Well, they never really left – but our classic full-keel Swedish design and Friday afternoons are resurgent. If you know how to sail, come have some fun in our Sailing Club with either/or, or both.
We hadn’t launched our International (‘Swedish’) Folkboat last season for various and boring reasons. But it’s back! Demand dictated it.
Friday afternoons are also demand based. We had some regulars for Friday afternoon and evening sails. These Sailing Club members could only break free then, or just needed to as a way to end their work weeks on a high note and begin the weekend early. Life changed and so did demand. We tended to get out of Dodge early on Fridays to beat traffic and have a break before busy weekends.
Last Friday? All the boats went out at once! Busy afternoon. Delightful conditions, too. That can’t be predicted, but on average, there’s more wind in the afternoon and temperatures cool down in the evening. Beat the traffic to go TO sailing, not leave it. Always made sense. We have more weekday pass members in our Sailing Club this season and that’s part of what’s driving Friday sessions.
The Folkboat? It dates back to WWII! Not ours, of course – it’s a fiberglass one built by the premier manufacturer Marieholm in Sweden in the 1970’s. But the design was from a contest in Sweden. Three different designs were chosen as ‘winners;’ one man was tasked with taking the best of those designs and amalgmating them into one fnal boat – the Nordic Folkboat, which became the International Folkboat we now know.
It’s popular wherever there’s wind. Over 5,000 have been built, and that number probably only reflects major production from established builders and doesn’t even count kit or home-built boats that were off the radar.
Silent Reach basically fell in our lap and we couldn’t pass up the chance to have one of these in the fleet. Despite their rep – eats up heavy weather; countless trans-Atlantics; a few well documented circumnavigations – these boats are fine in Long Island Sound! They do well in light breeze, and point surprisingly well. Go figure. Better yet; go sailling!
Here’s an article from Practical Sailor, a sailing review rag that predated all this internet stuff and still goes strong… scroll down past blank image to link:
Here’s a link to Amazon to check listings for the book – new, used, or Kindle…
The new Clinic from NY Sailing Center; it fills in the gaps left by the sailing school you went to instead of ours to learn how to sail a boat. Oops…
Years ago, we basically stopped offering rentals to the outside public, and restricted it to our own graduates. Anyone can join our Sailing Club, but before they can skipper one of the boats, they must prove they can handle it. We include one short private lesson for new members to help get them skippering.
Here’s an example: someone who joined our Club, who had 101 training and had other experience. What he didn’t do? Includes but not limited to…
Sailing a boat without an engine;
Sailing off or back onto a mooring;
So, in the clip below, you’ll see him doing the singlehanding part. roughly, but safely. We coached him through this after teaching him how to get off a mooring without a motor. When he was ready to come in, we coached him on that. Roll video:
So, why did we stop renting to gen-pop? They were all failing the rental checkout. Most schools had transitioned to courses that were only two days long, and it just isn’t enough. That’s a time-tested fact.
The other day, I chimed in on the ASA Private Instructors’ Forum on Facebook. (ASA is the American Sailing Association, the industry association we belong to for accreditation and certification. All legitimate schools in the US belong to ASA or US Sailing; most are ASA. ) There was a post relevant to this topic. The original poster mentioned that a school he had worked at did their learn-to-sail course in only 2 days, and he felt that 3 days was necessary. An ASA staff member commented, indicating that 3 to 4 days or sessions are typical for a proper learn to sail course. (Half day sessions can be quite productive.) I added this:
The trend toward 2-day courses has devalued the certification. I stopped renting to the general public years ago out of frustration with rental checkouts and wasted time due to this. Students who attended 3-day programs, where each day was spent mostly sailing, usually passed our checkout. NO student who did a 2-day course EVER passed our checkout. We wanted them to succeed and become rental customers. None of them passed muster. 2 days just isn’t enough, especially when the “unofficial” official industry standard is 4 per boat (we do 3 and some other schools do as well). We gave up; we don’t rent to the outside public. They can join our club program, get a free private lesson, sail with others, and be re-assessed.
Captain Stephen Glenn Card, Director and HBIC,* NY Sailing Center.
(*HBIC – Head Bozo in Charge.)
Two other members of the forum ‘liked’ my comment. No one disliked or commented on mine.
At least 2 schools in our region claim to have a 3-day course that is actually only 2 days of instruction. One does a few hours of classroom the night before the weekend of the course (after work; tired; bored after a few minutes). But, they only give 2 days of on-water instruction and sailing. Another does 2 days of mostly on-water, then lets students practice on a 3rd day. But, there’s no instruction going on after their 2-day 101.
So, where’s 102? Doesn’t exist. Not yet; not formally. But we’re going to offer a new clinic: “102: for when their 101 wasn’t enough for you.” This will be a clinic to have fun filling in the gaps left by other schools. It will be at least a day’s worth of time, probably broken up into two shorter sessions on two visits to the Sailing Center. Tuition? Not sure yet. We’ll debut it later this summer.
If you want to do it right the first time, here’s what we provide in 101:
3 full days of instruction, each mostly to entirely on the water.
2 half days of supervised and coached practice. An instructor is around the whole time, and is alongside during sail hoisting and ‘take-off’ before coaching as needed via radio and chase boat for the remainder of the practice. But, the instructor isn’t aboard. Students are sailing without one. This is the logical progression.
More time if needed for either instruction or practice. For example, if weather delays eat away too much time from a scheduled course, we simply schedule a free make-up session. If students aren’t feeling confident after the first practice, they can get more instruction for free before doing more practice. (This has NEVER happened.) If they want more supervised practice before renting or joining our Club, that’s fine – they get it. (This happens rarely; less than once per season.)
We also get people who join us for their next course, 103, after not taking 101 with us. They’re rarely ready for 103, and it becomes remedial. They weren’t done with 101!
You can pay a lot less at other schools to take their ASA 101 course. Of course, you get what you pay for. And then you pay more later. Or, you can just get it right the first time with us. Your move!
For more about our Start SailingSM 101 course, navigate your way here…
A veteran and highly respected sailor, John Fisher, was lost at sea on March 27 during the Volvo Ocean Race’s long, dangerous leg in the Southern Ocean. He was knocked overboard by the mainsheet during an accidental jibe. And, he was not tethered to the boat at the time.
This was the second overboard accident on the same boat, Scallywag, in this event. The other sailor also wasn’t tethered, and was not wearing a life jacket. The conditions were much calmer so they got him back aboard safely in 7 minutes.
Things often happen in twos in both the Volvo and Clipper Races. And, the deaths are starting to pile up.
So, why wasn’t he clipped in? Why couldn’t they rescue him? Why do race organizers send the sailors on a long dangerous leg in the southern Ocean, where one of our own graduates at NY Sailing Center was washed overboard but pulled back by his tether during a Clipper Race? Why do they go?
Well, we know that part. People drawn to participate in such events are always going to go wherever the challenge occurs. The other questions are all worth discussing. And, I’m not seeing or hearing discussions on what I see as the prime issues raised by these accidents.
First: Why are people not ALWAYS wearing PFD’s (life jackets) AND secured to the boat with a tether? First one: duh. Should require no discussion. These boats are going fast, often, if not typically, over 20 knots. They’re sailing in open ocean waters with waves and swells. Even in relatively calm conditions, it takes time to turn around, and at speeds of 15-25 knots (and we’ve seen posts that they go over 30 but I’m not convinced as of yet), the boat gets away from the person in the water quickly. The waters are often cold. People should always have a PFD on.
Second: Why are people not ALWAYS secured to the boat with a tether? It’s a critical last line of defense. John Fisher wasn’t clipped in. He unclipped to go forward to do some task that he or they felt was important enough at the time to go forward for. He might have been about to clip back in to another jackline (security line or webbing that the personal tether attaches to). If that was the case, why aren’t the boats rigged to allow “make before break,” as they say with combined battery switches? Many boats have that when it’s not practical to rig a continuous jackline. Perhaps this boat was and it was user error. Wasn’t there; hasn’t been posted; don’t know.
If Mr. Fisher was tethered in, he probably would have survived. Because he was not, he had little chance of being recovered at all, and even less alive. I’m seeing arguments in different forums where one sailor will criticize decisions on board as well as the entire event as organized and ruled by race management. The flip side sees sailors calling these shameless, bitter, angry rants that show that the first sailor doesn’t know what they’re talking about, and defends the personal liberties and sense of adventure of the people on the water.
And, the person who just died.
But the basics are patently obvious so I won’t further belabor them here. I just wish that the defenders of the race and the participants – and the dead – would get their head out of this perspective and see the bloody obvious, and discuss something they’re not, and should be given their experience with this kind of extreme sailing, to wit…
THIRD: Here’s something that’s less obvious. The gear sometimes fails. That wasn’t the case here. However, in both the Volvo and Clipper races, and in other races and non-race passages, tethering systems have broken and sailors were in the water with the boat sailing away. The faster these boats go, the more shock load is put on the connections when they come taught. At 20-25 knots, I can’t even imagine what the PSI load would be based on the average weight of a sailor plus water resistance with safety and survival equipment. Occasionally, it’s not enough.
I hear and read about different types of connections – which are stronger, which are more practical, how to balance the dual needs (including how to not flay ones knuckles on the gear aboard the boat).
What I’m not hearing about is this: shock absorption. If the tethers were rigged with something elastic to gradually absorb the shock load, the load on the components would be less severe upon ultimate impact. That could only help. Of course, it might make the tether more awkward. I suppose it could, indirectly, lead to a greater risk of fouling onboard and actually causing someone to get twisted, off balance, and go overboard in the first place. I’m not going to pretend I’ve worked this all out.
But, it needs to be done. I propose that either…
The tech be improved with a method of shock absorption if feasible;
The boats be mandated to stay below a specified top speed. The faster they’re going, the more risk, as it’s caused by increasing wind (which, in open water, is soon accompanied by larger waves). It’s easy to track; the boats are accurately tracked by satellite at all times.
The Southern Ocean is a brutal area to sail. Perhaps the race should minimize time and distance spent sailing here, or avoid it altogether. That’s been bandied about on various forums. Regardless, the obvious safety measures of always wearing PFD’s and always being clipped in must be mandated (if not already), and observed. And, as people WILL be tossed, knocked, or washed overboard anyway, the equipment must be improved or the boats slowed down. Or, both. We can have high quality racing and have much better safety as well.
But first: people are still not always wearing PFD’s or tethering themselves.
Who wouldn’t agree with the need for starting with that?
Here’s an article on the tragedy that has the most detail we’ve been able to find…
Well, yeah – we went out on that super warm day in February, but that doesn’t count. We officially kicked off our 2018 sailing season on March 31 and Easter Sunday, April 1. No foolin! On both days we chose our Pearson 10M, Kilroy Was Here. (Our Pearson 26, Second Wind, was an option as well.)
The Longest Season in the NortheastSM – another way we give you MORE.
Anywho, Saturday saw light and variable breezes to start out, including a little motionless hang time. It’s all good in the Sound and its surrounding bays and harbors… there’s little current, and very predictable commercial traffic. Soon, enough wind picks up to sail meaningfully, even as little as 5 knots. (Don’t try that in NY Harbor and the Rivers.)
Later, the southwesterly picked up just like a summer sea breeze, but cooler of course. We made it to Stepping Stones Lighthouse, our modest goal, before that and rode it almost to Fort Totten off Little Neck Bay.
We passed the light again, then decided that was plenty of fun and rode the building breeze back in to get docked up. This was a Club sail with two members present- Adam (graduate of several of our courses who went on to bareboat in the BVI based on that), and Piers, a recent learn-to-sail graduate who’s going to take 105 next weekend and 103 & 104 as the season progresses.
Easter Sunday was a teen outing put together by a long-standing client and friend of the Sailing Center, Jim, who has a small daysailor of his own. The young adults had a blast, all taking turns steering, and eventually letting Jim have a shot.
We did the true City Island-style Lighthouse Loop! Okay – technically, not – we didn’t go around Stepping Stones. Not worth it; tricky passage and waste of distance and time. But we went just past it and turned and looped alongside. Good enough. Then, we went very close to Gangway Rock, cutting between it and it’s very nearby gong buoy. How close? THIS close…
Then, on to Execution if the wind held and the teens steered well. And both did their duty. So, we went all the way around Execution and its red nun on the far side, and then tacked to head back to City Island Harbor and then around into our off-season slip for Kilroy on the Eastchester Bay side. Lovely ride.
Did we mention the fun?..
Want to get in on it?
Our Sailing Club has Skipper memberships for those of you who are ready to just go. We also have Social/Crew memberships for those who are not. Want to bridge the gap? Of course, as a school, we have courses, clinics and even private instruction. We have what you might need not just to skipper a day sailor in Long Island Sound, but to cruise the whole thing or charter a Bareboat yacht in the Caribbean, the Mediterranean, or anywhere else charter companies exist for that.
As we’re deep in the throes of a cold start to the winter – polar vortex/arctic blast kind of cold – thoughts are somewhat removed from sailing. But not entirely.
While on the slopes enjoying fresh pow over the holidays, and warming back up to techniques shelved during the boating season, I was reminded of the concept of turn initiation. Don’t ski or ride? Don’t even sail yet? No problem – we’ll break it all down and maybe even get you stoked in the process.
“Turn initiation” is the technique used to get a ski or snowboard to go from flat on the snow to beginning a turn to one side. Anyone who can link turns on either kind of plank knows what I’m talking about. It’s like this: we make certain motions to suggest to the equipment that we want to turn instead of going straight. After it starts listening, we add more motion to shape and complete the turn to the extent we want. Regardless of what kind of turn we make, we have to start it – and eventually end it.
Same with boats! Techniques, and consequences for ignoring them, are different. Thankfully for sailing, there are usual no real consequences.
If you ski or ride, but are beginner to intermediate, it’s time to think about this again as you begin your snow sliding season. You experts out there don’t think much about it, but warm up your technique and self-critique as you get your form back each season.
Back to sailing and turning a boat. Let’s leave special techniques like steering with sails, and with body weight, out of it and focus on the thing we all use all of the time: the rudder. (Don’t even sail yet? That’s the fin that we turn back in forth behind the boat to make the boat turn, like a paddle stuck in the water and angled to one side. Makes the boat turn.)
At the most basic level, we angle the rudder to one side or the other when we want to turn a boat. Some boats have a stick attached called a tiller, found on smaller boats and almost mandatory to learn with. Once the boat is in the upper 20-foot range, and especially at around 30 feet, it tends to have a wheel instead. As the rudder is angled more to one side, the pressure of the water hitting it pushes it back the other way, taking that end of the boat with it. The boat pivots in the middle, and turns. (The direction the fin aims is also where it want to go once it gets moving.)
So, to make a slight or narrow turn, the rudder does not need to angle much to the side. To make a sharp or tight turn, the rudder needs to move pretty far over. Turn initiation is really the rate of motion to get it started, so that the whole process works better.
On a board or skis, if we suddenly wrench the plank over to the side, we often catch an edge in the snow and catapult or slam. No fun. But if we get the edge to gently start engaging, and then add more edge and pressure, we can smoothly get the plank on its edge and into a turn. Can’t usually skip steps: have to START the turn before shaping and completing it, before ending it.
I haven’t skied since I as a boy, but I’ve watched a lot of skiers. Good skiers are graceful in their transitions. I’m a pretty solid boarder – somewhere in the advanced range by objective standards I’ve come across. I’ve watched a lot of boarders too. I won’t pretend I know how to turn skis. But Im supposed to be expert at understanding how to turn a board, as I’m a certified instructor. So, I’ll talk about boards.
For most turns on a snowboard – and some experts say all – we initiate by twisting the front of the board slightly so one edge is pressing into the snow and the other starting to lift. Think of holding the ends of an ice cream stick with your thumbs and forefingers. Now, think of holding one end level, but rotating or twisting the other end slightly. That’s the general idea. In the air, this does nothing but flex the stick. But on snow, one edge of that stick presses into the snow, and starts to take the rest with it to that side.
Of course, we add some at the other end, and make more of a turn. And, release. And, rinse and repeat, maybe mixing it up from time to time to not get bored.
How do we translate this to turning a sailboat?
Think of the rudder as the edge. initiation is turning the rudder ever so slightly to suggest to the boat that it should stop going straight, and to pivot. Once it listens, we gradually increase the rate of turn but angling the rudder more. But at what rate? And how far?
This is the beautiful part, elegant in its simplicity.
We slowly, steadily, move the tiller to the side. One simple, steady motion. Easy. How far? Until we like how much the boat is turning. For how long? Until we’re half way through the turn, at which point we reverse the motion at exactly the same rate.
What if we need the turn to happen quickly? Well, there is no shortcut here unless we’re throwing the boat around with our body weight, and/or using sails to help turn the boat. Again, let’s leave it at rudder only for this discussion. (And even when we’re using other techniques, rudder action doesn’t change.)
Too many sailors just jam the rudder over hard when they want to make a quick and/or large turn, especially for tacking (crossing through the wind quickly and ‘catching’ it again on the other side). Jamming it over skips the initiation. Consequences?
Drag. The rudder is now sideways to the water, creating lots braking resistance. Imagine gliding along in a canoe or kayak, and suddenly jamming the paddle in the water off the back end, with the flat side perpendicular to the direction of travel. Sea brakes! Craft slows down. Think of air brakes on a plane. Overuse them at the wrong time, and the plane starts to drop.
Stalling. Because it’s angled too aggressively to the flow of water, the water doesn’t flow around the far side of the rudder, and and bottlenecks against the near side. Water flow around the rudder allows the rudder to take the back end of the boat with it in an arcing turn, and therefore makes the front go the other way, pivoting around the middle. Stall the flow, and we stall the turn. (This also increases “leeway,” both when turning and when trying to go straight, for those with more sailing savvy. It’s why excessive rudder angle has to be dealt with one way or another when going straight.)
It’s slightly counter-intuitive at first. “I want to turn hard, so why not just turn the tiller/wheel hard?” Doesn’t work that way. You’ll get there sooner by starting slower. A slow, steady, linear motion of the tiller (or wheel) gives you everything you need:
Turn initiaiton. Suggests to the boat what you want to do, and it gently begins.
Shaping. We turn the rudder enough to get the turn shape/speed we want.
Completion. So simple – half way through the arc of the turn, we just reverse what we did with the rudder at the same steady rate!
The tiller moves in a linear fashion, but the boat turns in a crescendo/decrescendo. See? We’re teaching to both logical learners and musical/rhythmic ones! If we graph it out, we’ll see different patterns for the tiller and the boat…
The more rudder angle, the greater the turn. To get there, we simply move the tiller steadily to gradually increase rudder angle, and therefore the rate of turn. Your boat will take over, and the rudder will follow. When you feel that, you’ll know you got it right.
Then, you’ll be ready to shred!
Want to learn more about turning a sailboat? See us at NY Sailing Center in the spring. We start in April.
Want to learn how to snowboard?Already ride, but want to improve or take it to the next level? Our Director, Dockmaster and rambling Editor at Large, Captain Card, is a certified snowboard instructor who loves to teach. Hit him up to discuss getting out on snow. This can be as close as Mountain Creek, NJ (an hour from the GWB), as far as South/Central Vermont, or mid way at Hunter or Windham in the Castkills.
A client of ours is originally from Canada, and two buddies and he did 103 and 104 with us one season before doing their first bareboat charter in the BVI.
Adam’s uncle got involved with a latent lighthouse in Ontario, Canada. He’s on the local preservation committee, and had been trying to get it lit back up. Apparently, it was a somewhat uphill battle as there were concerns about the light shining on shoreside homes at night and being intrusive. The major’s office was involved and favored the light being back on, so that helped.
Here’s an excerpt from the original Notice to Mariners in 1917 that announced the construction of this light!..
For its return, the compromise was to aim the light across the bay at another peninsula rather than sweep across the shore or just aim 360 all around. Our mission: confirm the exact bearing, and show/explain why we came up with the magic number.
(Truth be told, Adam was more than capable of doing this himself, having successfully taken and passed 103, 104 and 105 with us and then applied it in the BVI. But this had to come from us as the outside experts.)
Anywho, Adam enlisted us to be the alleged experts to plot the angle of the light and show how we’d done it.
1. Get the right chart. Adam took care of this: NOAA #14832, Upper Niagara River, ending in Lake Erie.
2. ID the light in question: “Light House,” on Point Abino. No characteristics shown as it’s idle.
3. ID the exact spot the new light is supposed to be aimed at: SW corner of the peninsula across the bay at the other end of Crystal Beach.
4. Measure the bearing painstakingly several times with at least two methods and get a consistent answer: 61 degrees magnetic.
On August 30th, a group of 10 kayakers was basically run over by a NY Waterway ferry that was backing out of its Manhattan slip into the glare of the sun in the western sky. Several were injured; two seriously. It’s all under investigation of course. Not many other facts have been reported so far and thus it’s hard to piece it all together.
The kayak company involved claims to not have had a collision before in its 20-year operating history. But the incident does beg some questions…
Was the kayak group being reckless, passing close by an active ferry dock?
Did the ferry sound a proper signal and post a proper lookout?
Are New York Harbor and the Hudson & East Rivers even suitable environments for kayaks and stand-up paddleboards?
There’s been a large increase in kayak and even paddleboard activity around Manhattan recently. It’s cheap, easy access to the water. But the water moves – fast. There are strong currents that make real sailboats stand still against the skyline while sailing full tilt. Then there’s the traffic.
“You have every single marine traffic situation that is known to man, every single day. You have high speed ferries of different sizes that have different routes, you have pleasure craft, you have ocean liners, you have commercial dredges. It all exists here. You see kayak and paddleboard people on the Hudson River with a 3- or 4-knot current at dusk — it’s insane.”
-Captain Frank Crescitelli, fishing charter captain (“Fin Chaser”) based in New York Harbor. (As quoted in the NY Times article referenced below.)
Meanwhile, back at the ranch (New York Sailing Center’s location on City Island, half the length of Manhattan away from it but light years away as far as the boating and sailing environment), we have the Touring Kayak Club near our moorings. They launch from their own ramp in City Island Harbor. Sometimes, I think they stray a bit far from their base, but the traffic conditions are far more manageable and predictable here. Plus, currents can usually be swum against, so paddling against them is a cinch.
TKC is a private membership club that no one seems to know much about. The last time I checked, they were wait-listed. At New York Sailing Center, we are planning to introduce kayaking and perhaps boardsailing (“windsurfing”) in 2017.
As for NY Harbor and the Rivers, it’s hard even for non-capsizing sailboats to manage all the logistics and stay safe on, much less enjoy, the waterways. We keep hearing of collisions and capsizes – yes, capsizes with non-capsizing sailboats! Why? They push it. They fly spinnakers without enough experience, training, or regard for weather. So, they flip ’em. And, sometimes sink ’em. Seriously? Yup, so just say no to SUP…
“It’s a super-accessible way to get exposure to the waterways, where there is a really undiscovered part of New York City; there’s a mystique to it. But if you’ve never experienced a 40-knot vessel coming at you with a kayak, that’s a problem.”
-Elias Vaisberg, who runs kayak fishing tours out of Staten Island. (As quoted in NYT article referenced below.)
The quotes above were from the NY Times article about it on August 30 titled “Recreation and Commerce Collide on New York’s Crowded Waterways” by Sarah Maslin Nir and Eli Rosenberg. The previous day, there was an article titled “10 Kayakers Rescued from Hudson River After Collision with Ferry.” We have not provided links because when we pasted them into the post, they keep trying to embed and all that appeared was a portion of the call-out photo with no actual link or text. So there.
Caleb Paine was in fourth place going into the medal race in the Finn dinghy class on Tuesday. He led at every mark and took the race – and took the Bronze medal in the process.
The Finn is a large singlehanded dinghy, used as the ‘heavyweight’ men’s singlehanded class. It’s had a very long reign in Olympic sailing – uninterrupted since the 1952 Games. It’s arguably the hardest boat to sail well in the world. It’s certainly the most brutal.
This was Paine’s first Olympic appearance. He skipped college to pursue competitive sailing, and apparently it paid off. Congratulations!
Two other Olympians who wound up with significant fourth place stats in their classes have a lot in common…
Sail the same boat (Laser)
Live in the same country (Italy)
Share blood relatives
Who are they?
Gintaré and Robert Scheidt…
So, they sail they same boat, although Gintaré’s rig is the Radial (smaller sail and bottom half of mast). They represent different countries (Gintaré is originally from Lithuania). They are married with children, and live together in Italy. Gintaré was fourth in the medal race (7th overall), and Robert won the medal race which brought him to 4th overall. He won one of the earlier races but also had some poor outings.
Had he Bronzed, he would have won his 6th Olympic sailing medal in two classes – the Laser and the Star class doublehanded keelboat, which are as far apart as actual boats get in the Olympics. Only the sailboard class (RS:X) is further removed from the Star. Two Golds, two Silvers, and a Bronze – in two very different boats. This writer can’t think of a better Olympic sailing record. Elvström won 4 golds in two dinghies, the Firefly and the Finn, but I think Scheidt’s record is even more impressive.
Here’s hoping that the US women’s 470 team converts their 2nd place in overall standings into a podium finish. To be continued…
Want to watch live and also get some replays? Here are links to NBC’s streaming page for sailing. Most prior days’ coverage are available but the last two weren’t last time we checked.
http://stream.nbcolympics.com/sailing-day-3 (First day of replays that are actually available on demand. Edit the number to try the day you want. Was working up through day 8 last time we checked and tech difficulties for days 1 & 2.)
…or is it no location? Or too many, so a school is confused about where it is?
Do two (or three) wrongs make a right (location)?
Wonder what percentage of you get the GoT reference of this post’s title. (If you don’t get GoT, let us know and we’ll bring you up to speed.)
WTF am I talking about? Sailing schools who are geographically challenged and are either so confused they don’t know where they are – or want you to be so you sign up for their school at one of their dubious digs.
Example: a school is named after a geographic location. An island. They had to move from that island to a neighboring state. They still reference teaching at that original island in their blurb on the ASA School’s page. But a girl has to cross a river to get to them. (oops; there’s another GOT reference…)
Another example: a school has three locations, none far from the others (and all in our state). One moved across the bay it’s located in. Map page still shows it where it isn’t. At least it’s the right bay. One is entirely new. It’s listed on the ASA page as being in a particular Bay, where they say the sailing is Great. But a school is not in this bay. It is in another, far away, and the sailing is not in this tiny bay. A school sails in an inlet on an ocean. (And a school cannot hide from that ocean’s swells.)
What do we care? We like good old fashioned, straight up honest advertising. Plus, we’re very proud of our location. It’s extremely accessible from so many places, both by public transit and car. The area is insanely good for teaching sailing and just enjoying a day sail or a cruise.
Some schools have multiple locations. Some locations have multiple schools. Tiny little City Island, barely a mile and a half long, has historically been home to two sailing schools – sometimes just one, and for a time, three. Plus, it has two college sailing teams. Both those universities have campuses on Manhattan. But, they sail out of City Island. Finally – we have three yacht clubs on the Island and the vast majority of their members’ toys are sailboats.
We have had opportunities to add a satellite location at the “bay on the ocean,” on the Hudson, etc. We have always declined. Not worth having a location slightly more convenient to Manhattanites, or to spread ourselves around hoping to capture another demographic, just to take clients’ money and give them a piss-poor education and experience that, if they even learn properly from, they’ll soon outgrow.
We recently came across this review of our learn-to-sail boat, the Beneteau First 21.0. It’s sometimes called the First 210. Many Europeans call it the Baby Ben.
It’s the smallest sailboat made by the largest (and oldest) sailboat manufacturer in the world. It’s two and a half editions, or generations, or models old depending on how one defines that. Started with the First 21.0; became the First 20. (Boat didn’t shrink.) Then, Beneteau and ASA (American Sailing Association) teamed up to produce a slightly modified version – that’s the “half” to which I refer – called the ASA Trainer or First 22. (Again, the boat didn’t grow.) The chief difference on this one is that they made a smaller cabin and larger cockpit.
But, all versions have these things in common:
Hull. (Boat body) The size and shape are the same.
Keel. (The fin that stops the boat from going sideways and from flipping over.)
Rudders. (Steering fins.) Yes, plural. There are two.
Rig. The spars (poles that hold the sails up, out, etc), and basic sailplan, are the same except for the squared-off top of the mainsail on the newer boats.
Bob Perry, a highly esteemed naval architect and author, with a regular column on design in Sailing magazine, penned this article some time ago. Here are his words, and some pics we saw fit to slip in…
Perry on Design: the Beneteau First 21.0.
(Bob’s prose appears below in quotes. Any editorial notes I couldn’t resist are indented in parentheses as I’ve done here.)
“Let’s go small and look at a trailerable boat. This one is from the board of Group Finot and built by Beneteau. It is a very different approach, abandoning tradition and going after speed and convenience with modern design features.
“The benefit of this type of boat is the ability to move easily to exotic or semi-exotic locations for regattas. The 210 will make a great daysailer or a camp-style cruiser. While trailerable sailboats are seldom examples of refined design, the First 210 shows design innovation aimed at sparkling performance and eye appeal. This boat is also unsinkable.
“With an LOA of 21 feet, the First 210 shows a modern, round bilge hull form with a very broad transom to give it dinghylike proportions. Look carefully at the plan view, deck layout or interior. Note the location of maximum beam. In most modern designs the maximum beam is located at or around station six. If you use the same system of establishing stations and break the 210’s DWL into 10 segments, you will find the max beam around station nine! There is even a curious little hook in the deck line right at station nine. The result of this shape is extreme maximization of the small volume available in 21 feet and a wide platform aft to optimize the righting moment effect of crew weight.
(We’ve always called this boat a big dinghy with a keel on it. A dinghy is a sailboat that can flip over and requires the crew’s weight on the rail to hold it down. The Beneteau First 21.0 is very sensitive to crew weight, and reacts immediately to changes – but it won’t flip over if the crew fails to react. That makes it ideal for learning and training.)
“The extremely high-aspect-ratio centerboard (ed. note: it’s a ballasted swing keel, not a centerboard or centerboard keel) is housed in an odd shaped nacelle below the hull for a board-up draft of 2 feet, 3 inches. Almost every appendage is a candidate for “ellipticalization” these days, and I find it interesting that the designers have ended this board in a sharp point. In profile, the rudder looks ridiculously small until you realize that there are in fact two rudders. They are canted outboard at 15 degrees. With this extreme distribution of beam aft a normal rudder would pull almost clear of the water at high degrees of heel. With the two rudders, when the boat is heeled one of the rudders will still be at an effective working angle with the water. This is a slick way of reducing the required draft of the rudders. Note that the draft of the twin rudders is the same as the draft of the board housing. The rudders are linked through the member at the top of the open transom.
(The design was great by itself, but what puts it over the top is the twin rudders. Sailboats lean to the side naturally, as shown in the pic above. The more they lean, however, the less effective their rudder (steering fin) becomes. It loses its bite on the water, so it has to be held to one side to go straight. This creates drag and further reduces its effectiveness. But the twin rudders on the First 21.0, each one angled outward, become straight when the boat heels a normal amount, and when the boat heels too much, the rudder angle isn’t bad. This makes for a forgiving feel that allows students to learn from mistakes rather than be confused or overwhelmed by them. And that makes them better able to sail any boat afterward.)
“There are no overhangs on this little packet. The bow profile shows a hint of concavity to allow some flare into the forward sections. There is also a tiny amount of tumblehome in the midsection with a moderate BWL.
“The shrouds are taken to the deck edge allowing a small jib to be sheeted inside. The mainsheet sheets to a single attachment point on the cockpit sole. All halyards lead aft to jammers within easy reach of the helm. The spar is deck stepped with a hinged step. The interior is a one piece GRP molding with small sink and one burner stove. The portable head is under the V-berth. The small interior space is divided by a trunk that carries that top of the swing keel. A hinged leaf table is attached to this trunk. The four berths are all adult sized.
“On deck, the swim ladder and outboard bracket fit neatly between the twin rudders. The two cockpit lockers contain a space specifically for the outboard fuel tank. The bubblelike desk is striking and set off by a varnished mahogany toerail.
“The First 210 appears to combine careful styling with performance and safety. The general approach to this design is similar to the Mini-Transatlantic Class, but the boat is not as radical in proportions as a true mini-transat racer. Beneteau’s tooling of molded parts is as good as any in the business and their approach to finish and style is perhaps the best in the business. These aspects combine to ensure that the little 210 will be a standout.”
(“Mini-transat” refers to the Mini 6.5 class boat: 6.5 meters, basically the same as the first 21.0. It’s a serious racer. How serious? They are raced singlehanded across the Atlantic – with spinnaker. No shit. They have twin rudders like the Beneteaus. This class is also raced doublehanded for some regattas.)
We love this boat, and while they’re fewer and farther between, and much more expensive to buy than the boats more commonly used in sailing schools (J-24’s and Sonars come to mind), they’re worth it as they just work better for teaching.
“Don’t take our word for it!” Everyone says they have the best boat. But this is the only design ever endorsed for sailing instruction by a national sail training or sailing school organization such as ASA or US Sailing.