The Boulder Beacon - Boulder Valley Sail and Power Squadron

Transcription

Volume 41 Number 10
District 30
October 2016
Commander’s Message
Chicago
Lighthouse of St. Lucia
Cap Moule à Chique Light, Vieux-Fort, February 2012
photo copyright Denise Caron. Built in 1912. Inactive. 9 m
(29 ft) concrete or stucco-clad cylindrical tower with lantern and gallery. Tower painted white, lantern red. A short
concrete block post near the lighthouse carries the active
light (focal plane 227 m (745 ft); white flash every 5 s.
Contents
Commander’s Message ........................................................... 1
Why Join BVSPS .................................................................... 2
Schedule of Events.................................................................. 3
Planning for the Windward Islands ......................................... 4
Squadron Officers and Contacts .............................................. 5
PFDs and TSA ....................................................................... 6
Membership Meeting Announcement ..................................... 7
Governor’s Cup Regatta .......................................................... 8
About the BVSPS Website .................................................... 11
Trent-Severn Waterway Cruise.............................................. 11
Education Department News ................................................. 12
Vessel Profile: Gulfstar 44 ..................................................... 13
November’s First Friday Meet-Up ......................................... 15
D/30 Wants You ................................................................... 16
VSC: Year End Report ......................................................... 17
Paddle Board Safety ............................................................. 17
As commander, it is that time
of the year when I am going
through the exercise of recognizing squadron members by
nominating them for ‘Merit
Marks’. Merit Marks are the
way that the USPS organization recognizes and rewards Cdr Harry Hammond, JN
members who assume roles
as leaders on the executive
committee, who teach classes, who organize events,
who provide integral support
for meetings or events, and
who go above and beyond the normal to make sure the
squadron is healthy and growing. Each year the commander puts together a list of candidates, and reviews
those candidates with the executive committee members
to ensure that everyone is considered. Then the candidates and their details are input into the squadron information management tool, DB2000. The candidate list is
sent to a reviewer at the national office. There may be further iterations of clarifications and resubmissions. This is a
long way of explaining that Merit Marks recognize contributions of individuals to the squadron. Merit Marks are
kept track of nationally. Over the years they can accumulate and result in special recognitions. I wanted everyone
to know what Merit Marks are, how they are accumulated,
reviewed, and tracked year to year for each person. This
year, I have a candidate list of 27 members that has been
reviewed by the executive committee, and I will submit this
next week. The Merit Mark letters and certificates will arrive later this year in the mail to each person submitted
and approved.
There will not be a November membership meeting this
year. There were too many scheduling issues and it simply did not work out. So be aware that the October meeting
will be the last for this year and the Christmas Party on
December 4th will be the last event until the January mem-
The Boulder Beacon is the official publication of the
Boulder Valley Sail and Power Squadron
A Unit of United States Power Squadrons®
(Continued on page 2)
Come for the Boating Education … Stay for the Friends
SM
(Continued from page 1)
Beacon Publisher Information
bership meeting.
This last week I had to prepare a squadron summary
report for the upcoming District 30 meeting. It is a yearly
function and offers me, as commander, a chance to step
back and overview our accomplishments for the last
year. I thought I would share just a few of them. We currently stand at exactly 100 members having lost 28 in
the last 12 months but also having added 24 new members. Officially our squadron retention rate is 78-80% (I
am never totally certain how national calculates that
number). Our squadron has offered and is offering Seamanship, Sailing, Piloting, and Junior Navigation classes
with a schedule of upcoming classes for next year. We
have held all our required membership meetings and
executive committee meetings to conduct business and
keep the members in touch with issues. We have had
several squadron events and rendezvous, like the BVI
charter in January, the Charter Party in May, the Summer Solstice gathering at Carter Lake in June, the Granby Rendezvous in July, the Haul Out Party in September, and the Christmas Party in December. Not to dip
into details, but our treasury is well stocked and stable
to support our events, classes, and needs. All in all, the
report I submitted presents a healthy squadron.
The Boulder Beacon is published 10 or more times
per year by the Boulder Valley Sail and Power
Squadron, a nonprofit organization aimed at improving boating safety and the enjoyment of water activities in the Rocky Mountain area. Membership is open
to anyone. The Beacon is sent to all members and
others who ask to be included on our electronic mailing list. There is no charge for the Beacon. Send requests to be added or deleted from the distribution list
by contacting the editorial board at [email protected].
Lt Bill Buffum, Editor, with Tom McEwen and Ron
Schwiesow.
Cdr Harry Hammond, JN
Why Join the Boulder Valley Sail & Power Squadron?
Boulder Valley Sail and Power Squadron members enjoy many affordable and comprehensive programs that increase
their boating knowledge and skills, have more fun, and connect with fellow boaters through a variety of educational and
social activities. With Boulder Valley Sail and Power Squadron membership, you receive:
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Monthly member meetings to hear from nautical adventurers and meet others in the Squadron
Boating education to help you become a more competent and safer boater
A wide variety of comprehensive courses and informative seminars to advance your skill and knowledge in boat
operation and maintenance
Opportunities to join sailing and power boating charters around the world
Savings of 20% to 50% or more on these courses and seminars
Flexibility in scheduling your education through classroom instruction, on-line courses, and on-the-water skills training
Interaction with a group of experienced boaters who know how to have fun – raft-ups, cruises, picnics, charters,
and get-togethers
Savings on boat insurance and many other products and services
Regular social meet-ups at local establishments of interest, e.g. breweries!
The only requirements for membership are a keen interest in boating-related activities and an eagerness to meet likeminded people. You don’t need a boat to join. Current members live throughout Colorado and even as far as the States
of Washington and Florida.
Click HERE for more information. Andy Meseck is the contact for membership in BVSPS. His email address
is [email protected].
2016 October
Boulder Beacon—www.bvsps.org
Boating Safety ...Education...Fellowship
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United States Power Squadrons ®
Come for the Boating Education…Stay for the Friends™
2016/2017 Schedule
Learn more at our website: www.bvsps.org or Facebook
Date
Time
27-Oct-16
1900
10-Nov-16
1900
Nov-2016
4-Dec-16
1400
8-Dec-16
1900
11-Jan-17
1900
12-Jan-17
1900
26-Jan-17
1900
27-Jan - 06-Feb17
1200
9-Feb-17
1900
14-Feb - 23-Feb17
Event
Location
Notes
Squadron Meeting
Mountain View Church
Highs & Lows of a Caribbean Cruise by John
Harris
Exec Committee Meeting
No Squadron Meeting
Fraser Meadows Mtg
Room
Holiday Party
Seamanship Course thru
3/15/2017
Squadron Meeting - Annual Meeting
Pam & John Chatting’s
Fraser Meadows Mtg
Room
Windward Islands Rendezvous
AVI & SVI Cruise
23-Feb-17
1900
9-Mar-17
1900
22-Mar-17
TBA
23-Mar-17
1900
6-Apr-17
1900
27-Apr-17
1900
Squadron Meeting Change of Watch
Advanced Piloting Class
Begins
TBA
Fraser Meadows Mtg
Room
Rock & Locks by Ron
Schwiesow
St. Lucia to Grenada
Contact Andy Meseck.
[email protected]
Fraser Meadows Mtg
Room
American and Spanish
Virgin Islands Cruise
Fraser Meadows Mtg
Room
TBA
Fraser Meadows Mtg
Room
Fraser Meadows Mtg
Room
TBA
11-May-17
1900
20-May-17
TBA
Charter Party: Squadron
40th Anniversary
Contact Anne Hammond. [email protected]
Squadron Meeting
Squadron Meeting
Contact Dave Hughes
at [email protected]
Contact Dave Hughes
at [email protected]
Program: TBA
Program: TBA
TBA
Squadron Contact Officer: Norm Brown (303) 770-0913 [email protected]
Commander: Harry Hammond (303) 530-0957 [email protected]
Membership: Andy Meseck (303) 886-2472 [email protected]
Education: Dave Hughes (303) 772-4812 [email protected]
2016 October
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Planning for the Windward Islands
T
his material is selected from 2015-2016 Sailors
Guide to the Windward Islands, 17th Edition, by
Chris Doyle. It is by far the most popular guide to
the area.
The Windward Islands are at the southern end of a great
chain of Caribbean islands that step from Florida to Venezuela. The British called them “The Windwards” because they had to beat to windward to get there from
many of their other possessions. On the eastern, or
windward side, the Atlantic Ocean pounds the shore.
On the leeward side, the calmer Caribbean Sea is tranquil.
The four main Windward Islands—Martinique, St. Lucia,
St. Vincent and Grenada—are lush and tropical. The
high “mountains” trap the clouds and produce dense
green vegetation. There will be tropical rain forests for
hikes.
Between St. Vincent and Grenada lie the Grenadines—a
host of smaller islands with some hills of a thousand
feet. Others are only a reef-enclosed sand cay sprouting
a few palms. These islands are drier than the larger islands. They have perfect white beaches, crystal clear
water and colorful reefs.
BVSPS Windwards Cruise will be between St. Lucia, on
the north, and Grenada, at the southern end. We will be
cruising the Windwards at the end of the rainy season
(July to January) and into the dry season (February to
June). We should expect both. The temperature is generally 78-87 degrees F. The winds nearly always flow
from the NE at 10-25 knots. Calms are rare.
The winds tend to strengthen around the northern end of
the islands, where the NE winds come through the channel from the Atlantic. On the leeward side of the islands,
there will be wind shadows. This, combined with tidal
flows and currents, make each passage unique.
In the winter, storms further north sometimes produce
swells that reach the Windwards. A big high pressure
area to the northeast is a dominant feature. When the
isobars get very tight, the wind increases and becomes
very fresh (25-30 knots). These winds are called
“Christmas winds.”
For those considering the northbound passage between
St. Vincent and St. Lucia (24-30 miles), “it can be hard
on the wind, and on the body.” The north end of St. Vincent is unbelievably gusty on occasion and more than a
little bumpy. It is not unusual to have gusts of 30-40
knots for a few miles. The current sets west here. The
southbound trip is usually a lovely broad reach.
After clearing out of the sovereign island country of St.
Lucia, the next country will be St. Vincent and the Grenadines. Traveling south from St. Vincent, the largest
island in St. Vincent and the Grenadines, you arrive at
several smaller islands – Bequia, Mustique and
2016 October
Canouan. A strong current sets to the west, particularly in
Bequia and Canouan channels. Tidal currents, when opposing the generally westerly current, cause the sea to become
rough and uncomfortable. These passages are shorter (8-16
miles), but introduce islands of very different character.
Bequia is “an island of sailors and boats, linked to the outside
mainly by the sea.” Many of the old traditions such as boat
building and whaling exist. Mustique, a privately owned island, was developed by Colin Tenant as a playground for the
“colorful, rich and famous.” The house owners bought the
island from Colin and have restricted further development.
What is wonderful about Mustique is that much of the island
has been left wild. There are great trails and not much traffic.
A highlight of a Windwards cruise will be Tobago Cays National Park. These are two small islands surrounded by
Horseshoe Reef. Getting there will be a navigational exercise, for the southern Grenadines are strewn with reefs.
There are navigational beacons on the edges of shoals. Approaching from the north, you can line up on day marks “if
you can see them.” Togabo Cays is very popular with limited
anchorage. Boat boys are eager to guide boats in, as well as
earn their living.
We will need to clear out of St. Vincent and the Grenadines
before sailing to the next island/country. Carriacou is part of
Grenada, our southernmost destination. Carriacou is a Carib
word meaning “island surrounded by reefs.” Carriacou has
lovely anchorages, pleasant hiking and many bars and restaurants. The inhabitants live by farming, fishing and seafaring and are some of the friendliest in the Caribbean.
The passage between Carriacou and the leeward side of Grenada is 14 miles and lies close to an active underwater volcano which erupted in 1988 and 1989. Before the volcano you
pass Kick em Jenny, a 668’ rock with a reputation for kicking
up a nasty sea.
Chris Doyle describes the friendliness of the people of the
Windwards and the beauty of the area, but also warns of serious degradation caused by yacht people. Yacht garbage is a
problem in the Grenadines where it can totally overwhelm
facilities. Carrying food waste from one island to another is a
dangerous practice. Island agriculture is very sensitive.
Some years ago, an introduced pink mealy bug spread rapidly throughout the Windwards, causing millions of dollars in
lost produce. Food garbage should be disposed at sea in
deep water, away from reefs. Also we should bring less and
buy food and products with as little packaging as possible.
As Chris Doyle reports in the “Sailors Guide”, “The Windwards are a joy for the sailor.” It will be a much different experience from the BVI Cruise. You will put what you have
learned in BVSPS classes to use. Are you ready to join us
for the 2017 Windwards Cruise” ?
To inquire about opportunities on the 2017 Windwards
cruise, contact Any Meseck [email protected] 303886-2472.
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BVSPS—A unit of the United States Power Squadrons
2016 Officers and Contacts
Squadron website: http://www.bvsps.org
District 30 website: http://www.d30usps.org/
USPS national website: http://www.usps.org
Need more information about Boulder Valley Sail and Power Squadron?
Contact Norm Brown at 303-941-6850 or email us at [email protected]
ELECTED OFFICERS
Commander
Harry Hammond, JN
[email protected] 303-530-0957
Member at Large
Gail Denton, P
APPOINTED POSITIONS
Executive Officer
Ron Schwiesow, JN
Public Contact/New Members
Norm Brown , AP
Education Officer
Dave Hughes, AP
Auditing Chair
John Harris, JN
Assistant Education Officer
Steve Hollis, P
Beacon Editor
Bill Buffum
Administrative Officer
Peter Bolhuis, S
Historian
Jo Davies, P
Treasurer
David Davies, P
Webmaster
Brian Jones, AP
[email protected]
Secretary
Anne Hammond, JN
Hospitality Coordinator
Diane Forsberg
Member at Large
Eduardo Lentz
Information Technology Coordinator
Harry Hammond, JN
Member at Large
Les Ratekin, S
Membership Chair
Andy Meseck, P
Help Capture Our History
Jo Needs You!
Electronic Distribution of D/30
Newsletter
As the Historian for the BVSPS, I'd like to compile funny/
interesting/friendship stories by and about members for the past
few years. We will use these stories, (and hopefully photos) to
create a historical time line for the squadron. Contact Jo Davies
at ([email protected] or 303-938-0522).
click here to download a PDF copy of the Midwestern Pilot.
http://www.d30usps.org
Jo Davies, P
2016 October
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Here are some tips on PFDs and the TSA:
1. Don't try arguing or using logic with the agents.
The don't appreciate the paradox that every single
airline seat has an inflatable life jacket and CO2 cartridge stowed below it yet my life jacket is a threat.
Instead print a copy of the TSA regulations regarding
"Small Compressed Gas Cartridges” and place it
with the life jacket.
2. Follow those regulations which state - "Up to two
cartridges in the jacket along with 2 spares carried
with the jacket and presented as one unit” may be
either checked baggage or carryon baggage. You
often will need to show the hard copy to the agent
and wait while they discuss it with a supervisor. This
is especially true in a mid-continent airport such as
Denver, which has limited exposure to sailing gear.
3. Finally, you can speed up the process of the inevitable scan alert by simply placing the PFD in one of
the plastic boxes along with your shoes.
This
seems to provide a sense of educated goodwill toward the inspector, and can expedite the approval
process.
I hope this advice helps you BE SAFE and experience HAPPY TRAVELS-Mike Johnston, AP
See additional comment from Norm Brown on
page 7.
2016 October
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Inflatable life jackets
ABCs of TSA and PFDs
Let's decode this alphabet soup and clarify the underlying message.
All of our members are familiar
with Personal Flotation Devices (PFDs) and some of
us may be so personally attached to our life jackets
that we take them with us on various boating trips
and charters. This is often the case if you have a
comfortable, inflatable PFD which uses a CO2 cartridge during activation.
Therein lies the problem;
over the years I've experienced problems while going through airport security with my life jacket. The
Transportation Safety Administration (TSA) invariably flags my bags and inspects my equipment... the
result has ranged from not allowing the PFD through
the gate to a delay while discussing the legality of
this transport.
When a life jacket fails to inflate properly, the result can be
deadly. Proper inspection and maintenance ensures that all
parts of the life jacket are in good working order. Follow the
maintenance instructions for your brand of inflatable life jacket
as instructions vary by manufacturer.
The following basic inspection guidelines should not replace
or supersede manufacturer recommendations or instructions.

Inspect the service indicator, if any, to ensure it’s green.
If it’s red, the mechanism has been fired or is incorrectly fitted.
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Check for visible signs of wear or damage: Make sure
there are no rips, tears or holes, that the seams are securely
sewn, and that the fabric, straps and hardware remain strong.
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Ensure that auto-inflating components are armed and
not expired. Following manufacturer’s instructions, reveal and
inspect the inflation system and oral inflation tube. Check that
the CO2 cylinder is firmly secured and free from rust or corrosion. If you remove the cylinder for inspection, replace it carefully and don’t over-tighten. Repack the lifejacket following
manufacturer’s instructions. Ensure that the pull-tab lanyard is
accessible and unlikely to be inadvertently snagged when being worn.
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Inflate the bladder using the oral tube, and leave it
overnight in a room with a steady temperature. If the bladder
loses pressure, take the life jacket to an authorized service
center for further tests. Don’t attempt to repair a life jacket
yourself. If pressure remains steady, deflate the life jacket by
turning the inflation tube cap upside down and pressing it into
the inflation tube. Gently squeeze the inflatable life jacket until
all air has been expelled. Do not wring or twist the life jacket.
Store your life jacket in a dry, well-ventilated location out
of direct sunlight. Rinse your life jacket with freshwater after
saltwater exposure, and dry it thoroughly prior to storage. If
your life jacket is set for auto-inflation, remove the autoinflation cartridge prior to rinsing. –U.S. Coast Guard
Page 6
PFDs and TSA - Comment by Norm Brown
In September 2016 at Logan International in Boston,
my CO2 cartridge, which was packaged loosely with
the PFD in carry-on luggage, was confiscated by the
TSA supervisor. I cited the PFD rule and offered to
show her the language from the TSA website.
Vessel Safety Check:
Still Available
She quickly agreed.
Then, without reading the special instructions approving PFD CO2 cartridges, she quickly scrolled to the
bottom and pointed to this note:
“The final decision rests with TSA on whether to allow
any items on the plane.” She said, paraphrasing as
best I can recall, “We don’t allow these here, this is not
going aboard my plane, and if it goes down it won’t be
because of this cylinder.”
Norm Brown, AP
Membership Meeting:
The Highs and Lows of a Caribbean Cruise Including Cuba! (John Harris, Speaker)
Thursday, 27Oct2016 1900 - 2130 (7:00 pm - 9:30 pm)
Mountain View United Methodist Church
355 Ponca Place, Boulder
Join Boulder, Colorado, sailors and adventurers on their journey from St. Thomas, US Virgin Islands, through Puerto Rico, Dominican Republic and Cuba to Key Largo, Florida
Keys. The boat is a 33 ft Gemini catamaran.
Information? Contact Anne at [email protected]
2016 October
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Governor’s Cup Regatta 2016
Racing Report by Peter Galvin
I felt very fortunate to be invited to race on Tom
Downing's Autumn Wind, a J30, for the 2016 Governor's Cup September 10th and 11th at Cherry Creek
Reservoir, hosted by the Denver Sailing Association.
We had a team of Tom Downing (partner/skipper),
Troy (partner), "K2" (Karen), Kelly, Peter (myself),
and Dan.
The Notice of Race, (NOR) purported that keel boat,
dinghy, one design, PHRF, and Portsmouth were all
to be included. In addition to PHRF and Portsmouth
handicap fleets, expected fleets included Ultimate
20, J-24, J-22, Santana 20, Lightning, Buccaneer,
Finn and Laser. We raced with 6 fleets. Our PHRF
rating had us in the 5th race across the starting
line. The starting line was a large round orange buoy
about the size of a huge pumpkin which was anchored by itself about 50 yards east of the committee
boat. The finish line was setup about 100 yards west
of the committee boat, and was a 12-inch square (go
Broncos!) flag on a pole mounted on an anchored
Catalina 18, with another pumpkin buoy to the east
of the Catalina.
Often we end up using the same start line as the finish, but with so many boats out on the water finishing
at different times, having a separate finishing line
made the course super nice, and much safer.
one is a navy blue
flag with a white
square in the middle. At 1 minute to
go, the Prep flag
comes down, and all
that is flying is your
start flag. Then at 0
seconds to go, there
is a horn blast, and
your
fleet
flag
comes down. And
certainly not before
that moment, you
want to be at full
speed sailing across
the start line. You earlier should have sailed around the committee boat to see the race sequence board, which in most of
our races was a Windward, Leeward (Race Buoy #8), Windward. (Displayed as W 8 W) Windward from the start was a
4-ft tall blown up bright yellow mark which was about a mile
upwind. Buoy #8 is one of the permanent race Buoy's which
was about a mile downwind of the race start/finish line. Because Paul Kresge was doing rolling starts, the moment that
our start flag, #2 Pennant came down, the next fleet's flag
went up. I think that theirs was a #6 pennant, black over
white length wise.
THE FORMULAS:
Here are some technical racing formulas and stuff in case
you are wondering how it works. The specifications on the
J30 include a fast PHRF (Performance Handicap Racing
Fleet) rating of 139.5 versus other boats which we will be
racing, including some J24's PHRF=171, U20 PHRF=159,
S2 7.9 PHRF=168, Evelyn 25 PHRF=149, Catalina 27
PHRF=207, Santana 23 PHRF=171, J22 PHRF=180, and a
blazing fast Corsair 24 trimaran with a PHRF=48.
How does all of this work? We plug our PHRF (Performance
Handicap Racing Fleet number assigned as the “speed rating” of our boat) into the Time on Time correction formula to
figure out what our corrected time is, so we can see how well
we did when racing others in our fleet or "group" of boats that
the race committee pitted us to race against.
THE START:
Each start is done with a 5 minute count down sequence which starts with your fleet or "group" flag
going up, often with a horn blast. Our fleet flag for
what I call as the "random bucket" of PHRF boats
was Pennant #2, which is the long blue triangle flag
with a white circle. I call it the white bullet #2 pennant.
Tom Downing states, “All racing in S.A.I.L, the Sailing Association of Intermountain Lakes, since 1990 has been done
on Time On Time (TOT), not Time On Distance (TOD). The
S.A.I.L factors are 715/(515 + PHRF). Accurate distances
are not required and more easily allow the use of movable
marks.”
For further reference, Robert S. Porter, Assistant Chief
Handicapper PHRF Lake Ontario has a fun description of the
At the 4 minute mark, the Prep flag goes up, and that
2016 October
Page 8
differences between Time On Distance and Time On
Time on the U.S. Sailing website:
http://www.ussailing.org/wp-content/uploads/daroot/
Offshore/PHRF/Time%20on%20Time%20by%
20Bob%20Porter.ppsx
The race committee notes the start time for each race,
i.e. when your fleet pennant came down, and then also
logs the elapsed time when each yacht finishes. Then
the race committee calculates a “corrected” elapsed
time by multiplying a yacht’s elapsed time (in seconds)
around a course by a time correction factor (handicap
multiplier). It is independent of the race course length,
meaning that it doesn’t matter how long or short the
race course was. This makes it easy for the race committee to shorten the course if the wind speed is dropping.
TCF (Time Correction Factor for a J30) = 715 / (515 +
139.5 {PHRF assigned to a J30} = 1.09244 (this gets
multiplied by the elapsed time for the J30 for each of
it’s races.) Same thing happens for other boats who
we are racing, and then the race committee gives each
yacht a score or ranking based on your Corrected
Time for each race.
they didn't sail the proper course and should be marked with a
DNF (Did Not Finish). The scoring for a DNF, as noted in the
NOR (Notice Of Race document) states that Appendix A 4.2 is
modified as follows: DNF = number of finishers plus 1. DNS
(Did Not Start), OCS (On Course Side), and DNC (Did Not
Challenge) = number of starters plus 1. DSQ (DiSQualified)
= number of competitors + 2. Which is an undesirable ranking
because you are ranked way below other boats, even if they
didn’t race. I believe if someone is getting a DSQ, then often
they are lucky to even be able to keep competing in additional
races. So what is a starboard tack boat? It is a sailboat which
has the wind touching the starboard or right side of the boat
first. Port tack has the wind touching the left side first.
I remember these rules, stated in full below in the following
way: Rule #10 - a sailboat on starboard tack (wind hitting
right) has the right of way over a port tack sailboat (wind hitting left). Rule #11 - Leeward has right of way over windward. The sailboat who gets the wind first must move out of
the way first. They must turn or do whatever is necessary to
avoid the other boat. The port tack boat should have ducked
us, or turned early enough to go around behind us.
Racing Rules: http://www.sailing.org/documents/racingrules/
Note that if you were theoretically racing a yacht with a
PHRF = 200 handicap, i.e. an average boat for our
region, then when you are racing in the Governor’s
Cup in Colorado, there ends up being no time correction. TCF of a boat with a PHRF = 200, would be 715 /
(515 + 200) = 1.00 The 715 is for a yacht with a “0”
handicap which is expected to complete a one mile
course in 715 seconds. (715 seconds = 11min 55sec)
A 12 minute mile is 5 mph.
THE COLLISION:
We finished in 4th place after all of the protests and
scoring adjustments were done. During the race, a
port tack boat nailed our boat on starboard tack as we
were on the layline to the windward mark. They lost in
the Arbitration hearing under RRS 18.3, and because
they did not actually go around the windward mark,
2016 October
Rule 10 “ON OPPOSITE TACKS: When boats are on opposite tacks, a port-tack boat shall keep clear of a starboard-tack boat.”
Rule 11 “ON THE SAME TACK, OVERLAPPED: When
boats are on the same tack and overlapped, a windward boat shall keep clear of a leeward boat.”
Rule 13 “WHILE TACKING: After a boat passes head to
wind, she shall keep clear of other boats until she is
on a close-hauled course. During that time rules
10,11, and 12 do not apply. If two boats are subject to
this rule at the same time, the one on the other’s post
side or the one astern shall keep clear.”
Rule 14 “AVOIDING CONTACT: A boat shall avoid contact with another boat if reasonably possible. However, a right-of-way boat or one entitled to room or mark
Page 9
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-room (a) need not act to avoid contact until it
is clear that the other boat is not keeping clear
or giving room or mark-room, and (b) shall be
exonerated if she breaks this rule and the
contact does not cause damage or injury.”
Instead they tried to not only cross over in front of us,
but then instead of keep going to get out of the way,
and to allow us to keep heading toward the mark that
we were headed toward, they immediately tacked
again, and then kept spinning hitting us on the starboard side. Possibly their genoa got back winded and
was stuck, which didn't allow their skipper to steer, or
their skipper waited way to long before straightening
their boat. Their huge genoa sail might have
been stuck on the wrong side when they tried to tack
over on top of us causing the boat to keep spinning as
their sail had more power in it than their rudder could
counter. In all cases though, the skipper is responsible
for steering the boat to successfully cross in front of
another boat, regardless of a sail getting stuck or not.
The skipper doesn’t have to risk it, and can just pass
around behind the boat ahead of them.
Sadly, with them making two big mistakes back to
back, they hit us. First, they fouled us by crossing too
close in front of us and forced us off of our proper
course to round the Windward mark, as we had to
alter course on starboard tack. Secondly, they fouled
us again by attempting to tack over to starboard without enough room to clear, which made us the leeward
boat, and as the windward boat, they barged down
into us. When you are both on the same tack, starboard in this case, then the next rule takes effect , i.e.
Rule 12. Instead of giving us room to continue sailing,
they rammed us, head on. For us, there was not any
time to do anything because we were a 30 foot boat,
with a 7,000 lb. displacement sailing at max speed.
Tom certainly tried to spin us away, but there was not
enough time before they spun down and nailed us
about abreast of the mast, dead center, in the side of
our boat. Here are the specifications for a J30 sailboat:
http://sailboatdata.com/viewrecord.asp?class_id=796
THE PROTEST:
When you get fouled in a race, Rule 61.1, you must
yell PROTEST at the other boat. Then you must fly
your RED SQUARE (Code B) protest flag, which we
had affixed to the backstay, clearly visible to everyone
looking at our main sail. At the finish line, Tom
told the Race Committee boat that he was flying our
Protest flag and saying that he will be "FILING A
PROTEST." After returning to our slip, Tom wrote
down the incident and probably drew some diagrams and submitted that to the Protest Judge.
Rule 61.2 “PROTEST CONTENTS A protest shall be in writing and identify
(a) the protestor and the protested;
(b) the incident;
(c) where and when the incident occurred;
(d) any rule the protestor believes was broken; and
(e) the name of the protestor’s representative.
Tom Downing has years of experience teaching the finer arts
of racing in terms of rules and sportsmanship, and is well
known across Colorado as an expert in terms of the racing
rules of sailing and how to safely apply and understand them.
I have memories of a fantastic class that he taught back in
1998, at the former Rocky Mountain Boatworks, on County
Line Road, near Broadway, in South Littleton/Highland's
Ranch. At that time, I was just starting to race my Hobie 18
Catamaran in Colorado, Wyoming, Nebraska, New Mexico,
Utah, and later, the U.S. championships in Iowa. Little did I
know, 18 years ago, that I would not only have the great fortune to race with such a famous racing judge last weekend,
but to really understand that it is not enough to just roughly
know the rules of the road when sailing and boating but that it
really helps to have them nailed down in your mind so that
when or if you are hit, you know what to do. Tom was a fantastic example of the best way to calmly direct everyone as we
went through this experience. Even as a relatively conservative safe sailor, it reinforces in my mind the need to understand well the rules of the road, so that when you are in the
midst of over 50 sailboats in a big pre-start racing traffic jam
before any of the sailboats have started their races, that you
can safely, and confidently navigate through with a smile. You
are welcome to call with any race questions, and we can work
together to figure it out!
Peter Galvin, P., [email protected] 303-447-3837
All photos in this article are copyrighted by the Denver Sailing Association, 2016. Permission pending.
2016 October
Page 10
SM
About the BVSPS Web Site and Form Section
The Boulder Valley Sail and Power Squadron website
is bvsps.org. It is maintained by Webmaster Brian
Jones, who lives in Connecticut, and sails with Amy
Ives on the east coast, both BVSPS members and
former Coloradoans.
The Forum is an active part of the website. A Classified section has just been added. The Forum is an
active site with the following views:



Cruising Puerto Rico, Dominican Republic and
Cuba by John Harris 209 views
BI Rendezvous - Winter 2016 by Norm Brown
and others 660 views
Chesapeake Cruising by John Schurr - 965 views


Chartering and Safety Checklist - 1116 views
Catalina Island Rendezvous video - 1479 views
This is just a sample of the number of people from around
the globe that have accessed these Forum posts. The
general public can view any post, but only Forum members can comment or add a post. Only Forum members
can access the BVSPS Directory. To become a Forum
member, select the Register link from www.bvsps.org/
forum. Webmaster Brian will approve your request when
you complete the online form and include your USPS Certificate Number.
Email any questions to [email protected].
BVSPS Trent-Severn Waterway Cruise in Canada - Summer 2017
At this time there are 3 BVSPS boats planning participate in Squadron cruise on the Trent-Severn Waterway in 2017. The Trent-Severn Waterway is a long
canal route connecting Lake Ontario at Trenton to
Lake Huron at Port Severn. Its major natural waterways include the Trent River, Otonabee River, the
Kawartha lakes, Lake Simcoe, Lake Couchiching and
the Severn River. Its scenic, meandering route has
been called "one of the finest interconnected systems
of navigation in the world". You can join us with your
boat or considering chartering for sections of the trip.
Here's an outline of the trip as it now stands, though
we expect some refinements as plans develop.
Dates: 01Jul17-01Aug17
Transit speed: 4-5 kt
Vertical clearance: 22 ft
The vertical clearance for bridges and some locks on
the canal means that trailer-sailors will have masts
down except for possibly the largest lakes and that
motor boats are well suited for the trip. Charters, at
least for some sections, are available (e.g., http://
www.houseboat.on.ca/). We plan to explore towns off
the waterway, so total miles traveled will be more
than the listed length.
Last month's Beacon had a number of features listed
and some links for further information. If you'd like to
talk about the trip, give me a call. We plan a program
on cruising the Rideau Canal, another Canadian heritage waterway, for a Squadron meeting early next
year. That should give you an idea of what to expect
on the larger, more modern Trent-Severn Waterway.
Lt/C Ron Schwiesow, JN
XO
2016 October
Gateway to the Trent-Severn Waterway (from https://
en.wikipedia.org/wiki/Trent%E2%80%93Severn_Waterway)
Page 11
News from the Education Department of
BVSPS
The Education Department is happy to report that the
Piloting and Junior Navigation courses are now underway and will conclude by the holidays. They have been
in the planning for months. While it can seem like a last
minute decision to attend or not, advance planning really
helps potential students look ahead and make space in
their schedules for future classes as they appear on the
horizon. To that end we have posted some of our core
courses much farther into the future than we have done
previously. They are listed in the box below.
It may seem early to think about classes next year in
2017 but the first of them is really not that far away. Seamanship is scheduled for 1900 to 2100 (7:00 to 9:00
pm) Wednesdays beginning on 11January and ending
15March2017. The particulars such as price, and place
are yet to be decided.
Here is a course summary. Seamanship is about being
a competent crewmember on a boat. The dictionary says
it is the skill, techniques, or practice of handling a ship or
boat at sea. Some of the topics are marlinspike (knots
and ropes), anchoring and rafting, boat handling, boat
care and maintenance, emergencies at sea, rules of the
road, and nautical and USPS customs and etiquette.
This is a nine week class.
In planning courses, they have been arranged so that it
is possible to take many of the navigation courses
by David Hughes
(called advanced grades) in sequence but with short breaks
between them. The advantage is that they can be completed more quickly and the skills can be put to use in the next
boating season. There are many other courses which can
be offered. The Education Department will offer these as
demand appears. To see the other course possibilities, look
at the following link: http://usps.org/index.php/boatingcourses.
Your thoughts and preferences are important because they
help in planning. Please communicate your wishes to David
Hughes (SEO), Steve Hollis (ASEO) or any of the members
of the executive committee whose contact info is listed in
each edition of the Beacon.
We look forward to hearing from you,
Lt/C Dave Hughes AP
Thanks to Our Past Instructors
Seamanship
Sail
Ron Schwiesow
Jerry Le Cocq
Steve Hollis
John Harris
Vince Cormella
Junior Navigation
Jerry Le Cocq
John Venema
Harry Hammond
Piloting
Arnold Rosenthal
Boulder Valley Sail and Power Squadron Plans Courses
for 2017 and 2018
So that members can better plan ahead, David Hughes and Steve Hollis have laid out a course plan for the coming two years. Additional courses will be added based on demand and instructor availability.
Jan - Mar18
Seamanship
22Mar17 - 24May17 Advanced Piloting
Apr - May18
Piloting
16Aug17 - 13Dec17 Navigation
Sep - Nov18 Advanced Piloting
13Sep17 - 08Nov17 Weather
Sep—Nov18 Weather
11Jan17 - 08Mar17
Seamanship
Aug - Dec18 Junior Navigation
2016 October
Page 12
SM
Vessel Profile: Gulfstar 44
Each month, we feature a sailing or power vessel that is of interest to our members. This month, we consider an exceptional vessel that has recently been purchased by member, John Harris. This vessel is quality in every respect and
challenges our beliefs that being on the water is rugged. There can be adventure as well as comfort. To demonstrate
this, we offer the following photos as evidence.
Displacement: 36400 lbs.
Engine Model: 3208-T -Diesel
Engine Power: 320 HP
Cruising Speed: 9 knots
Fresh Water Tanks: 1 (230 Gallons)
Fuel Tanks: 1 (425 Gallons)
CD player
2016 October
Compass
TV set - Digital
GPS
Plotter - Garmin 3210 Multi-function
Depth sounder, log, speed thru water
Garmin Radar HD – 24 mi.
Marine head - 2 VACU flush
Washing machine & Dryer
Oven - Convection w/4 burner electric
stove & Microwave oven
Refrigerator
Heating
Hot water
Air conditioning - 2 reverse cycle units
Page 13
Appointments—Continued
Battery charger
Shore power inlet – auto wind
Generator - Onan 8kw
Inverter – 2KW
Electrical Circuit: 220V – auto reel in
Outside Equipment/Extras
Tender - 10' hard bottom inflatable w/ 5hp Mercury outboard
Swimming ladder
Electric windlass up & down
Sirus XM weather and radio
Gulfstar Yachts was founded in 1970 by Vincent
Lazzara in Tampa Bay, Florida. Mr. Lazzara
was fresh off a two year forced absence from
the power and sailboat building business. As of
selling his share in Columbia Yachts, he signed
a non-compete clause and bided his time building houseboats. In 1970, Mr. Lazzara was already a legendary figure who had invented a
snap-shackle variation, helped build one of the
first fiberglass sailboats in the Rhodes designed
Bounty II, and was involved with Columbia
Yachts which was one of the leading early builders of fiberglass sailboats. But, his greatest legacy was to be Gulfstar Yachts.
In the late 1970’s and early 1980’s, Vincent Lazzara’s two sons became involved in the company. R.C. Lazzara started designing the Gulfstar
yachts of this era. By the 1980’s, the workmanship was as good or better than any other manufacturer. They continued to produce fine teak
interiors and performance oriented sailboats
such as the Gulfstar 44 and Gulfstar 60 designs.
Along with these sailboats, they produced displacement motor yachts such as the 44 and 48
designs.
As they progressed into the mid 1980’s, their production shifted towards powerboats and away from the
performance sailboats. The sons were more power
boat guys. Maybe the height of their sailboat skill is
the 54 Sail Cruiser whose stunning interior joiner
work, soft ride, and quality construction is about the
opposite of Gulfstar’s early days. In the late 1980’s,
Gulfstar moved mostly to motor yachts. They still produced some interesting sailboats including some for
the CSY charter fleet such as the 50, 45 Hirsch, and
42. For years they discussed a merger with Vikings
Yachts, a power boat builder. Finally in 1990, Gulfstar
sold its assets to Viking Yachts. The sons moved onto
found Lazzara Yachts, a current mega-yacht builder in
the Tampa Bay area.
2016 October
Page 14
SM
First Friday Happy Hour
Asher Brewery and Tap Room
Colorado's First Organic Brewery
4699 Nautilus Ct S #104, Boulder, CO 80301
Gunbarrel
Have a
g
1730 - 1930
5:30 pm -7:30 pm (or whatever)
Meet ot
reat tim
e
her sail
ors
Drunke
n sailor
s aren’t
so bad
Friday, 4 Nov 2016
Try new
Is this r
brews
eally sa
fe?
Member Directory Available
Would you like to know if other BVSPS members live near you? Would you like to know if there
are members not living in Colorado? Would you like to attach a face to a name in the Beacon?
The new BVSPS roster is available online at www.bvsps.org/forum.
The roster is available only to BVSPS members, by logging into the website. If you don't have a login,
you can register. Webmaster and member Brian Jones ([email protected], currently
living in Connecticut and sailing from North Carolina) will approve member requests.
If you prefer, you can receive a copy by emailing [email protected]. The roster will be updated periodically. If you would like to add your picture or boat information, an email contact is in the roster. We
hope this is a way for members to connect and share interests.
2016 October
Page 15
District 30 Wants YOU
You're aware, we're sure, that our Squadron, BVSPS, is a unit of the United States Power Squadrons, the national umbrella organization. The national organization provides materials for our education courses and coordinates the Vessel Safety Check, for example. You may be less aware that we
are also members of District 30 (D/30) of the United States Power Squadrons. D/30 is one of many
districts in USPS. All together, there are 7 squadrons in D/30 in Colorado, Kansas, Missouri, Oklahoma, and Iowa. For more information, including the D/30 newsletter, The Midwestern Pilot, see http://
www.d30usps.org/index.html.
The structure of D/30 is similar to that of BVSPS with a number of offices and committees doing the
work of the district. Holding a district position is an opportunity to learn and serve, as well as possibly
earning a merit mark. You can start on a committee and work your way up to District Commander.
As of the Fall District 30 Meeting, the following positions were open for next year at District 30:
Auditing Committee - 1 position OPEN (3 Year)
Nominating Committee - 1 position OPEN (3 Year)
Rules Committee - 1 position OPEN (3 Year)
Budget and Finance - OPEN
Planning Committee - OPEN
Law Officer -OPEN
These openings are an opportunity to work with very knowledgeable and dedicated USPS officers
and learn more about the structure and workings of USPS. The USPS by-laws have very detailed
job descriptions, as well as training, to assist you in serving. For more detailed information you can
also write the D/30 nominating committee members Marjorie Burgess, [email protected] and Bettie
Danley, [email protected]. The D/30 roster on the web site lists all current officers so that you
see how the open positions fit in the overall structure.
Lt/C Anne Hammond, JN, Secretary
Lt/C Ron Schwiesow, JN, XO
2016 October
Page 16
SM
Vessel Safety Check: Year End Report
By
Ron Schwiesow, JN
XO
Good news! Thanks to an end-of-season flurry of Vessel
Safety Checks for members and friends at Carter Lake
and a member's driveway we now have added John
Harris to the Vessel Examiner (VE) ranks. BVSPS now
has two qualified VEs to help you see if your boat meets
safety standards. This leads to two possible actions for
you and your boat or boats.
(1) Early next spring, give either one of us a call or email requesting a VSC well before the rush of getting in
the water for the 2017 boating season. The inspection
can be done on boats in the water, on a trailer, or on the
hard. It applies to power boats, sail boats, and we even
have a special form for paddle boats. The inspection is
free, and we provide a written report to you only and a
compliance decal if your boat passes. The VSC covers
both equipment required by the Coast Guard to pass the
exam and optional suggested equipment. Part of the idea of
the exams is to discuss on-water safety with an examiner
and raise your awareness of boating safely for your particular boating situation.
(2) Consider joining the BVSPS VE ranks yourself. It's fun
to hang out with other boaters, and it's a major publicservice outreach of the Squadron to help other boaters boat
safely by having proper safety equipment. You'll learn a lot
from the required training and practice to qualify as a VE,
and you'll learn from each inspection. Call me to learn more
and to get started on your training this winter to be ready for
Spring on-the-job training. To check out the training manual,
see http://wow.uscgaux.info/content.php?unit=V-DEPT and
click on the New VSC Manual link.
Lt/C Ron Schwiesow, JN
XO
Paddle Board Safety: Message from the Coast Guard
Stand-up paddleboarding has burst onto the beach scene in recent years and is the fastest growing water sport in the
world. With the rise in popularity, many paddleboarders often forget that being on a paddleboard requires the same
safety precautions and vigilance as any other activity on the water. Now is a perfect time to brush up on some paddleboarding tips and most importantly, water safety practices.
The first thing to know about stand-up paddleboarding is that a paddleboard is a vessel when used “beyond the narrow
limits of a swimming, surfing or bathing area.” If a paddleboard is used within a designated “swimming, surfing or bathing area,” the Coast Guard does not consider it to be a vessel.
What does this mean for you? When using a paddleboard beyond the limits of the swimming, surfing or bathing area,
you need to be as prepared as you would be when using what is considered a traditional vessel, which includes wearing
a life jacket. Whether you are a seasoned paddleboarder or new to the activity, here are some other tips when it comes
to using stand-up paddleboards.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Wear a lifejacket and carry a whistle.
Be a competent swimmer.
Know how to self rescue.
Know how to tow another board.
Know the local regulations and navigation rules.
Understand the elements and hazards – winds, tidal ranges, current, terrain.
Know when to wear a leash.
Be defensive – don’t go where you aren’t supposed to be and avoid other swimmers, boaters, paddleboards.
Use proper blade angle to be the most efficient paddle boarder.
Take a safety course.
And remember… have fun and be safe!
Originally posted by LT Stephanie Young, Wednesday, May 23, 2012 in the US Coast Guard Compass.
2016 October
Page 17

The Boulder Beacon - Boulder Valley Sail and Power Squadron

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