Sailing as a Spectator Sport

Like many avid sailors, I would love to see sailing become a more popular (probably too strong a word) spectator sport.

As a high school coach, I get to watch a lot of races from the water, but that is an opportunity limited to a few, and very limited by your position near or on the course and freedom to move around. I was on a spectator boat at the America’s Cup (back in the 80’s when it was in Newport, RI) and saw very little of the race. I was on a mark boat at the Laser Olympic trials and saw lots of windward mark roundings and nothing else. In coaching team racing, I am usually on the start boat or the finish boat, and from either perspective, I miss some of the action. It seems that short of having access to a helicopter, competitive sailing is usually just too hard to see to get a real sense of the overall sport.

Non-sailors compare watching sailing to watching paint dry…

(This is actually gel coat, which might be more interesting than standard paint. Is it going to cover? Will the sprayer spit all over the work or coat it evenly? Did I put in enough catalyst to make it dry or will it stay sticky forever? Fascinating, once you get into it! Sort of like sailing?)
 
The Extreme 40 racing series is trying to change all that. They have come to Boston this the Fourth of July weekend for Act IV of their series, and in my view, they are making it work. How?

• Fast boats – 40 foot catamarans that can really fly – at least one pontoon at a time.
• Large boats – visible from a considerable distance away.
• Differentiation between boats – unique and colorful graphics on the sails.
• Possibility of crashes – who doesn’t like a good NASCAR wreck?
• Expert sailors – much scrambling around and perfect spinnaker sets every time.
• Short races and many of them – about 20 minutes apiece – 43 races in five days at their last stop.
• Knowledgable and entertaining play by play commentary over a loudspeaker – identifying the players, explaining the courses and sailing tactics, and generating crowd enthusiasm.
• And the really critical factor, stadium viewing – the race is as close to shore as possible and bleacher seating is available. You can finally see the whole race, not just a couple of boats for a small part of the course!

Yesterday at Fan Pier, the wind was up and down and very shifty. (Being close to shore probably ensures this some degree even if the wind isn’t shifty in general.) For catamarans that can go from zero to full speed in about five boat lengths but can find themselves practically in irons during an almost perfect tack, being in the wind is everything. Consequently, the racing is very exciting with surprising and dramatic changes in position. Even with world class sailors in shifty conditions, it is nearly impossible to be consistently in the front. In consecutive races, there was a lot of movement from first to nearly last and vice versa.

I’ve seen a couple other instances and venues where it all works as a spectator sport. The world team race championship held on the shores of Newport a few years ago was similarly great viewing and exciting racing. Events held at MIT are close to shore on the Charles River and the roof deck of the boat house provides just enough height to see the entire race. Although I’ve never been there, the Hinman team race event in England reportedly provides stadium sailing better than anywhere else and draws crowds that pack the grandstands year in and year out.

Newport Team Racing Championship

Charles River Regatta

For me, all of these examples make sailing more viewer friendly than the highly touted America’s Cup which is progressively becoming more about politics, technical feats, and money than sailing. Maybe the new graphics with NFL style yellow lines on the field will help next time around. Like most other sailors, I will be watching the televised drama, but in comparison to attending the Extreme 40 racing, the viewing portion of the spectacle will be like watching gel coat dry.

yarg

The Path to FAIRNESS

The recent talk on Tillerman’s blog and discussion on the Laser Forum mark another milestone down a new road for laser sailing and perhaps a new understanding of the term “one design.” The old laser map to FAIRNESS directed us down one of two over priced toll roads (New Jersey Turnpike and Garden State Parkway), but the sailors’ free market, global positioning systems have recalculated and shown us another road. The new road is getting a lot of traffic, perhaps most of it, but there seems to be a question about whether both the old and the new are headed to the same FAIRNESS. One FAIRNESS is in the state of supplier to customer relationships, and the other is in the state of competitor to competitor relationships. I believe that they are sister cities, Minneapolis and St. Paul, Boston and Cambridge.
I contend that both roads will lead you to fairness among competitors. Despite the highway confusion, I think laser sailing is as fair and equal as any sailing, except for the influence of those damn #@*&^% mommy boats. I also think that the free market is more effective than the class rules in keeping it that way.

I don’t mean to promote a free market like some damn #@*&^% Republican politician with tunnel vision. Instead, I mean to encourage equity in the context of a little guy vs. big guy, David vs. Goliath story.

When it comes to sails, Big Laser has used its monopolistic position to exploit its customers for a long time now. They sell a lousy product (mediocre, at best) for a ridiculously high price, a combination of planned obsolescence and authoritarian pricing that would make any damn #@*&^% super-capitalist proud. To the customers, it seems like extortion. To Big Laser, it may just be making a living and keeping the wheels of business turning. After all, they are sailors and boat builders, not damn #@*&^% Wall Street bankers. I like to think that they did not anticipate that the requirement to use overly-expensive sails would come to undermine the universally acclaimed goal of fairness. BUT IT HAS. Many sailors can not or will not spend what it takes to keep up with those who have unlimited budgets. Do the class rules help even the playing field? Not so far.

Thankfully, the free market has allowed a young upstart like Jim Meyers at Intensity sails to jump in, make a living for himself, and fulfill a need in the marketplace. (Cue America the Beautiful in a medley with the Chinese national anthem – that’s where the sails are actually made.) From my talks with Jim, I understand his business to be mostly a response to overpriced products he finds in the market, most notably the class legal Laser sail. By giving us more bang for our buck, he is leading us to FAIRNESS in the state of supplier to customer relationships. He is giving us the same product for one third the price, complete with prompt and friendly service.

But is it really the same product? It sure seems to be. Jim says it is as close to the North sail as possible. (The North cloth is proprietary, so he uses the closest product he can find, which seems to be slightly more durable.) Sailors don’t seem to be finding any competitive differences. Although Intensity makes no claims about this, it seems to me that with its sails, we maintain FAIRNESS in the state of competitor to competitor relationships.

For several years now, more and more Intensity sails have been used for local club racing - to the chagrin of Big Laser (as I discussed last year). Tillerman reports that Cedar Point has altered their sailing instructions to include them. I did the same for our local regatta three years ago. In the two places I sail most frequently, there are far more Intensity sails on the water than North sails. I suspect that in the fleet as a whole in our local club there are at least five Intensity sails for each North sail. I wonder what percentage of North sail owners also have an Intensity sail or two.

The market is shouting its approval of equal or better products at lower prices. And the shout is increasing in intensity. (Pun intended.) Intensity sails will be seen more and more at bigger regattas. Is anyone going to complain that those of us in the middle (I wish) to the back of the pack are using them? Will we be asked to leave? (So far, I have been non-confrontational and have used my North sail at Regattas, even though I might do better with a newer Intensity.) Does anyone really think that the $180 sail has an advantage over the $563 sail? I think the only advantage is a new sail versus an old sail. If we could buy sails for $180, everyone would be more likely to have a new sail, and therefore a more level playing field. The rules say buying a $180 sail instead of a $563 sail is cheating, but common sense and the marketplace know that FAIRNESS is not the operative concept here.

The consternation over all this will continue to go on for a number of years, but the market forces will eventually win out in some way. The Intensity Laser class will thrive at the local and regional level, and we’ll all have fun and FAIR sailing. Big Laser will have to decide if it wants a separate class for world class and Olympic sailors or whether it should make some compromises to keep it all together. Assuming that those who make the rules and set the prices want to keep it all together, why are taking so long to do something about it?

Cooler Than Ollie

It is common knowledge that the Ollie box has been one of the great innovations in small boat sailing. It is a waterproof automatic timing and horn system for starting races. It can be programmed with up to three different sequences, selectable from inside the box. It has made life easier for many, many race committees and kept timing precise for the racers. It is unquestionably a great invention!

But as clever and useful as the Ollie box is, my good friend and fellow laser sailor, Eric, wondered if there might be a way to have an automated system that we could use in our informal racing where no race committee boat or race committee person is present. Could there be an alternative to rabbit starts that would help us all hone our time and distance judgment in starting? Could we just float an Ollie box and have one of the racers initiate the sequence?

Ollie boxes are expensive and fairly heavy, and one would sink like a stone if given the chance. It didn’t take much thought to realize that any flotation scheme risked losing the Ollie if something went wrong. It was particularly worrisome that it would not be our Ollie box at the bottom of the lake, it would be our Yacht club’s. Eric decided to start from scratch and develop another floating automated starting system that could be operated by a passing racer. Here is his description of his ingenious and low cost solution.

The device is built into a medium-sized picnic cooler which is about 10 inches wide so that it can be transported in a Laser cockpit. A 5 lb. barbell is used as an anchor attached with a 50 ft. line to a cleat on the forward end of the cooler. Excess line is wrapped around the cooler handle so the scope can be adjusted according to the water depth. The cover is secured and sealed by good old duct tape.

There are just two control switches, “Start” and “Abort,” which are doorbell buttons mounted on the aft end of the cooler. There is no separate power switch. The unit turns on when the start button is pressed, and automatically powers down at the end of the start sequence or when “Abort” is pressed. 

 A standard 3-minute dinghy starting sequence is used beginning with 5 short warning beeps and ending with a 5-second countdown to the long start blast. The short tones are ¼ second long with ¼ second spacing. Long tones are 1 second with ½ second spacing. The final start blast is 2 seconds long.

 The sound source is a waterproof piezoelectric marine horn which has been likened to the sound of a dying duck. It is not terribly loud, but on the other hand, it does not destroy the eardrums of the sailor starting at the “boat” end of the line.

 

The electronics are housed in a small waterproof plastic box (in case the outer duct tape seal fails). The power is supplied by 8 D-cell batteries mounted to the floor of the cooler so they also serve as ballast along with two 4 lb barbells. The calculated battery capacity is about 2,400 starts, so battery life is really just limited by shelf life. Three empty 2 liter soft drink bottles are included in the enclosure for emergency flotation.

 

The electronics consist of a small microprocessor board (ARMite single board controller, Coridium Network Control Systems) with a few extra solid state components added to interface with the buttons and horn, along with some circuitry for the auto power-down. The software is just a small (about 170 line) program written in BASIC.

 

Overall, the system works pretty well, although I am sure there are improvements that could be made. Naturally, we have to use the honor system when it comes to being over early at the start. Maybe someone can come up with a paintball system to mark a boat that is OCS.

Yarg

Autobailers- Part One

Keeping it simple?

Autobailer side view - open

Some time ago, Paul Elevstrom came up with a simple solution for removing the water that accumulates in the cockpit when sailing small boats in big wind and waves. He used the fundamental Bernoulli principle (low pressure created by moving fluids – you remember) to invent the autobailer. In Lasers, 420’s, and other small boats I have seen, the autobailers all have the same basic design. A chute that can open and close is mounted at the lowest point of the hull and depends on suction caused when the boat is moving rapidly forward to remove water from the boat. It has “a wedge shaped venturi that closes automatically if the boat grounds or hits an obstruction, and a flap that acts as a non return valve to minimise water coming in if the boat is stationary or moving too slowly for the device to work.” (Description from Wikipedia, with British spelling of minimize.) Mr. Elevstrom’s autobailers have been bailing small racing boats for a long time now.

But wait! Autobailers have also been letting significant amounts of water leak into small boats for a long time now. Maybe cutting a hole in the bottom of a boat to let the water out is not such a simple solution. Isn’t that how boats sink?

I think many of us have had love/hate relationships with autobailers over the years. Sometimes they seem to work, and sometimes they cause annoying leaks. My experience is that they work well when they are installed, maintained, and used properly, but when those things are done poorly, the system breaks down quickly and the water flows the wrong way, sometimes in copious amounts. I suspect Paul Evelstrom was very good at care and maintenance. I certainly try to be good about those things with my Laser, but don’t always live up to his or my own standard. However, many small boat owners don’t believe in maintenance. They hate autobailers.

Among those who abhor maintenance are all of the sailors on the high school sailing team I coach. They not only abhor maintenance, they are inclined to practice abject neglect or worse on all of their equipment. Fighting these instincts in upper-middle class American teenagers is a tilting at windmills kind of exercise. Apparently, it is one of my callings.

We have a fleet of twelve old 420’s, no maintenance person or budget, and our boats, which are shared with the town recreation department, are heavily used. Despite ever improving preventative maintenance (done mostly by me), things still break – frequently. Although problems run the gamut in older boats, the overwhelmingly most frequent failure is leaking, nay, hemorrhaging autobailers. These devices depend on two different gaskets and a silicone or 3M5200 seal - three opportunities for water infiltration. For two years now, our favorite solution has been to tape over bailers with a 4” wide, waterproof tape which obviously also eliminates any possible benefit from autobailers. For several reasons, this approach has had various degrees of success, but it seems the “coach, my boat leaks” complaints never stop.

In fairness to the kids, some of the boats had seriously flawed autobailers by the time we got them. On top of that, we launch from a beach. Raising the main and putting on the rudders while standing in the shallow water stirs up the bottom enough to create an insidious slurry cloud that exposes all underwater parts to as much sand as water. Sand on the sailors’ boots also gets deposited inside the boat when they hop in. Rubber gasketed autobailers are just no match for sand that can penetrate the smallest of crevices. I can’t imagine the perfection in care and maintenance required to keep a bailer opening freely and closing tightly in these conditions.

With all due respect and deference to Paul Elevstrom, autobailers demand a high level of care and maintenance that is just not possible for us (and many others I suspect). A device that uses simple mechanics and physics turns out to be not so simple when operated by teenagers in a sandy environment. For us, a hole in the bottom of the boat is just a leak.

We won’t miss having working autobailers. They really don’t work well in the 420 anyway until the boat is going fast. Our courses are always short and don’t offer long fast straight-aways where the self-bailers work best.

The solution for us is a bleach bottle bailer and no hole in the bottom of the boat. Since all our boats came with an autobailer, the problem became how to remove them and plug the holes (twelve times) with a minimum of cost and effort. Necessity being the mother of invention, we came up with a way.

I haven’t heard a leaking boat complaint in six weeks, so I’m cautiously optimistic we may have found a relatively simple and definitely cheap solution for the hole in our boats.

Part Two will attempt to explain and illustrate our approach.

Yarg

Walmart Lasers

Last week I picked up a paper copy of the APS (Annapolis Performance Sailing) catalogue, and in the Laser section, I found a “practice” Laser sail priced just under the price of the infamous “practice” Laser sail from Intensity. Undercutting Intensity by a dollar or two is not exciting, but to think that a Laser Performance dealer has joined in the game of low-priced non-legal Laser parts gives one a moment of pause. Although APS has always carried a practice sail, it never has had one priced at less than $200, so this is something new.

We have been all through the argument of using non-class legal sails before. Hard core one-design believers think the purity of the brand should always be preserved, and some rebels and cheapskates think that $550 is just too much to pay for something that can be had for less than $200. But since almost all rebels and cheapskates have been willing to compromise and use the legal sail at serious regattas, there really hasn’t been much of a ruckus.

It would seem that the undercutting Laser Performance / North Sails game is working so well for others that APS, and maybe some other dealers, are starting to want a piece of the action too. And the action does not stop at sails. The business of making and selling low-priced, non-legal Laser parts is growing faster than weeds in my garden. Just at APS, you can buy a “practice” daggerboard, rudder head, rudder blade, outhaul and Cunningham cleats, boom, lower mast (full, radial, or 4.7), and upper mast. Intensity sells all of that, in some different non-class legal non-one-design variations, and they also sell a “practice” auto-bailer and a “practice” mounting plate for the hiking strap.

I’m still looking for non-legal gudgeons, grab rails, and bow eyes so that I can strip a laser and build a “Walmart” Practice Laser with absolutely no genuine manufacturer approved parts except the hull! Nothing builds a champion so much as practicing in a boat with sails, blades, and spars different than the ones that must be used in real competition.

For those of us who just want to manage the annual operating cost of Laser sailing, it all just looks like the world has gone a little crazy. Sails are one thing. The sail is the most interchangeable part on the boat, the most expensive part on the boat, and the part that wears out the quickest. If, in a five year period, I buy five class legal sails, I spend about $2750. If, instead, I buy four practice sails and one class legal sail, I spend about $1350 while using a legal sail in every important regatta I attend.

How much would I save if I used a “practice” daggerboard? Stupid question because nobody uses a practice daggerboard. But just to play along, if I were an elite racer for whom the wear of the trunk on the daggerboard over, say a five year period caused me to replace it with a new one, I could save a whopping $50 by buying a practice one. If damage were the issue, assuming I managed to damage one daggerboard beyond repair every five years and thus needed two of them in a five year period, I could again save that $50, but if, and only if, I had the good sense to damage the practice one and not the competition one. I seldom exercise this kind of clever planning. The same logic applies to rudders and spars.

These parts are not “practice” parts, they are simply cheaper, non-legal, knock-off parts

Attached hardware gets even worse. Even self deception can’t go far enough to disguise the fact that the boat is illegal all the time! That’s a big compromise! And then there is the issue of quality. We all find the cost of marine hardware downright painful, but reliability and durability are paramount. High price and quality wins every time over low price, low performance and breakdowns. With hardware, less is almost always less..

So the non-class legal Laser part industry can offer us some minor savings in exchange for less reliability, less (or unknown) quality, and a thorough trashing of the one-design concept. No self-respecting Laser racer should want to convert his boat into a Walmart Laser. Even recreational users and underfunded community sailing programs might not be served if quality and reliability are compromised.

There has to be some common sense and some middle ground when it comes to this kind of thing. When is the world going to finally start behaving like I think it should? Outrageous!

Help a Grassroots Sailing Organization

Not knowing how well publicized the fire at the University of New Hampshire boathouse has been, I want to publish this this letter from the team captain. All boats, equipment, and the boat house are a total loss.

This is exactly the kind of grassroots sailing organization that has been praised in this blog and several others. They support sailing every which way in their array of programs. If you can help them, please do. They are very worthy of our support.

From Chris Edwards of UNH's sailing program:

As some of you may not know, on March 3, 2010 the UNH Sailing Team's boathouse was set fire to, and all the equipment inside had been destroyed. The structure at the pond sheltered over 55 sailboats (Opti's, Lasers, Sunfish, Club 420's, FJ's), outboard engines, trailers, coach boats, tools, and other gear, all of which were lost in the fire. Estimates have been upward of $600,000. State Fire Marshall's Office has ruled the fire was incendiary, or intentionally set. The police are still investigating who started the fire.

We are still unaware of what type of insurance will be awarded as well.

As a co-ed student-run team, we work to promote an interest in sailing, in both recreation and competitive inter-collegiate racing. The team is open to any students who want to join, regardless of their experience. In the past fall season, we had over 50 active members on our roster. The majority of these students, many for whom sailing was a new activity, took the opportunity to participate in competitive racing in New England last season. In the spring, the UNH Sailing Team also coaches a combined regional Junior and Senior High School sailing team at our sailing center for their spring racing season which includes hosting the NH State High School Championship. Their season at the moment remains in limbo.

This fire has also affected the UNH Community Sailing Program, a summer sailing program open to local youths ages 6-18. The loss of their own resources including Opti's, Lasers, and those other boats they share with the collegiate team has jeopardized this organization and the summer activity of over 200 youth sailors.

The team is a club team and as such raises almost every penny for boats, equipment, regatta travel, coach's salaries and so forth. The sailors maintain all the boats, build the docks and essentially develop an ongoing deep sense of pride, commitment and leadership by being members of the UNH Sailing Team. We are extremely saddened by our loss but are grateful for the many emails, phone calls and offers of support.

This team will not be shut down. We will rebuild the centre, acquire boats and become stronger through adversity. Hopefully, through the support of the greater community of sailing, that process will happen sooner than later. Despite the extent of our losses, current team members, alumni, coaches, and our University advisors are optimistic and are moving toward the rebuilding process. We have suffered a terrible blow but are confident that our team bond and love of sailing will help us bounce back from this tragedy. We are currently working on some short term goals (allowing us and the Junior/Senior combined high school team to practice), mid-term goals (getting boats for the summer program and starting to create a structure for our sailing center), and long term goals (acquiring new or refurbished boats and replacing the equipment that was lost). We will rebuild, and we will continue to sail our spring season.

If you would like to donate to the team, whether it is tools, boats, electronics, parts, or even cash donations, we would be very appreciative. Any type of donation is valued. Any contacts or connections to boat or construction businesses are very helpful. Several corporate sponsors have reached out to assist us in this transitional time. On our website, we have a donations page with more information. http://www.unh.edu/sailing-club/

Thank you for your time, and we are grateful for your support.

Sincerely,

Chris Edwards Brittany Healy
Captain Commodore

Can’t Worry Today

At the request of the author, I reviewed his new book, Saving Sailing, in my last post. I like the book, and overall recommend it, but I have to comment on the supposed decline of sailing.

The book begins with an important statistic: Participation is down more the 40% since 1997 and 70% since 1979. Hmmm……. Maybe you can’t argue with statistics. I suppose according to some methodology these numbers are correct. But do they match your experience? They don’t match mine.

In my humble experience, I did not observe any declines in the 80’s. As the 80’s turned into the 90’s, there was some reshuffling of the fleets at my local club, where one fleet would shrink and another grow. If the 90’s saw a decline, it was very small. I think I see some signs of decline recently, but there are other growth areas countering the declines. It’s hard to keep score overall. All my evidence is personal and anecdotal, but it does not add up to the dire statistics.

Just today, I ran across some more anecdotal evidence. I opened up the latest copy of Sailing World and found several stories suggesting growth or rebirth in sailing. In this single issue, there are stories about the following:

• The birth of a laser fleet in Utah where there was none. They get 20 boats racing on a Tuesday night!
• The rebuilding of the Southern Yacht Club after it was obliterated by Hurricane Katrina
• A “discovery” of a great regatta in Barbados
• An article on radio controlled sailboat racing
• An article about the first kiteboard course-racing world championship
• The never ending new boats reviews
• A blurb about the president of the Thistle class who promised to style his hair into a purple Mohawk if both the Junior Nationals and Women’s Nationals could attract 15 boats each. Many sailors helped with the haircut and dye job.

I’m sure there are some things to worry about, but I’m too busy today reading Sailing World and coaching my 26 sailor high school sailing team.

Saving Sailing - A Review

As a response to my post Sailing: The Reports of Its Death Are Exaggerated, Nick Hayes asked me to review his new book, Saving Sailing, examining the dilemma I discussed, the apparent decline of the sport and the contrary instances of wild enthusiasm for it. So here goes.

It is obviously difficult to make generalizations about sailing because it takes so many different forms with so many different relationships between sailors and their sport. Nicholas Hayes takes on this “mission impossible” in order to find some general truths and come up with some specific conclusions. The major virtue of the book is that it explains and advocates ways in which the quality of the sailing experience can be improved for current sailors and transmitted to prospective and future sailors. Hayes’ interesting and insightful analysis and conclusions offer some solutions for protecting the core quality and values of the sport. The implication is that improving and guaranteeing the quality of the sailing experience will translate into more overall participation.

At the very heart of both the lack of participation problem and the solution is a very interesting discussion about the use of time. Hayes makes a distinction between “time choices” and what he calls, “time charters.” A time choice is “a slice of time that we take into our own hands, that we give shape to.” A time charter is “made for us by other people,” a thing we consume, subscribe to, or are entertained by; it is a product and something we buy. Movies and theme parks are example of time charters. They deliver a pre-packaged experience. A time choice requires some personal investment, big or small, and “becomes a source of pride and personal and community growth” when it succeeds and becomes a lesson when it doesn’t meet expectations. In our current culture, time charters are becoming more popular and time choices less so. Hayes suggests that we collectively and personally re-examine our behavior to spend time in more rewarding and valuable ways, and that this leads us to finding meaningful “Life Pastimes.”

Hayes believes that the future and value of sailing depends on personal relationships. Aside from the pleasure sailors take in sharing their experiences with each other, they must share their enthusiasm across generational lines to ensure the future success of the sport. He cites some encouraging statistics showing that 92% of all sailors are willing to facilitate the learning of others in some way. But he also explains a multitude of ways in which it is very difficult to pass on a commitment to a “Life Pastime” to other people and to the next generation. He claims that leaders and teachers, as valuable as they are, are not enough. What is required are mentors.

Hayes has some strong opinions about how kids can be brought into the sailing community in such a way as to develop a “Life Pastime.” He speaks harshly of sailing programs where kids are dumped off and picked up by taxi driver parents who want to expose their kids to a variety of activities, without really being committed to or involved in any of them. Too many of these kids never become sailors. Sailing programs, he says, are not typically very good at developing the mentoring relationships that are required to make a kid into a sailor.

Unfortunately, the mentor / mentee relationship is complicated, and there are not enough mentors. He says mentoring “requires a commitment from the mentor that is usually reserved for one’s own offspring.” From here, his focus turns to families where an older generation family member is a successful mentor to a younger person. Youth programs should find ways to involve parents, and parents should work both with programs, and independently from them, to develop mentoring relationships. This requires the parents to make time choices for their families via “Life Pastimes” which span a time continuum across the generations.

Hayes’ weave of time choices, personal relationships, sailing education, mentoring, and family choices presents an undeniably powerful vision for becoming and developing life long sailors.

But in keeping with the job of independent reviewer, I have a few quibbles with the book. The first is that I find the focus on the family as the primary way the love of sailing is transmitted a bit limiting and hardly a big enough solution for something as grand as saving sailing. I think most, or at least many, of the people I know who I would call real sailors have not gotten their love of the sport through families. Second, that while I totally agree that mentoring is incredibly valuable, I think relatively few sailors have had true mentors, in the strict sense of the word. However, I feel quite certain that they have benefited from a variety of relationships with teachers, coaches, peers, and organizations. I would have liked Hayes to discuss the ways in which this assortment of relationships might add up to mentoring or something very close to it, or even how he thinks they might be inadequate.

I hate to sound like a former English teacher, but I think the problem – solution structure of the book does not really do justice to its virtues, but instead does some undercutting of them. The “problem” is defined in a statistical, quantifiable way as the declining participation in sailing (40% decline since 1997 etc.), but the “solution” focuses almost entirely on improving the quality of the sailing experience. The connection makes intuitive sense, but the book never demonstrates (even anecdotally) the connections between “time choices” and mentoring to the quantitative decline or potential quantitative improvement of sailing. The structure sets up an expectation (perhaps an impossible one) that the “problem” will be solved on the same terms in which it is presented, but I don’t really think that is really the author’s intention.

Nor do I think it is necessary. The insightful things Hayes has to say about more meaningful ways to invest time, the value of mentoring, the potential for better family relationships, and building “Life Pastimes” are important whether or not sailing is in statistical decline. They are really solutions for quality of life problems, and they apply across a broad spectrum of activities. They may help lead us to more satisfying lives, which is, after all, more important than what percentage of the population goes sailing.

Sailing: Reports of Its Death Are Exaggerated

During the month of August, I was involved in several doom and gloom conversations about the decline of dinghy sailing in the summer circles that I inhabit and travel. Apparently, some club racing, and even some regatta racing, is slipping or completely falling apart. In spite of national events having been very well attended, the evidence of some local decline is at least anecdotally convincing.

But wait! My time this summer has been spent almost exclusively in local sailing, with embarrassingly little travel to major regattas, and I’m not sailing in a world of doom and gloom. My local laser fleet has been growing steadily, with the participants having fun and improving their sailing. No complaints there.
And now, with the high school sailing season started, I am in the middle of an explosion of youth interest in sailing. For the first time in our team history, we have to turn kids away because we just can’t accommodate 37 sailors with only 12 double handed boats. Unlike previous years, every freshman who makes the team will have had previous sailing experience. I registered our team for a fall regatta two hours after the NOR went out by email, and I was the eleventh team. All of the fall regattas will be oversubscribed and will have waiting lists.

So what’s going on? Certainly, my experience is too narrow to make broad generalizations. My internet research (browsing is a more accurate term) found plenty of people who make variably documented proclamations of doom, and some offer some remedies to stem the tide. A new book is coming out in October, Saving Sailing by Nicholas D. Hayes. According to the marketers, “The book is educational and inspiring in many ways; the reader is not only drawn into the stories but learns how they might rethink their own priorities and short time on earth with a simple but rich philosophy for living.” Seems he is after folks who let their lives get in the way of their sailing. I hope this helps some people find their way into or back into sailing.

I can’t figure it all out. Sailing is dying and thriving at the same time. I don’t mean to make light of those who are worried about the health of the sport. I think they should do whatever they can to improve participation, but I’m fortunate that sailing is doing just fine in my world. I like to think that what I’m doing and what those around me are doing are contributing to that health. We try to be enthusiasts for our local fleet and for the class of boats we sail. We try to harness as many resources as we can to provide boats, sails, parts, books and videos for those who express interest. We share what we know about sailing our class of boat and gain knowledge from others who are sailing the boat. We try to create opportunities for newcomers to participate and learn. While we enjoy our competitions, we strive equally hard to keep things interesting and fun. It all seems pretty straightforward.

I find that enthusiasm for sailing is viral, but in a good way. It is spread by person to person contact, and a few carriers go a long way. When enthusiasts spawn other enthusiasts, fleets can grow very quickly, and the world of sailing is just fine, thank you.

A Conversation with O’Brien

Not long ago in my Lasering experience I made a new friend, O’Brien, who is not only a fellow Laser enthusiast, but he works as a dealer in the Laser marketing network. While having a beer after sailing, we had had a conversation about a bizarre dream I had.

“I was at a regatta, but not a Laser regatta,” I told him. It was a regatta for some kind of a larger, less fun boat, like the boat I used to sail before I was converted to Lasers. It was sort of like a Laser regatta, but the boats had different kinds of sails. I mean, they all looked pretty much alike, and they had the same measurements, but they all had different labels on them. There were about five different brands.”

“You mean all the boats were different? Was there some kind handicap scoring?”

“No, the boats were the same – only the sails were different – and maybe the way the spinnaker sheets were routed, but essentially the same. It was a one design class.”

“Couldn’t be, if the sails were different!”

“It was a dream. What can I say? The folks there all thought it was a one design regatta. They were even congratulating themselves that US Sailing had chosen their boat for the Triple handed youth and adult national championships just like they had a couple of years ago.”

“Wow! Imagine a championship where all the boats are different.”

“No, the boats were the same. Only the sails had different makers. And at this regatta, one of the sail makers was giving a seminar about how to trim sails and generally make the boat go faster. He was explaining how they were using this new cloth which would stretch a little less and hold the shape longer. And there was some extra reinforcing in the corners, but I really couldn’t understand why that was important. And this guy seemed to be friends with about half the people at the regatta.”

“Were all the sailors’ stockbrokers lining up to buy the next new and more expensive thing?”

“Not really. They were pretty regular folks. Most of them were pretty impressed that these new sails were still less expensive than the ones from the big sail makers. Some of the sailors really liked the sail maker, and were very apologetic that their sails were only a year old, and it would be another year before they would buy a new suit.”

O’Brien frowned. “Cheapskates. Any respectable Laser sailor replaces his sail at least once a year. The big time serious guys use a sail for only one or two regattas.”

I was puzzled. “Doesn’t that go against the one design principle of not giving an advantage to the guy who spends the most money?”

“No. It makes all the boats equal. Sails only cost $525. All the good guys have new sails.”

“I don’t,” I said sheepishly. “My friends don’t either. At my club there are a bunch of high school and college kids who nag their parents for a year just to get one of those imitation Laser sails. Then they try to borrow a real sail if they want to go to a big regatta.”

“Well, we have the dealer network any time you need a new sail – or anything else for your Laser. We’re only a click away.”

“Yeah. The service is great. But where do I get $525 every few months just to keep up with the good guys?..........You know, years ago when I was in that other class, I only had to pick up the phone and call the sail maker to order new sails. Most of the time it was my sail maker friend that I talked to. It worked the same way for boat parts – one phone call, next day shipping. I guess they use the internet now.”

“Of course they do. Who wants to actually talk to customers? That’s pretty inefficient, you know.”

“So, is it true the Laser sail we use now is the same as one that is 20 years old? It’s funny that in that time we have the emergence of personal computers, the internet, email, Ipods, Iphones, texting, twittering, and Facebook, but we can still depend on the Laser sail to stay the same.”

O’Brien thought I was being a smart ass. “Yarg, are you getting a bad attitude? You understand that in order to have a one design class, everything must be controlled. Things can’t just change over night.”

“I understand that.”

“And you know that letting just any sail maker supply sails would cause chaos and eventually ruin the class. If the class association and Laser Performance and the sail maker and the dealers didn’t all make money, they wouldn’t be able to serve you.”

“That makes sense.”

“And you know that when the sail eventually gets improved, and that will be soon, it will be because the entire supply chain worked together methodically for as many as five years, on your behalf, to develop the best possible product for the class.”

“I know years of hard work goes into this. ……………….But it worked so differently in that other class. It didn’t seem so hard.”

“That was just a dream, Yarg. You were dreaming that anarchy miraculously produced good products at reasonable prices. Don’t buy into that myth. This is reality. That other class is falling apart. They are not serious. Just because US Sailing picks their boat once in a while, doesn’t mean it is any good. It’s nothing like the Laser class, the best and most competitive class in the world. Laser has the Olympics- the Olympics, where the world’s most talented athletes invest endless amounts of time and money in becoming the best. Isn’t that what sailing is all about? Yarg, it isn’t just about you and your friends fooling around, having fun.”

“I don’t know what I was thinking. Crazy dream. I love the Laser class. Thank you Big Laser for taking care of us.”

Congratulations, Intensity Sails

From the full page anti-“counterfeit” sails propaganda in the latest Laser Sailor, it looks like you have become far more than a minor annoyance to the powers of Big Laser. You are now a force to be reckoned with, an “increasing trend,” and an “aggressive internet” marketer. Big Laser is out to get you. I think they are afraid of you.

It’s fine that Big Laser wants to reiterate the case for single source equipment as a means of maintaining lasers’ “one design” quality. But it is unfair propaganda to call alternative sails “counterfeit.” The word counterfeit implies an intention to defraud. Every ad I have seen for these sails clearly states (usually in capital letters) that they are NOT CLASS LEGAL. I have never met anyone using these sails who have been confused about this. There is clearly no fraud here. My I suggest a new logo to make things clearer?

There is a giant disconnect between a professed concern for class legal equipment and the needs of laser sailors to have high quality, reasonably priced sails. As the article concedes, these low cost sails are helpful in putting more boats on the water and growing local fleets. Ironically, at the local level, unofficial sails have been a primary means of meeting the goals of “one design” classes: equal boats and minimal reward for greater spending on better equipment. These sails have been wonderful in promoting better and more competitive sailing at my club. So now Big Laser needs to draw a line in the sand, implore regional regatta organizers to forbid non class legal sails ( don’t they do this already?), and try to scare us all into believing that by saving some money we will undermine the Laser class.

Why don’t other classes have this situation? Did upstart Intensity Sails (and others) cause this problem? I don’t think so.

Big Laser has no one to blame but themselves. They have sown the seeds of the alternative sail industry. They gave it sunlight and nurtured it. For starters, they (the class association, Laser-Performance, North Sails, and the dealers) conspired to create a marketing system where they each get a cut of every sail sold – apparently a big cut. Thus, they have guaranteed high prices. Next, they missed all opportunities to improve the quality of the sail design or the sail cloth as the industry has progressed during the past couple of decades. Lately, they have stonewalled resolving “the well documented failings” of the sails. Haven’t they been implicitly begging for someone to jump into the market with a better or lower cost product?

They argue that the “strict one design” nature of the class is worth a “slight premium.” You bet it is! But that “slight premium” is a matter of a $600 sail (incl. battens and sail bag) versus a $200 sail. Not very slight. If the premium really were “slight,” there would be no appreciable unofficial sail industry.

All this said, I don’t have a problem with requiring single source equipment at big events. Those are the rules. It’s pretty simple. But Big Laser has no business disparaging either the producers or consumers of good stuff cheap. The market place is sending a clear message that the monopolistic practices of Big Laser are not working for substantial numbers of the Laser sailors. It’s about time that the class association and the suppliers began working for the members and the customers.

A Three Race Regatta?!

This past weekend, I was the PRO for the Flying Scot Wife Husband Regatta. It’s one of three annual national Flying Scot regattas, but it’s only three races – on purpose – not due to bad weather. Really- just three races scheduled for a two day regatta.

I might disparage the class for being wimpy, but the other two national regattas, the North American Championships and the Midwinters, have eight and seven races respectively. Maybe Jimmy Buffet has it right with “there’s always a woman to blame,” but I didn’t hear the men complaining or asking for more races. It seemed like the folks who raced really liked the format just the way it was – three races. Except for one guy.

This regatta’s that guy complained vigorously when we called the boats in for lunch without having had a race on Saturday morning. I was concerned with the quality of the races and was waiting for the best wind of the day in which to run Saturday’s two allotted races. He got in my face and informed me that he hadn’t come all this way to sail around all morning and not race. He claimed we could have had several races already. He sounded like the local Laser sailors bitchin’ about all the waiting and the small number of races. It warmed the cockles of my heart. I told him how right he was, but it was after all, only a three race regatta.

I sent him to the regatta chair, who reminded him of how long ago it was published that this was a three race regatta. The regatta chair walked him back to me, and then gathered around some of the class brass for a discussion of the situation. It seemed that some other Flying Scot sailors had felt the same way as that guy, and so they hadn’t come. It was also clear that as many or more of the class wouldn’t come unless there were no more than three races. They did show up. Lot’s of them.

Aside: According to the regatta chair, that guy was not a member of the Flying Scot Sailing Association and didn’t even own a Flying Scot.

The concession to that guy was to have an extra race (that would not count) at the end of the day for all those who wanted more racing. I announced our intention to hold this extra race to each of the 34 participating boats as they crossed the finish line in the second race. After all three fleets had finished, we quickly set up a new course (as the wind had shifted). Boats had scattered so it took a couple of minutes for the boats to reassemble – both of them. That guy was joined by some other guy who was sailing single handed after dropping off his wife at the dock. I delegated taking the finishes to one of the other power boats, but it looked for sure that that guy was finally going score a victory after having come in second to last in the previous race.

So….The idea of a three race regatta was overwhelmingly popular with 98% of the participants. Go figure. I don’t see it, but, hey, each to his own. If the group agrees on a way to have fun, then that’s the way it should be done. Even though a three race, two day regatta seems completely daffy to me, our participants were a terrific group of friendly, patient, and appreciative sailors. I had a good time working for them and would do it again any time.

As for that guy, I hope he finds sailing happiness. Maybe when I see him again, he will be sailing a Laser with a big smile on his face.

Is This Zen Racing?

Our laser fleet races four days a week in the summertime, but on Thursday nights and Saturday afternoons, nobody keeps score. On both days the format is as many races as possible within a certain time window, and each race is shorter than 10 minutes, much like a frostbiting format without the frost. Saturday is conventional fleet racing and Thursday has become mostly team racing. These days offer a totally different experience than the formal series and regatta races which are scored, recorded, tallied, trophied, and immortalized on the permanent record.

Our special days have several advantages over other racing:

1. By not keeping score and by not having a permanent record for others to see, we are encouraged to try new things. The only downside for failure is to do poorly in a ten minute race, but if something is learned in a ten minute lesson, something wonderful has been accomplished.
2. Newer sailors are encouraged and get more help from others because we are more interested in a good race than a boost to our egos.
3. We make racing more competitive by making up new rules that level the playing field. Sometimes newer people get a head start, and some team race teams get more members than others.
4. As the rewards for winning the races shrink, the tone lightens and people just enjoy the moment. (This is the inverse of high stakes racing, like the Olympic trials, where old friends don’t even talk to each other as they focus on the holy grail of that one spot on the Olympic team.)
5. The event is recorded only in our selective memories, where our good races and the things we might have learned are what we take from the experience. Our mistakes become lessons for next time rather than drops in our standings.

Am I finding a Zenny happiness? Is the elimination of scoring the equivalent to stripping away an illusion that interferes with our experience of reality? After all, scoring is an after-the-fact representation of a single aspect of the race, order of finish. When we look at that, we obscure most of the nuances of the experience itself. Is the elimination of scoring a letting go of our egos? By its nature, scoring separates the world into us and them and undermines our sense of oneness with the world. Does the lack of an ongoing record of the event encourage us to be mindful of the moment? There is nothing outside each race itself. We live more in the present during each race because that is all there is.

I don’t know if this is really Zen, but I’m sure it is happiness. These days are the most fun I have in sailing, even more fun than winning, although to be honest, I haven’t really won anything big in quite a while.

12 Reasons To Have A Laser Fleet

There are at least twelve good reasons that every dinghy racing yacht club should have a laser fleet. (Almost all of these apply to Sunfish too, but I’m a laser sailor.)

1. One man, one boat. It is easier to get more boats on the water and thus establish critical mass in the fleets, if it only requires one sailor per boat. There are no days off because you can’t get a crew.
2. Lasers are cheaper than sloops. You can buy two or three lasers for the price of one Daysailer or Flying Scot. Parts and sails are cheaper too.
3. Lasers are easy to manage. It is simple and easy to move your laser around on its dolly and to get it in and out of the water. No cars, trailers, row boats, docks, or launches are required. With one sail and a few lines, rigging is quick and straight forward too.
4. Lasers are easier to store. Because they are small and easy to handle, they require less storage space than bigger boats. They can even be stacked in various ways to reduce needed storage space even further.
5. Over 192,000 lasers have been made. Although many people hoard their lasers even when they don’t sail them, with so many boats out there it is easier to acquire one.
6. Laser is the most popular racing class in the world. The manufacturer, supplier, and class organization support is truly world class.
7. The Laser and Laser Radial are Olympic class boats. If you are good enough, there is an Olympic gold medal at the end of the rainbow in this class.
8. A laser is fun. The boat is addictive. It’s fun to race or to just fool around in. It planes easily so many people just plane back and forth having a blast. Kids love them and are drawn to racing because the boat is fun. It’s hard to find sailors more enthusiastic about their boats than laser sailors.
9. The laser is a great learning boat. More than with other boats, laser sailing demands and teaches everything from basic sailing skill to the subtle nuances used by world class racers. Numerous big name sailors in all types of boats and all types of racing have sailed lasers for part of their career.
10. The boat adapts to different skill levels and different size sailors. With three different size sails available, the boat is good for everyone from 80 to 220 pounds and for novices to experts.
11. The boat is safer than many others. By virtue of its size and design, it can be righted from a turtle by one person. We can not find a single fatality world wide associated with laser sailing.
12. Sailing lasers saves on rescue boats and personnel. Because the sailors right the boats themselves, rescue boats are necessary only for freak occurrences or to keep the insurance company happy. Even if a laser needs to be towed, the operation is faster, easier, and requires less horsepower because the boats are light and can’t be filled with water.

Five Characteristics of Highly Successful Fleets

Fleets come and fleets go, but racing still remains. I suppose the evolution of fleets is an organic process where some die and others are born, some shrink while others grow. In many fleets, there is a continual ebb and flow between the enthusiasts and the forces that can kill the fleet. One of the tasks of the enthusiasts is to promote the things that foster a healthy fleet and watch out for the danger signs that can kill it.

1. The fleet maintains critical mass. Critical mass is having enough boats, enough members, and enough regular racers so that everyone knows that if racing is scheduled there will be enough participants to make the racing fun. Both “enough” and “fun” are highly subjective and are defined by the racers themselves on a continual basis. “Enough” for our local laser fleet might mean 5-7 racers, while “enough” for the Newport frostbite fleet might mean 30 - 40 boats on a typical day. When individuals perceive that their thresholds of “enough” and “fun” are regularly met, they make their schedules work, go sailing (even in bad weather), and end the day knowing they made the right choice. When they cannot count on their thresholds being met, there is always something else to do, some less than ideal condition that keeps them at home, or they take up golf. Their decision not to sail impacts the definition of “enough” for others and in turn, keeps them away as well. Not “enough” diminishes “fun.”

Sad to say – I belong to two laser fleets – summer and winter – that both struggle on the edge. The enthusiasts work hard, but just a few more regulars would make so much more fun.

2. The fleet has sailors of various ages. Although there can be great camaraderie among sailors of the same age, getting old together has its limitations. There are many fleets where the most active and enthusiastic sailors are the older ones, but fleets with nothing but geezers are on the way out. Here at Lake Minipiddle, the Town Class died from this condition, and another fleet seems to be gasping. As older sailors trickle out of a fleet, there is a point where there are just not “enough,” and the downward spiral can begin. New, young blood is essential to the health of any fleet. Conversely, a fleet that depends too heavily on young members (pre-college graduation) is subject to the loss of members as kids enter “real” life and get busy with other things. A mix of all ages works best- senior enthusiasts encouraging the others and a continuous supply of new blood from all age groups. Both regional and national laser sailing events are great in this respect. I get beat by 60 somethings and teenagers in the same regatta. Locally, we could some use some more sailors in the middle.

3. The class of boat is popular with local sailors. Local custom, the interests and needs of the sailors, and long term quality of the boat all play a role in a class of boat becoming highly desirable. It seems that every club and every area has their favorite boats, and those fleets thrive despite obvious limitations of the boat (e.g. Interclubs – Even the frostbite diehards can’t imagine taking an Interclub out for a pleasure sail.).

Boats have their own personalities and make different demands on their sailors, and the boats and the sailors need to be compatible. A boat that is fun to sail for one person may be boring or miserable for another. Un-athletic people won’t like lasers or 49’ers, and unsociable people will not like J24’s. Twenty somethings are unlikely to sail Hereshofs, and not many fifty year olds sail trapeze boats. Our local young people find Sunfishes boring and Flying Scots too bulky and inaccessible; Lasers, however, are a perfect fit for them. And for those of us who were tired of scrounging for a crew, Lasers have spawned a second wave of sailing enthusiasm.

Boats also need to last a long time while remaining competitive. Only rarely are fleets built by wide scale purchasing of new boats. It takes time to build fleets. Durable old boats provide a welcome, lower cost way of growing and maintaining a fleet. Healthy fleets routinely have an old boat or two at the top of the standings.

4. The boat has a vibrant class and fleet organization. The support of regional and national organizations is also important. Being able to get replacement parts with a phone call or a few mouse clicks keeps you sailing the boat rather than repairing it. Belonging to a class where a large number of boats have been made allows prospective sailors to acquire boats and expand the fleet. Having regional and national regattas gives you a chance to broaden the sailing experience. Strict one design rules keep new and old boats competitive, and they prevent spending and boat redesigning competitions. Having a class forum promotes communication with other boat owners with similar concerns. Additionally, strong fleets have enthusiastic leaders who tirelessly promote the class, participation in the fleet, and even help procure boats. Fleets where this does not happen are more likely to disappear; fleets where this does happen thrive in spite of limitations. It is easier to love a boat with a large support group.

5. The race organizers must meet the needs of the racers. The racing format needs to fit expectations of the fleet. Even in my limited inland lake-centric experience, I have raced in several formats. Races have been designed to last anywhere from 10 minutes to an hour and a half. There has been as few as one race a day to as many as 10. Time on the water has varied from 1 hour to 8 hours. Some race committees are slow and methodical, and others start the next race as the last boat finishes. Racers gravitate toward the formats they like best, and often sailors within each fleet have similar preferences. When fleets grow or shrink or change members, race organizers need to reassess and keep up with the changing expectations of the group. Racers, particularly the much sought after new blood, can be pretty quick to decide that the racing is not as much fun as they would like or as it should be, and then they find other venues. But when the race organizers adapt formats depending on the fleet and its members, things stay fresh and vital, and the fleet attracts more sailors.

Yarg