “ I do love the Harbor 20’s, its such civilized racing. You hardly get wet and are able to sail in T shirt and shorts. I love Newport and I love the harbor 20.”

Another thing that grabs your attention is how hard fleet 1 members work at this event. Twenty six boat owners have allowed NHYC to us their boats along with twenty one members volunteer as pit crew. The pit crew has been at the club to close to a week now commissioning the boats, making repairs during the race and will still be around after the event is completed to de-commission the boats. I am noticing Peter Haynes, Mark Conzelman, Gregg Kelly, Jim Kerrigan, John Whitney, Terry Gloege, Rolly Pulaski and the rest of the crew busting their buts and taking pride in their work.
I am headed back down to NHYC now and see if I can’t pick up a few more tips on how to make my boat go faster.
Sea ya there!

Day 2

Standing room only on the dock and in the Pirates Den at the Newport Harbor Yacht Club yesterday for the eighth annual Baldwin Cup. The race was run in a light southerly breeze that lasted most of the day and kept the race course close to the main dock.
One of my favorite features, this event brings to the docks, is a type of class reunion feeling that allows one to sit at the yacht club and watch some close course sailing. Referred to as stadium sailing this is about as close as you can get to the action. While watching and learning you, as a spectator, one also gets the chance to listen to the competitors while they come off the boats after each race.

Yesterday I witnessed the different sailors talking to the umpires, after the race, about the foul that had been called on them. I find it interesting to listen in and learn which arguments and presentations have the most positive effects. I overheard how the wind was shifting off of Lido Isle and Bay Island and because this event is team racing I noticed some boat handling manurers that I did not know was possible in a Harbor 20.
I was also able to pick up on what was some of the favorite bars that our out of town guests went to and why they enjoyed them. But the thing that brings the biggest smile to my face is how so many people can come to one place and enjoy our harbor and our sport of sailing together. I really enjoyed how the different generations would commingle to discuss the days events after a couple of twenty-five cent beverages.
I am on my way down to the docks for day three and the finals.


NHYC Thunder 2015 Baldwin Cup Champions

"You're never as good a sailor as the day you graduate from college." Gary Jobson. The 2015 Newport Harbor Yacht Clubs Baldwin Cup, our what I like to call it the battle of the past Inter-Collegiate All-Americans sailors is completed. 

Twelve teams where invited from across the United States, for more information on the teams and the events history go to There was know surprises in the weather this year with sunny sky’s and the typical Newport Beach breeze of 6-9 knots. On the race course there was really no surprises either with NHYC team Thunder made up of Justin Law & Jeff Gordon, Michael Menninger& Bill Menninger, Jon Pinckney & Gale Pinckney, Brian Bissell & Perry Emsiek. If I am not mistaken all of Thunders skippers where two-time or more All-Americans. 
Team Thunder breezed through the first two rounds of qualifications with only two losses out of sixteen races. The quarter finales came down to NHYC Lighting, Yale Corinthian Yacht Club, Southern Yacht Club and Seattle Yacht Club. The semifinals teams consisted of Yale, Thunder, Parchment and Southern. All the races where extremely close throughout the quarter finales and semifinals.
During this time, as an observer, you are always wondering who is moving on and which team has come to their end. Because there is a rule that keeps the participants from drinking any alcoholic beverages, .25 cent beers, while competing I quickly noticed that teams with large trays of .25 cent beers had been eliminated from racing. At first you could read the agony of defeat on their faces but by the time the third tray had arrived life was good again.
The finals came down to NHYC Thunder and Larchmont. Thunder are the defending champions and Larchmont had won the event on 2013, they did not attend in 2014. The final rounds where the best of three and Thunder lost the first race. The dock got quite while the teams exchanged boats on the main dock. The words “The Curse” was whispered across the dock because NHYC had lost in the finals at least three of the eight years of the race. 

Thunders skippers and crews had blank stares on their faces and made no eye contact with their supporters on the dock or on the main deck. Just then Thunders team captain Justin Law lights up a huge smile and gives a fan two thumbs up from the helm of his boat. Chris Raab from NHYC team Lighting comes down to the main dock and calls out Gale Pinckney’s name and proceeds to do a type of Haka-war dance to lift the curse.--------->

Race two starts and Thunder appears to be struggling as they round the leeward mark and heading for the finish. This is when the team race dance, which can resemble a country western    dance, starts and you never who is on top until its over. Even then the spectators on the main dock did not know who had won race two until we noticed the competitors heading back out to the starting line for race three and finally the race committee signals Thunders win. By the look of the Larchmont sailors faces the mojo had shifted and the outcome looked bleak. Raab’s Haka dance was working and by ten boat lengths off the starting line, of race three, this race was over. With Thunder rounding each mark of the course with a 1,2,3 game set match.

As a Harbor 20 owner or as a prospective owner you might ask yourself why does this matter to us? This event brings youth to our boats, it brings world wide awareness to the H20’s and it brings All- Americans out to our race course during our summer night series. If this all reads good to you and would like to start a similar event in your area, make sure you mark your calendars for next year, our contact any of the H20 class officers for information

Saturday, April 11, 2015

The Harbor Report: Movement on the moorings front

Alternative Anchorage near Z Mark?

By Len Bose
April 10, 2015 | 1:30 p.m.

By now, "moorings" might start to sound boring to you, but that's still the hot topic around the harbor.
Over the last week, the Newport Beach Harbor Commission held two meetings, during which it completed its recommendations regarding fees for offshore and onshore moorings and discussed anchorage areas and the Cheyenne, or as I like to refer to it, the dome of silence.
Good things happened at the mooring meeting, and I have to give a "well done" to the Harbor Commission and the Newport Mooring Assn. This is how the system is supposed to work, and as a harbor observer and enthusiast, I felt really good witnessing the process
The commissioners recommended the return of transferability to mooring permit holders. This means that holders could sell their permits rather than surrender them to the city after 2020.
Newport Beach Mooring

One suggestion calls for a mooring transfer fee of one year's annual cost. For example, if you have a 40-foot mooring, your annual fee will be $1,000; should you sell your permit, your transfer fee would be $1,000.
Another recommendation is a transfer fee of 5% of the permit selling price. For many reasons, I am in favor of the fixed-rate idea.
And annual mooring fees would be reduced from $50 per foot to $25. All of this is subject to City Council approval.
Under this proposal, the mooring waiting list would be deposited into the outgoing tide. Should the city ever have to take back a permit because the owner did not upgrade equipment or pay fees, it would be auctioned off. A person could only hold two mooring permits at one time and only trade one within a year's time. Proof of insurance would also be requested, and the fine details still need to be worked out.
The feeling around the harbor is that the process is working. Keep in mind that we have been down this road before, and this deal is not done until the council has voted.
For what it is worth, I feel this is a fair-fair recommendation. So now it is up to you, the stakeholder and harbor user, to contact our City Council members and express your views and concerns. If you require more information, please do not hesitate to send me an email.
Let's move forward to the second meeting's items of a secondary anchorage and the Cheyenne. This anchorage area at Z mark, best understood as the turning basin, in front of Lido Village, is proposed to be used this summer on a trial-run basis.

Noise is the main concern of the local residents, and I have to agree with them. This area looked like spring break when the anchorage was placed there during the summer of dredging.
It can get rather busy out there at Z mark
Promises of no raft-ups and a crackdown on noise levels have been made. My understanding is that this area will be opened only when our primary anchorage is full and more room is needed in the Five Points area of the harbor.
I think we should give this a try. The key to its success will come down to how quickly law enforcement can respond to complaints.

Dark clouds approaching the Cheyenne

Next up is the Cheyenne, a 125-foot catamaran that has been moored in our harbor over the last five years. The concept is that this catamaran is the mother ship to a deep-sea submersible that will dive to the deepest parts of the world's oceans.
I am sure dating myself, but every time this topic is placed on the Harbor Commission agenda, I think of the TV series "Get Smart" and the cone of silence. In this case, the cone of silence is a dome that has been under construction for the submersible for well over the last four years.
Tell me if I made you laugh?

If you want a good laugh, go to my blog site, where I have added a link to a YouTube video. My guess is that the Harbor Commission has gotten a lot smarter on the dome of silence and that this chaos will end soon.

I am off to the Newport Harbor Yacht Club's Baldwin Cup. Hope to sea ya there.

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

Saturday, April 04, 2015

Cabo Sun and whats to come.

I hope you are all starting to smile a little more knowing that our summer weekday sailing nights will be starting the first of May. Let’s not forget about April which is always the most active month of the year for sailboat racing. Before I jump into this months main event I thought I would review NHYC Cabo San Lucas race.

Team Linstar offshore team sailed its Santa Cruz 50 Horizon to a third in class, forty-seven seconds out of second, and 8th overall. We sailed very well off the starting line and lead the fleet to San Diego. At this point we sailed into very light wind while most of our fleet sailed further out to sea and put eight miles on us the first night of the race. Rather than give you all the race details we had to play catch up for most of the race and hit the last three major wind shifts to place as well as we did. For my readers that have sailed this race before the outside finish strategy paid off big dividends.

One of the most exciting moments of the race for us was when we had about thirty-two knots of breeze as we approached Cedros Isla on a very dark and chilly night. I was off watch and was awakened by the water rushing past the hull, almost as if you could hear the rumble of an approaching thunder storm, as we surfed down the big waves. With only forty-five minutes left before I had to be on watch I got out of my bunk and put on my business suit, some people call it foul weather gear and life harness. Just as I came on deck the crew on watch came down below and asked for everyone on deck to go through a gybe maneuver and spinnaker change to reduce sail area.

When you first come on deck, after awaking from a deep sleep, it takes a little while to adjust to the pitch darkness and regain the feel of the boats movements in the confused sea state. As I walked into the cockpit and then turned around to the sea condition I thought “Oh shoot this is going to be Mr. Toads wild ride again.” and clipped myself onto the boats safety lines and sank deeper into the cockpit. As we went into the boats gybing maneuver, moving the boats main  and spinnaker sails from one side of the boat to the other, the waves seemed to become larger, while the night seemed to get even darker. Just then a large guest of wind hit us and we rounded the boat up into the wind. It gets rather load at this point with the helmsmen giving orders to regain control of the boat and the sails a gear are snapping above your head while the wind is howling past your ears. Lets not forget about the fear factor of keeping yourself on the boat along with the rest of the crew. I have gone through this fire drill many times and this time the Horizon crew took it all in stride and regained the control of the boat and our composure to complete the maneuver in record time. Now while under control again and surfing down the huge waves with the spray hitting my face I smiled because I knew we were doing very well and would be passing our competition in these dark and stormy conditions.

This year down the Baja coast I noticed the normal amount of dolphin lighting up the nights water photophores as they approached the boat like shooting stars along with a few sea turtles during the day. In fact we had a rather load bump one night and assumed we left a turtle with a rather gnarly headache. One afternoon, just past Cedros Isla, we noticed a large whale completely breach the water while the spay went high into the sky. We were over a mile away and three of us said at the same time “Did you see that, I’ve never seen that before.”


As we enter the month of April in Newport Harbor one event jumps right at us and that is NHYC Baldwin Cup.

The Baldwin Cup will start April 10th-12th and is sailed in Harbor 20’s with a ton of support from NHYC members and Harbor 20 fleet one. If you are on the bay this weekend you will start to notice all the moored boats disappear from the NHYC mooring field. All the racing takes place directly in front NHYC main dock along with being streamed live from the clubs web cam. This event promotes our harbor and sailing better than anything I have even witnessed. You can bet I will be on the main dock all three days.

sea ya

Saturday, March 21, 2015

The Harbor Report: More about the moorings (and money)

Logo of the Newport Mooring Association 
By Len Bose
March 20, 2015 | 2:17 p.m.

The talk around the harbor over the last month has been all about the moorings. I can picture city staff members saying to themselves, "Just when I thought we were out, they pulled us back in," which is a little different from the "Godfather" movie quote.
At the end of January, the newly elected City Council requested that the Harbor Commission review the current fees for offshore and onshore moorings. By Feb. 11, the commission had formed an ad hoc committee to do just that.
The first of the committee's meetings took place Feb. 23 at the OASIS Senior Center and focused on the transferability of mooring permits. About 50 people attended, and they expressed concerns not just about transferability but also annual fees, transfer fees and mooring accessibility.
In November 2010, the City Council decided to triple mooring fees and stop the practice of private mooring transfers. Under this ordinance, the permit holder was given the ability to transfer the permit twice over the next 10 years. When 2020 arrived, the transfer of permits for a price would be a thing of the past. Should a permit holder want to give up a mooring permit, he or she would have to surrender it to the city.
Before November 2010, people obtained a permit for as much as $1,000 per foot or more. (Now the cost is down to about $250 a foot.) So if you received a 50-foot mooring permit, you had spent $50,000. That is a lot of money to lose.
This is the simple version; this topic is unbelievably complex when you dive into the details.
The second meeting about the moorings took place March 9, with 93 people attending. The focus was on fees and the dramatic rise in the rates over the last five years. The goal is to come up with a consensus on what will be fair for the permit holders and the city.
Again, this is a very complex issue when you start establishing fair-use fees for Newport Harbor moorings. There are a number of ways of making this argument, including using comparable mooring fees in California and establishing a ratio of mooring to slip fees. What makes sense to me is using the consumer price index (CPI) by looking at the payments from 1977 and adjusting to 2015.
Since the devil is in the details, other topics are bound to surface over the next couple of months. For example, how should the city define a vacant mooring and rental mooring, what type of entity may hold a mooring permit, how many moorings can one person have, how often can a permit holder transfer his or her permits within a year? Also, what will be a fair cost to transfer mooring permits, and has the mooring waiting list ever worked properly?
A lot of time can be saved by using a proposed amendment — drafted by the Mooring Master Plan Subcommittee of the Harbor Commission in 2009 — to the Newport Beach municipal code pertaining to mooring permits. My sources tell me this document is ready to go with the addition of a fair fee schedule.
From my armchair, the work has been completed and should not be slowed down by committee. The third meeting will be held at 6 p.m. March 23 at City Hall to revisit mooring fees and transfers. Remember, this is your harbor; attend and express your concerns.
Attention mooring permit holders, especially in the D field: On April 2, the Harbor Resource Department will hold a drawing for 12 dingy racks in the parking lot of the Basin Marina. Complete your entry form before April 1 to get your name placed in the drawing.
For more details, contact Shannon Levin with the Harbor Resources Department at
Sea ya.

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

Saturday, March 14, 2015

The Harbor Report: Stretching those sea legs again

The Santa Cruz 50 Horizon finishing the 2011Trans Pac race to Hawaii.
By Len Bose
March 13, 2015 | 7:50 p.m.

It's time for me to go to sea again.
Over the last eight months, I have been managing a three-boat racing program that includes the Santa Cruz 50 Horizon, J 109 Linstar and my Harbor 20 Only Child. Most of our team's focus this year has been on Horizon with the recent Newport Harbor Yacht Club's Islands Race, which took us around Catalina and San Clemente islands and finished in San Diego.
On March 21, we will start the NHYC Cabo race, which starts in Newport Beach and finishes in Cabo San Lucas. These two races are in preparation for the Trans Pac Race to Hawaii starting July 16.
The logistics of preparing for these events, let alone getting the boat ready, is overwhelming. Fortunately, our skipper, Jon Shampain on Horizon, takes the load of getting the boat ready. Boat preparation and provisioning is a crucial part of the overall success of a sailing program.
Shampain has kept on top of Horizon's maintenance schedule over the last eight years. This year, we updated our electronics, plumbing and safety equipment and continued on our sails rotation plan. While I worked on the transfer of all of our FCC communication licensing, I am not going to lie — Sue West from the Gordon West Radio School helped me with all of these licenses.
Other tasks included race registration, hotel and flight reservation, customs, permits, safety gear updates and crew apparel. Why these few tasks took me so much time, I have no idea, and don't get me started on what I had to do to obtain a Mexican Temporary Import Permit (TIP). If you find yourself needing a TIP before this year's Ensenada race and are down to the wire, you can contact me, and I will tell you how I accomplished this task. All this said, we are ready for Cabo, and I am already working on Trans Pac.
Back to the fun part of all this: racing downwind on arguably the best boat for the job. Horizon sailed well in the Islands Race, winning a second-place finish in class and 11th overall. At the start of the race, the weather forecast indicated that we would be able to finish, although we would have to work hard to make it to the finish line before the wind shut off.
Our approach to Catalina was picturesque. The island was covered in dark green foliage, and the crisp winter air allowed us to see Santa Barbara Island and San Clemente Island as we rounded the west end of Catalina and headed toward San Clemente Island.
Under a very bright full moon, the wind had picked up to 24 knots while we ran down swell as we rounded San Clemente. The moon would hide behind the spinnaker as we maneuvered Horizon through the waves.
As we approached San Diego, the winter breeze began to dissipate while the larger boats were finishing. Unfortunately for us, the breeze filled in from the north, and we had a long beat upwind to the finish. This allowed the bigger boats to correct out over us on our handicapped times, but hey, that's yacht racing.
With the thought that it is bad luck to win the race before the big races, we are very happy with our results, and our mojo bag is full.
Rio100 "Thats a lot of sandwiches"

My picks for this year's Cabo San Lucas race are as follows: In the big boat class — and I mean big boat — we will see the 100-foot Rio100 being sailed by Newport Beach resident Manoush Moshayedi for the first time on this coast, racing against the 74-foot Wizard, owned by David Askew, Tom Holthus's 65' Bad Pak and Frank Slootman's 63-foot Invisible Hand. These four boats will be battling it out for the first monohull to finish, with the advantage going to the largest of the four, Rio100. Because the forecast appears to be light I will have to go with Rio100 to correct out for class and overall win.
Three large multihull boats will be on this year's race course, with the fastest of the fleet being the Mighty Meloe. Next, we will see the 70-foot class, which is always too close to call, with boats like Brack Duker's Holua, Roy Disney's Pyewacket and James McDowell's Grand Illusion being the favorites.
If I had to pick one of these, I would go with Grand Illusion, whose seasoned crew makes very few mistakes on the racing course.

The class breaks have not been posted yet. Two very strong contenders are Craig Reynolds' TP 52 Bolt and Bob Pethick Rogers' 46 Bretwalda 3. In the Santa Cruz 50 and 52 class, the favorite is Team Linstar aboard Horizon, which will be challenged by three other Santa Cruz 50s and two Santa Cruz 52s.
In the PHRF class, if nothing changes before the start, the easy winner will be the J 125 Timeshaver sailed by Viggo Torbensen. This boat is always difficult to beat, no matter what class it ends up in. Without it in PHRF, the next favorite would be Ross Pearlman's Jeanneau 52 Between the Sheets.
To follow the race, go to and look under "Tracking," or follow Santa Cruz 50 + Horizon on our Facebook page.
Wish us a strong downwind breeze and following swell.
Sea ya.

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