Troy Gilbert

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2007-01-12T00:10:00.002-06:00

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Nearly Lost, but Not Forgotton

2006-11-10T19:00:00.001-06:00

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Zephyr!

2006-11-10T18:00:00.000-06:00

Published: Sailing World
January 2007

Fifteen months ago Scott Tonguis and his longtime J/30 crew were gearing up to compete for their record fifth consecutive J/30 North American Championship win. Best of all it was to be on their hometown waters in New Orleans where they knew how to tackle the sometimes schizophrenic winds. Unfortunately, no one was prepared to tackle the weather that Hurricane Katrina wreaked on this city and region only weeks before the regatta.

From Tennessee, Tonguis was able to view his J/30, Zephyr, in the ruined marina using satellite photos, but knew this was trivial in the big picture as he began hearing reports from his crew on their losses. "These good friends of mine, many of who had taught me to sail, had their homes destroyed, businesses upturned and spouses losing jobs." He adds, "It was really rough."

It wasn't until after the military lockdown of the city was lifted that he was able to return and survey the damage. Zephyr, though properly and heavily secured, had risen up in her slip in the 24-foot storm surge, and eventually came down suffering a hole as she was impaled on a piling. Additionally, Zephyr's bow had been put under water by Hurricane Rita, which resulted in further damage to the boat's interior and sail stock.

Standing amidst the few salvaged halyards, the spinnaker pole and roughed up mainsail in his mother's garage and understanding full well that the 2005 North American's were cancelled was when his emotions finally caught up. "All of us racing Zephyr lost something in that storm. The seven or eight of us who raced that boat used it as an excuse for old friends to get back together again every year. It was tough and really emotional."

However, as the date approached in September for the 2006 North American's, Cedar Point Yacht Club made the incredibly gracious move of asking New Orleans Yacht Club to stand in as co-hosts for the event, and undaunted by the loss of their boat, Team Zephyr committed to attending the championship in Connecticut. They chartered a local J/30 and with nearly everyone from the previous year's crew sailing the regatta - they went to win.

Team Zephyr raced a 1, 1, 1, 1, 2, 4, (6) against 16 competitors in winds ranging from 4 -25 knots to win the championship by a full seven points over their nearest competitor.

Adding to this unprecedented fifth consecutive J/30 championship and as a symbol of those who suffered and lost lives when the levees failed, the New Orleans sailors raced with Zephyr's surviving mainsail, stained and slightly misshapen from the weeks it was pinned under the murky Katrina floodwaters. Tonguis adds, "It was still the best main we had! We didn't even bother to clean it. We really wanted to sail with it as a symbol and show that everyone down there is still hurting."

Marina Refuge

2006-11-10T17:00:00.001-06:00

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2006-11-10T16:30:00.001-06:00

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Just Do It: The State of Sailing (and Racing) in New Orleans Post Katrina

2006-11-10T15:00:00.001-06:00

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Katrina's Marinas

2006-01-26T10:42:00.001-06:00

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60 Second Interview with Ryan Finn

2006-01-25T19:12:00.000-06:00

Published: NOYC.org
January 25,2006

Alone on the water a single gust of wind grows more powerful, building momentum and strength while its incandescent spirit charges through steering currents seeking anything but the inevitable landfall. The sheer chutzpah and character of this rising force on the water cannot be denied and is only lightly diminished by the odd hats this solo sailor wears.

Straight back from the double handed Trans-Atlantic race, the Transat Jacues Vabre, and after having put nearly 20,000 lifetime ocean miles under his belt, New Orleanian Ryan Finn took a few minutes of his time over cocktails at the Saint to answer some pressing questions for NOYC’s vast audience.

NOYC.org – So, how’s your house?

Finn – Soaked.

NOYC.org - I hear that people were asking you for your autograph in France – true?

Finn -Yep, it’s true. The French public loves shorthanded sailing, and on a daily basis thousands of people would come to the basin and watch us do the most boring things like cleaning the boat or taping up shrouds. Even so, it was a privilege for me to be a part of.

NOYC.org - What's your vision for the future of the New Orleans levee system?

Finn - Simple, our levees should not break. I know that was the vision last time, but this time we need a little more conviction. And in the bigger picture, but just as urgently, we need to start working to reverse coastal erosion in Louisiana. On a daily basis we are becoming more and more vulnerable to hurricanes such as Katrina.

NOYC.org - Should NOYC keep the vaulted ceilings in the bar?

Finn - Yes. We finally have a bar that could be considered trendy. I don’t know if you’ve noticed, but the post apocalyptic look is in this season. It’s a big step up from the Lion’s Club aesthetic, which Katrina seemed to have particular disdain for in yacht clubs across the Gulf Coast.

NOYC.org - What are these rumors I hear about you getting involved with an Open 60?

Finn - I am currently searching for a sponsor for the Velux 5-Oceans race. Ultimately I want to do the 2008 Vendee Globe, an Open 60’ race, but for the Velux race I am keeping my options open to either an Open 50 or 60.

NOYC.org - Under what conditions would you beat Bad Dog head-to-head on a Finn?

Finn - I raced against him early in his Finn career and was able to beat him, but that was some time ago. My new strategy is to wait a week or two for old age to catch up to him before I sail against him again.

NOYC.org - What was the most excruciating moment for you on the Transat Jacques Vabre?

Finn - Saying goodbye to Katie and my Dad before the start, because I knew it was going to be a very long and difficult race.

NOYC.org - Word on the street is that your girlfriend was a little nervous helming the boat a couple of days before the start of the Transat, what's up with that?

Finn - It was actually the morning of the start, and Katie was probably feeling a bit of pressure sharing a small space behind a sea wall with the most expensive Open 50’s and 60’s in the world. It was also blowing around 25 knots at the time.

Triplett – No, it was easily 30++.

NOYC.org - With the obvious success of the Sugar Bowl Regatta over the years, how do you feel about CSA's goal to create and host the Bayou Classic Regatta?

Finn - The more racing there is on the lake the better.

NOYC.org - What's the best advice that you can give to Riley Stogner in order to help him overcome his obvious shortcomings in sailing J Boats fast?

Finn - I suggest he reads Dianetics. It changed my life. Would you believe me if I told you that Rod Johnstone was a Scientologist?

NOYC.org – Probably. Has anybody ever confused you with Tony Hawk?

Finn - No, and especially not while on a skateboard.

NOYC.org - What’s the first thing that comes to your mind when I say “Pave the Lake”?

Finn - Dude, the lake chop would make awesome little launch ramps.

NOYC.org – Thanks for taking the time for us Ryan.

Finn – No problem dude.

Escaping to Marfa

2005-12-19T22:00:00.000-06:00

Published: Desert Candle
Spring 2006

The storm was nothing, the aftermath was everything. After six weeks of enduring Hurricane Katrina's wake including walking around my city armed, visiting my home by canoe, zero utilities, pet rescue by boat, becoming one with my chainsaw, alarmist national media, Hepatitis and tetanus shots, and experiencing the near death of one of the most beloved cities in America - I had to finally get out of New Orleans.

What I needed and had been dreaming of was the wide open expanses of West Texas, looking for solace in the dusty, mold-free western roads and highways with mental self penalties for every mile wasted on an interstate.

Having driven the length of Texas in one form or another at least ten times, there was no doubt in my mind about what I was looking for. I wanted to put miles on my odometer… and use the time to breathe and think.

The first day's drive was a blur of Katrina devastation, which then gave way to Rita devastation and it wasn't until nearly past Houston that normality on the road began to appear.

Making great time through Eastern Texas, the drive through the night was long, but perfect. The lights and traffic of the big cities finally gave way to the hill country and ranchland of Highway 90. The stars played out in the sky, and the eyes of doe and rabbits sparked amongst the scrub. I finally found the strength to turn off the New Orleans AM news station that can be picked up as far west as New Mexico on some nights. I was leaving it behind. I needed to divest myself, and I did - I put a Steve Earle cd into the radio.

Not far out of Del Rio, I finally pulled to the side of the road in a small picnic area, the lone truck awash in the blackest black of a south Texas night. Two quick cold beers mostly allayed my fears of being hijacked by 'coyotes' running illegals, whether real or perceived, and I crashed.

Morning brought bad Del Rio coffee and a wrong turn nearly into Mexico, but a few miles gave way and broke the beginnings of some of the most beautiful country I've ever seen, vistas I had no idea existed in Texas.

With no timetable and only a general heading, I passed over the spaghetti western rivers of the Pecos and the Big Canyon, discovering true one-burro towns whose names escape me now. Other than the views and hours of Robert Earl Keen on the radio, the only conversation I had was with a border guard at a checkpoint.

As he examined me and my Louisiana license, we laughed as I explained how six weeks ago these checkpoints were outrageously foreign and nearly un-American to me, but now after humvees, M-16's and "let me see your papers" at near every major intersection in New Orleans, I had become slightly accustomed.

He asked where I was heading. I shrugged. He nodded - understanding I think.

Later that day leaning against my truck in the dry desert air, I figured I would maybe camp for a few days in Big Bend, but while following Highway 90 on the map - my finger landed on Marfa. I remembered in a moment why that name was familiar and recalled a friend of mine explaining how Marfa was becoming the new Santa Fe. What the heck, and like that Marfa became my destination.

Each town I buzzed through lifted my spirits, Marathon then Alpine - I got excited about what I might find a little bit further down the road.

Passing over the last rise, Marfa - I guess you could say spread out before me - with the water tower greeting me first. I made a quick pass through the town getting my bearings and then launched into a financial debate… The Thunderbird or the Riata?

Being the lowly freelance writer that I am and having not received any emergency funding from FEMA or the Red Cross at this point, the cheaper move was obviously not the Thunderbird, but heck my body and spirit demanded solace, and I went with the Thunderbird.

I walked into the office and learned of my immediate future… the Chinati Festival was happening that weekend and I could only have a room until Friday morning. Disheartened - how could I chance upon the big festival weekend in Marfa, only to not have a place to stay? The desk manager and I laughed about this, and then I discovered he had grown up in New Orleans and had been in Marfa for a few years, but his parents were still there. "So how's your house?" I asked in the now typical New Orleans greeting.

Within a few hours I was refreshed, and putting my ancient ragged Luchese's on - I walked out into Marfa. During that first thirty minutes in town, I discovered what were to become my two biggest haunts during my stay - the Brown Recluse Coffeeshop and Joe's Bar, although I would become familiar with Carmen's (of course), Maiya's and a barbershop straight out of the 1930's that trimmed my unruly Katrina beard.

What I didn't know was that within a day I was to be welcomed by a complete stranger who would offer me a place to stay.

Firmly establishing myself as a transient regular at Joe's Bar, I was quickly befriended by Ray, the owner of the bar, and Anita, his kind and gracious bartender. In fact, over the next few nights, I played a lot of pool and drank beer with some of the true Marfian characters, ranging from the town banker to ranchers and hands, as well as a ton of tourists from Austin.

By the second night, Ray knew of my situation with regards to not having a hotel room and offered up his Winnebago to me for the weekend. Surprised at his generosity, it took me a bit to accept. But I did, explaining that I was now accustomed to not having utilities - it would be no great difficulty, and it was to put it mildly, rustic and perfect. In the mornings I'd stroll over to Carmen's, then while away a few hours in the sun reading McCarthy's Blood Meridian, before exploring the roads down to Presidio and Valentine.

I stayed in contact with family and friends through the library's computers and sat in the rain one afternoon looking for the Marfa Lights, knowing full well that I was supposed to look to the Southwest at night, but really I was dwelling on home. By evening, I would take up my spot at Joe's curious of who fate would have me talk to that night.

The night of the Chinati Festival, I joined the dinner early, watching the crews set up the long tables while sipping on a Lone Star, the sun passing down behind the western buildings, but warming me in their reflection off the windows across the street. I searched for the ghosts of Hudson, Taylor and Dean down the street at the Paisano and eventually fell in with a random group from Austin bouncing through the galleries for a long night of celebration.

A day later, as Monday morning eventually came down, I knew I had to move on further west. An old high school buddy of mine had offered to meet me in the Canyonlands of Utah and I was wary of overstaying my welcome in the winnebago.

Packed back up for the road, I discovered more vast and beautiful areas of west Texas on these small quiet semi-highways, and at one point nearly had a wash-out on some road from a tropical system that had moved in from the Pacific.

Nearing the Guadalupe Mountains, I pulled over to eat lunch on Hwy 54 after the rain had passed, and reminisced about the last few days in Marfa. One conversation kept coming back to me from a night at Joe's over a beer and a pool game. A Marfian who had originally come from the Mississippi Gulf Coast explained to me how not but a week before I had arrived, he had been down in Biloxi to bury his brother who had died in the rising waters of that hurricane.

Over a thousand miles from landfall, Katrina was able to reach out and touch a town in west Texas with only pop. 2,424, and somehow I to had made my way there to experience the grace of a group of people who I am lucky to have walked amongst in a time when grace and companionship were exactly what I needed.

NOLA Still Races

2005-12-19T21:29:00.000-06:00

Published: Sailing Anarchy
December 20, 2005

One would think that when the 630 square miles of Lake Pontchartrain decided to add New Orleans to its acreage after Hurricane Katrina made landfall in late August, that New Orleans would cease to exist for awhile in the racing arena.

Not true, in the four months post-K, in plain view of the much honored and now burned out husk of Southern Yacht Club and the nearby gutted New Orleans Yacht Club - New Orleans area racers have held four regattas out on the lake replete with several PHRF and one-design classes.

Granted the numbers were down, as nearly 60% of the sailboat stock in New Orleans was destroyed including the J/30 Zephyr which was on course to shoot for her 5th North American J/30 Championship on her home waters in October.

New Orleans area sailors also rallied to fund local Anthony Hudson's attempt at the Laser World Championships in Brazil within a month of Katrina's landfall and have actively followed local single-handed sailor Ryan Finn as he competed in the TransAt.

Moreover, New Orleans Yacht Club, located a short three blocks from the 17th St. Canal breach, also opened up her doors to all Gulf Coast sailors within five weeks of landfall. Still under generator power and a 9:00 pm curfew, this sailing community bellies up to the one yacht club bar that still stands, as club volunteers dish out cold beer and hot burgers to sailors and National Guardsmen alike amidst the ruins of the once scenic West End.

Never count this town and her people out.

MRE's in the Four Corners

2005-12-19T21:27:00.000-06:00

Published: Inside Outside Southwest Magazine
December 1, 2005

The storm was nothing, the aftermath was everything. After six weeks of enduring Katrina's wake including walking around my city armed, visiting my home by canoe, pet rescue by boat, zero utilities, becoming one with my chainsaw, alarmist national media, Hep A & B and tetanus shots, and experiencing the death of one of the most beloved cities in America - I had to finally get out of New Orleans.

I had lived out west for a few years and skied Colorado every Mardi Gras until I was eighteen, so I knew that the mountains, desert and cooler weather was as foreign a place from my home that I could get to.

Armed to the teeth with MRE's, stories to make a war vet weep, and a few New Orleans' exiles or expatriates strategically positioned throughout the west offering couches, I got in my truck and left one odyssey for another. Destination Santa Fe, the Canyonlands and Durango.

The road out of New Orleans was tough, driving through military convoys and the fact that after the twin punch of Rita, normalcy on the road did not appear until nearly through Houston, but the wide open expanses of Texas and then New Mexico did come. As did eventually the familiar sight of Santa Fe.

Camped out on the floor of an adobe staying with a friend of a friend, the extravagance of coffee houses, bars and fried poblanos at Del Charo's was a beautiful thing, but what I discovered was that this town was bringing me down. I don't know if it was the kin tourist nature of the city, the nightmares that started to come or if it was the outright normality of a functioning town that was doing it, but five days was enough.

As it turned out, an old high school buddy of mine who is now a technical climbing guide and who has lived in the west since college offered to meet me in the Canyonlands of Utah for several days. I semi-seriously warned him that I hadn't been above sea level in 15 years, and hadn't put on a pair of climbing shoes in the same, in fact my hiking boots were to be a beat-up pair of Reebok tennis shoes, my sleeping bag south Louisiana weight with a failing zipper.

As I waited for him and his climbing partner to arrive, I already knew that this is where I needed to be as I sat in the back of my truck at Newspaper Rock sipping on a beer in the cool night air.

The days were filled with climbing these insane 5.12+ routes, none of which I succeeded in getting past even the first holds - explaining that my failings had all to do with the size 8.5 borrowed climbing shoes I had on my 10.5 feet - all of us laughing at these bare attempts at deception and explanation.

I quickly settled down into my duty of sitting at the base of these routes, watching my friends and others defy gravity and the laws of the physical body, sipping on water and soaking in the high desert sun and amazing views which names like the Valley of the Gods gives no justice. All was good in the world.

My MRE's ended up being a big hit for about a day and were eventually rummaged through for M&M's and Reese's Pieces. I do have to say, they're not that bad. Not that good, but really not that bad.

At night by the campfire over tequila and Tecate, I started to learn the language of climbers, laughing at all the slang. In awe at the creativity of route names, climbs like Belly Full of Bad Berries, Serrator and Way Rambo as they planned their next day's climbs. Eventually my Katrina stories started to come out, and each one told released me a bit, my spirits continuing to rise dust, sweat and all.

We discussed a climb up the tower, South Six Shooter, and I told them I would give it a run. The next day we set out for this spire crossing through marscapes and geological lotteries. Bringing up the rear in my Louisiana lungs, I eventually made it to the top only to very nearly have a panic attack as I was buffeted by familiar strong winds. Even in a place as far removed as this was, my past was right there in my face.

Before I hit the road out the next day, I walked over to Newspaper Rock and stared at the Indian marks and the few left by western men and had the urge to carve my name with no date under, but Katrina Survivor instead.

That night in Durango after a much needed shower, I walked down the main street and happened upon a bar that was holding a Gulf Coast fundraising concert. I paid my five dollars, drank many beers and contemplated the road home and what will eventually constitute home, my spirit freshened by the west.

Radio

2005-12-01T08:57:00.002-06:00

• Radio Diner
WWNO 89.9 - Thursdays @ 4:45pm
New Orleans Restaurant Reviews

• Chefs in Exile
WWNO 89.9 - Thanksgiving 2006
Informative piece regarding the Chefs in Exile project.

• Mariner Rides Out Hurricane Gustav
Sailing Anarchy Podcast

The GulfSails Blog

2005-11-03T14:53:00.000-06:00

My personal account of riding out Hurricane Katrina, Rita and the aftermath.

GulfSails was profiled in the New York Times, the Washington Post, the Times Picayune as well as countless other publications in the U.S. and around the world.

'83 Lightship Revisted

2005-09-19T21:59:00.000-06:00

Publish date: April 2006
Southwinds Sailing Magazine

*Note: All individuals quoted in this article have been listed as anonymous, as even today there is serious bad blood between many of the participants in the Lightship. With the loss of life and the many lawsuits which followed, myself and my editor deemed it best to go this route.

Twenty-three years ago the New Orleans Lightship Race, one of a series of offshore races that made up the Gulf Ocean Racing Circuit (GORC), became a cautionary tale for all who sail or race in waters anywhere.

In April of 1983, thirty-eight vessels began the 200nm course that would take them from Gulfport, MS to the mouth of the Mississippi River where the competitors would pass the New Orleans Lightship to port. They would then return by way of passing the Mobile Sea Buoy to port and subsequently follow the southern edges of the Gulf Islands westward until turning back north at Ship Island to finish just outside Gulfport Yacht Club.

Out of the diverse classes of sailboats that started the race, only six boats managed to finish, and what follows is a reconstruction of the harrowing and tragic adventure that has become lore along the Gulf Coast.

As anyone who has lived on the Gulf Coast for any period of time knows, April can be one of the most beautiful months with temperatures generally resting in the lower seventies, which are then frequently reinforced by cooler high pressure systems moving down from the north. On this April evening the conditions for sailing were reasonable, though forecast to turn ahead of one of these reinforcing fronts, but predictions were for nothing in the Gulf over 10 feet.

As such, the race went on as scheduled with only a few vessels not starting because of the forecast. According to one crewmember before they headed out to the start, "One of our skippers came up and announced he wasn't going on account of the forecast. This seemed rather ominous to me as the guy had this aura of being very competent, but many dismissed him out-of-hand."

The race commenced around dusk in a medium southerly breeze with conditions that continued to worsen throughout the race as the cold front approached from the north. For most, the breeze began freshening in a big way past Ship Island and in the vicinity of the Chandeleur Islands, as evidenced by a '37 Heritage One Ton, which had started the race with a #2 and before even reaching the Lightship had dropped down to a #4 with two reefs in her. A C&C 34 named Patricia was in 'survival' mode even before the first mark, reaching around the course with a blade and no main.

Nearby, a Hobie 33 named Carnival Time lost her port spreader close to the Chandeleur light. The crew made several attempts climbing the mast to repair the dangling shroud, but to no avail. Because of this "stroke of luck", Carnival Time dropped out of the race and limped downwind back to Gulfport. Arriving in port the crew was shocked to discover that several other boats had already returned without their masts and stories began to arise of catastrophes on the water.

A S2 7.9 which was rolling in the steadily worsening conditions had already caught another vessel, the Stella Maris, when the weather truly turned. According to one member of her crew, "The stints on the helm got shorter and shorter as it was luff up the face, bear off to near knockdown on the backside and then try to do a controlled round-up to complete the cycle. Short of the lightship, a shroud started to part and we turned back in the black of night. Using dead reckoning, we somehow did not retrace our course and slid east and went over Dogs Key Pass. Brother, was that wild! But what the hell, we were inside."

Nearing the first mark, a C&C 40 had a small electrical fire and lost most of her electronics. A crewmember states that, "We don't know how hard it blew but probably pretty close to 40. Some of the rigs reported as high as 65. Seas were around 15 ft and I mean a real 15, so the front sides were like 30."

Two vessels, including a Chance '39, both either lost their mast and/or rigging and dropped out of the race. "The race was going well but our rig broke about 2 miles shy of the light." A crewmember details, "We were carrying a #3 and a double reef but were honestly talking about whether to put up a full size 1.5oz or the storm chute nicknamed Darth Vader. After we cut the rig loose we motored up the MRGO back to New Orleans."

Many others fought on.

According to a crewmember on Slot Machine, a Lindenberg 30, "Conditions continued to worsen throughout the race, and after rounding the lightship, and the Mobile Bay sea buoy, it was a deemed safest to just get home rather than dropping out and threading through one of the minor passes in the islands."

According to everyone, turning past the Mobile Sea Buoy is when things really started to hit the fan. The combination of the cold front carrying with it 50+ winds and the shallower waters near the Gulf Islands created an irresistible formula for disaster.

Back on the Heritage One Ton a crewmember reported that, "By the time we got to the Mobile buoy, the breeze was a steady 30+ from the south and we were afraid to jibe, so we tried to tack. I say tried because the first time a huge wave slapped us back onto starboard tack, so we got up more speed and slammed it around between two waves in time for the second wave to force us around onto port and back west."

On the C&C 40 a crewmember recalls, "The next leg from Mobile to Ship Island was downwind in real steep seas, we got pooped every fourth or fifth wave so that the cockpit completely filled. One wave was so bad that it stove in some of the companionway boards which really freaked out the below deck denizens who weren't feeling too chipper anyway. But, we must have been far enough behind to miss the really bad conditions on the leg along Petit Bois Island where everyone had problems."

Another crewmember recalls, "I would like to say that we were great seamen and all of that, but most of us puked around the course and just did the work that we had to do to get back. I remember sitting a watch with my watch captain. He was steering downwind in puffs up to 60 knots when he said 'hey, look at this'. He was turning the wheel but nothing was happening. The boat was just sailing with the sails, max reef on the main and a storm trysail."

Another states, "I can also tell you about sailing the boat downwind under storm jib alone and turning the wheel and nothing happening at all. Or I can tell you about being down in a bowl in the waves so that to see the sky you had to look straight up. Actually that's about all that I can tell you, because other than being sick and tired I don't really remember too much. I remember trimming sails when it was my watch, but of the thirteen of us on the boat that I was on, at least ten of us were sick most of the way, and the guy who owned the boat told me later that the only reason that he didn't get sick was that he was too scared to let that happen."

According to a crewmember on a Pearson 424, "Our anemometer was pegged at 63 knots for one period and we were surfing at 15+ with a storm jib."

Another participant witnessed that, "A Creekmore had lost it's rudder just inside of the Ship island channel and he had to anchor and ride it out. Had he been outside there is no telling what might have happened. The Lord watches after sailors and fools, and I know that HE was watching after many of us that weekend."

Back onboard Slot Machine, "Rogue waves started coming in earnest. On top of the 12ft sea running at the time, occasional monsters would come through, breaking on top. It was one of these waves in particular that came through and seems to have been the harbringer of disaster. The wave broke, and flipped her stern over bow. In the same motion, the rudder was broken off. The boat came up, rig intact, but no steerage. A sea anchor was deployed, but it did not bring the bow into the wind. Slot Machine had no control, and was broadside to the breaking waves. The crew got below deck, wedged themselves into place with sails, and tried to stow all potential projectiles. A Mayday was put out, but in the middle of communication with the Coast Guard, the boat rolled again, this time the mast hit the bottom, and communication with the Coast Guard ended."

Around this point, on another boat, a J29, a 20 year old Tulane student, Nelson Roltsch, climbed from below deck. The stories vary, but he was apparently wearing a lifejacket and a harness. He was unclipped and moving to another point, but did not have a chance to hook on when a wave hit. He was washed overboard and once he was off the boat, "there was no way to get to him, and no way for him to get to the boat."

As this was happening, the Heritage One Ton was also in a precarious position, "We sailed along the south side of the islands, the rollers were forced higher and higher as they met shallower bottom, until they were breaking completely over the boat every third time. At Petit Bois pass, the shit hit the fan. Our forestay tang sheered with a loud bang and the only thing holding the mast forward were a baby stay and the jib luff. We quickly ran halyards forward to the surviving jib-tack horns and cinched them tight, saving the mast. No longer able to sail, we began motoring north, with huge help from the now following seas, to try to find the pass and put in at Pascagoula. It was the middle of the night now, and you couldn't see a thing, but you could hear each wave as it approached like a freight train. It's amazing how attuned and accurate yours ears become at moments like this. We heard the next wave coming, but instead of it being behind us, it was above us. The wave broke over the first set of spreaders and the boat pitchpoled stern-over-bow into a fully inverted position."

Within the next hour Slot Machine started pounding on the beach of Petit Bois. "Timing was critical, as one by one the crew ran off the boat through the surf, avoiding being crushed under the boat as it came off the next wave. We set up a shelter in the dunes with a liferaft and a sail."

On the inverted Heritage, a crewmember recounts, "When the boat finally rolled to one side enough, the keel took over and righted the boat, two of our crew hung precipitously from the pulpit. Several of us ran on deck, I was still unconscious having been knocked out below. They pulled the first crewmember back in, one to go. I guess I should mention that at this time our second crew still hanging over the side played line for Georgia football and weighed in the 350 range. It took all four to get him back in the boat."

Now precariously attempting to shelter themselves on Petit Bois Island, a skipper of Slot Machine recounts, "We were eight souls aboard Slot Machine during the Lightship Race. All survived the foundering suffering some degree of hypothermia having been exposed to rain and 42 degree temperatures on Petit Bois. Our watch captain who was at the helm during the pitchpole, but harnessed to the rail suffered cracked ribs when he bent the stern pulpit and broke through the lifelines during the pitchpole." A Coast Guard chopper was eventually able to evacuate the crew of Slot Machine to Gulfport after a few hours on the island.

Back on the Heritage, "We fired a flare, concerned that we might be going up on shore. A rescue helicopter was already out there and led us the short distance to the pass. Amazingly the engine had kept running while we were inverted! Inside the pass, the waves instantly went from 15'-30' to 1'. Coast residents, save your barrier islands - that's why they are called BARRIER islands."

Behind the worst of the action a crewmember on the C&C 40 states, "The sun came up before we got to Mobile and it was a glorious sight. Those big seas with the tops being blown off were incredible. I had been driving for quite a while in the dark, so once the sun came up so did some other drivers. The wind started to back off and we were able to fly a chute before we got to the turn to Gulfport. When we got to the dock it was night again and all these wives and mothers were asking us if we had any information regarding their loved ones. A lot of people had not been heard from so everyone feared the worse."

Another states, "I was in that race in the vicinity of where Nelson was lost. I'll never forget the sight the next day of the rescue planes searching back and forth for him to no avail."

Another recounts, "As I recall we never knew that Nelson was lost until Monday. I think that we just trudged off of the boat and into the car, heading for Mobile. I remember that I fell asleep in the bath tub. When we first heard that he had been lost my initial response was that that could not have happened on the boat that I was on, but after thinking more carefully, it began to dawn on me that it could have happened to anyone, on any of the boats, and that it was amazing that it didn't happen more often."

Tragically, Nelson Roltsch was never found. An accomplished sailor, well-liked and with fiery red hair, he had won a national scow championship at age 16. He had entered Tulane in 1981 and had spent the summer as a charter captain, having earned his US Coast Guard Captain's License at age 18.

Today Tulane University is proud to continue to remember Nelson by having renamed the annual Windjammer Regatta to the Nelson Roltsch Regatta. It is well attended and very competitive.

J/30 Nationals Come to the Gulf Coast

2005-09-01T21:02:00.000-06:00

Published: Southwinds Sailing Magazine
September 1, 2005

The winds and water of Lake Pontchartrain in New Orleans will be host to the J/30 National Championships October 20th - 23rd and the expectations are building for this to be one of the most fiercely competitive championships to date.

With big name sailors already being spotted sizing up the notoriously shifty winds on the lake and having cocktails at New Orleans Yacht Club's bar, it's bringing an early sense of what's to come. The interest level is already high, as one New Orleans based team has a lot riding on this regatta. Team Zephyr having won the last four J/30 Nationals Championships will be shooting for an unprecedented fifth win on their home waters.

When asked about the upcoming championship, maverick New Orleans sailmaker and Zephyr crew, Benz Faget, states "I'm looking forward to the J-30 nationals after being with Scott for the last four winning years. We are expecting some great competition from both the local sailors as well as the out of town boats. I will be doing a tuning seminar prior to the regatta and will give away some of our successful secrets and tricks to help everyone get the most performance from their boat."

In J/30 circles, the blue-hulled Zephyr, has become the boat to beat on the Gulf Coast, with an average margin of victory of over 18 seconds per mile against other J/30s and is manned by some big names in southern sailing: Tonguis, Faget, Steinkamp, Brennan and Erwin. They're not only known in south either, in 2001, Zephyr won Chicago's Verve Cup, Leukemia Cup and the 2001 North American Championship all within a two-week period.

With an anticipated turn-out of over 25 J/30 teams from over 15 states and helmed by names such as David Bolyard, John McArthur and Scott Tonguis, the expectations are that there will be a record number of spectator boats plying the waters around the course.

As the host site, New Orleans Yacht Club is providing a huge amount of support ranging from the parties, including an expedition to the French Quarter, to the spectator boats to free winter storage. A number of loaner boats are available and registration is ongoing. For further information, visit www.noyc.org or contact Katie Triplett at Katie@noyc.info.

60 Second Interview with Anthony Hudson

2005-08-15T21:31:00.000-06:00

Published: NOYC.org
July 15, 2005

On September 18th, NOYC member Anthony Hudson will be representing the club, New Orleans and the states when he competes in the 2005 Laser Worlds down in Fortaleza, Brazil. Anthony is ranked 291st in the World Laser Standings.

He needs to raise nearly $4,000 to cover registration, new sails, a plane ticket and other expenses and is asking for your help. If anyone is interested in donating money to assist his effort, you can contact his via email at rumpus333@hotmail.com.

Anyway, we recently sat down with him and had a chat regarding his upcoming races.

NOYC - So you're ranked 291st in the World Laser Standings, that's a pretty strong accomplishment, but where's the darn cutoff for being invited to the worlds?

Hudson - The US was allocated 6 of 100 spots at the worlds. There are several major regattas that lead to qualifying. I attended 4 that were in the southeastern region of the country: Midwinters East, US Nationals, District 14 & 15 champs. The winner of Midwinters east & west, North Americans, US Nationals, and Canadian Nationals get an automatic bid. In addition, one at large bid is given to the person who has consistently done well at major regattas accumulating Grand Prix points along the way and hasn't already qualified. I qualified under the Midwinters east bid by being one of the top Americans.

NOYC - If for whatever reason, perish the thought, that you can't raise enough money, how long would it take to sail a 30' Easterly down to Fortaleza, Brazil?

Hudson - An Easterly 30 is a reaching machine. She can carry lots of sail area and remain balanced with her larger rebuilt rudder. So lets say I could sail her down there in 3 weeks. However, I don't really know. I have solo sailed Pompano to Gulfport in under 10 hours. Does that count for anything? With my normal crew of 15, we could race down to J mark and back in maybe 3 hours, after stopping for a swim and bbq.

NOYC - On the 2005 Laser World's website they state, "Ceará (Fortaleza) is one of the best touristical places to visit in Brasil." Is 'touristical' a word?

Hudson - Touristical is not a word in the dictionary. My flight gets me to Fortaleza 3 days before the regatta. I imagine I will have a little time after practicing to see some sights. I am anxious to see the water. On the Laser Worlds website the pictures of the water are incredible. Lake Pontchartrain is detritus brown, while Fortaleza has turquoise water. I imagine it will look a lot like Miami. Sailing in Biscayne Bay is incredibly beautiful with the clear water and the light colored architecture of downtown Miami in the background.

NOYC - Who did you feel was your toughest competition on the Gulf Coast?

Hudson - John Loe and I have been the only Gulf Coast Laser sailors to attend several major regattas and place well. John is from Southern YC. Recently, John beat me at O'Day regionals in a 12-boat fleet, but I placed ahead of him at Midwinters East and Nationals in larger fleets. We are very equal sailors who love the light fluky gulf coast winds.

NOYC - Who are you pulling for in the J/30 Nationals?

Hudson - I am rooting for the boat I will be on for J-30 Nationals. Jackpot!!

NOYC - Brazil has a certain reputation for having some interesting 'beach' scenery, are you considering trying to raise money for the race and having a second fund for shall we say, more touristical activities?

Hudson - I need no money for beach activities. Every penny I raise will be used towards my huge flight and registration bills. Yet, I will return with many stories and pictures of the beautiful beach scenery for the NOYC website.

NOYC - We'll be looking forward to that Anthony. Best of luck and bring home the win.

Hudson - Thanks.

Creole Speed: Racing in New Orleans

2005-06-01T10:22:00.001-06:00

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Wednesday Night Racing

2005-06-01T05:40:00.000-06:00

“The only difference is that here, it’s hot.” Hilko, a rotund and very well-educated Dutch expatriate oilman comments matter of factly, “Very hot. Though the racing is just as competitive.”

Jim, the sixty-something grizzled Captain from down in New Iberia chimes in, “This is definitely the only boat out here where English is sometimes the secondary language. We might as well be racing in the North Sea with the amount of Dutch that race on this boat… Except, yeah for the heat. Let‘s get ready to tack crew.”

You may have seen these guys among the fifty or so other sailboats milling around at about 7:00 in the evening, dancing a strange disparate waltz together, hopefully never crashing or T-boning into each other. As 7:05 nears, the more fleet of these contenders peel off from the mass. They mirror each other’s movement, and as a gun sounds, the first salvo strikes out towards the Lakefront Airport. Behind them the sun makes its way down towards the brown and brackish waters of the lake.

Though virtually hidden despite the obvious maritime nature of this city, New Orleans, according to these crewmembers, has one of the most active sailboat racing communities in the country and is heavy with character and characters.

Onboard this heavy, late 60’s creation built for lazy cruising, the regular crew tonight is populated by such varied personalities as Dutch expatriates, south Louisiana oilmen, and New Orleans’ bankers and bartenders who ready her sails for the race while drinking beer. They are excited because even though they start in the fourth class; they explain that in the egalitarian world of sailboat racing, they are in competition to win this five race series because all boats race under a handicap. To win showcases the skill of a boat’s skipper and crew, and not necessarily the boat. And this crew, definitely works as a team.

The banter onboard is no different than one would overhear at any watering hole in the city, except it spikes with alien nautical language and tactics along with the ever present thrill of crashing into another boat before the start. “Hey Hilko, grab me another beer. Captain you got this blue hull coming at us? Starboard! STARBOARD TACK! No, I wanted a lite beer, but this’ll do.”

This class, a group of nine boats of various sorts but of generally similar capability gather as they sail, and a gun sounds from the anchored committee boat. Immediately, sails tighten as sounds of rope tense and slip on wet winches. A beer can opens and the boat leans heavily to one side as the sails vet the wind.

“We’re gonna have a nice sunset tonight,” states the woman in her late twenties manning the mainsail, “Captain, looks like we’re walking on Dixie Chick.”

“Fine. So tell me again about how we’re supposed to Fung Sway a sailboat?” The Captain is not really curious.

“It’s Feng Sheui.” She replies, accustomed to the standard ribbing of teammates. “It’d probably help us to race faster… obviously would work better than your current Western Beer Philosophy.”

The Captain looks back, and then rechecks his GPS. “Whatever. Let me know when Dixie Chick tacks out. We’re getting lifted a bit. Did I ever tell y‘all about my cousin up in Jackson who was asked by some guys from Illinois about where all the antebellum homes were?”

Nearly every member of the crew either nods or says “yes”.

With non-existent coverage in the local press, but attention nationally, the crewmembers describe how New Orleans has been quietly producing some of the finest competitive sailors in the country, and how the walls of Southern Yacht Club boast tons of silver national and regional trophies including Olympic metal. Four to be precise, including the United States’ first ever sailing gold medal in the thirties and a silver last year in Athens.

Though tonight’s winds are light, they are according to the Captain standard fare, characteristically variable and enigmatic as the dispersed fleet rounds the buoy near the airport. Sails slash over the decks as crew from different boats shout rules at each other as they approach the mark. All the boats flatten out after the turn and begin their final leg, three miles, towards the finish line.

“Laurens, wait until you race Gulfport to Pensacola. Sailing through the rigs off of Mobile at night is wild. They’re massive, bizarre structures out in the Gulf.” A crewmember informs.

It’s fully dark now with the moon flashing in the slight waves, water quietly breaks off the bow. On boats throughout the course, flashlights intermittently shine up into their sails creating curious glowing bulbs converging on a single point of light out of many in the distance, the finish line.

Our boat gently slides past two others as it nears the committee boat waiting at the finish. Most racers consider the Wednesday night ‘beer can’ races, fun races used to hone teamwork on the boat and to introduce first-timers to this world. In theory racers reserve their true ‘A’ games to the weekend and offshore races, but you can’t always tell that. Tonight, our crew times their crossing across the finish line and tries to calculate their handicap adjusted time. They have a bet riding on this one, yet won’t know for sure until the official results are announced in two hours.

As we dock the boat into her slip, the crew begins a well-practiced choreography of putting the boat to bed. The sooner sails are stowed, lines folded and gear collected the sooner the crew gets to carouse at the yacht club.

Upon entering New Orleans Yacht Club there is definitely no mistaking that you’re in a nautical world. Charts and sailing trophies are positioned everywhere, the sixty or so bar patrons mill about rehashing tonight’s race or last weeks regatta. Crew shirts emblazoned with their boat’s name and T-shirts sporting past regattas is the de riguer clothing. There is a fair amount of rum being poured.

The spirit is one of camaraderie and healthy competition with a hint of understanding that they are all participating in a time-honored tradition. Past commodores of the yacht club stare down on this generation of racers as the results are read, prizes handed out and a certain bet is resolved as a crew shirt is handed over to the skipper of another sailboat.

A new five race series starts up next Wednesday night and this clan of racers will be out there again plying the waters of the lake, trying to harness the winds - Feng Shui’ed or not.

The Real Pirates of the Caribbean

2005-05-31T22:57:00.000-06:00

These aren’t the notorious swashbuckling anti-heroes of yesteryear plying the Gulf Stream in search of fat Spanish galleons laden with the plunder of the Americas. Today’s pirates are more likely to be drug traffickers seeking transportation for their contraband or run-of-the-mill thieves motivated by poverty in search of fat cruising sailboats or powerboats laden with electronics, gear and the cash of their unsuspecting crew.

Statistics on the number of attacks are generally recognized to be severely underreported, but the IMB Piracy Reporting Center in Kuala Lumpur states that worldwide the number of attacks on vessels of all variations in 2004 was 325, down from 445 in 2003. Most of these attacks, many exceedingly violent, took place either in Indonesian waters or the in Gulf of Aden to commercial shipping.

However there has been a significant rise in violent attacks onboard privately owned yachts in Caribbean waters. Most notably these events take place off the Colombian and Venezuelan coasts, but attacks are on the rise off the coasts of Nicaragua, Honduras and Guatemala. 99% of all attacks occur in coastal waters.

If the idea of modern-day piratical activity conjures up in your mind situations akin to Johnny Depp rescuing Keira Knightingly or parrots and eye-patches think again. Today these buccaneers are more likely to brandish AK-47’s and machetes, and they will not hesitate to use them.

Most everyone remembers the news about Sir Peter Blake, the two-time winner of the America’s Cup, who was murdered in Brazil aboard his yacht, Seamaster, on December 5, 2001. But how many have heard of Bruno Bianchella, who was sailing aboard his catamaran off the Venzuelan coast when his vessel was attacked resulting in his murder. Or the story of Lynne and Chris Morgan who’s yacht Malaika was boarded by pirates armed with guns off the coast of Columbia in 2003, and who barely escaped with their lives after fighting with the six intruders and escaped only by jumping overboard.

The list goes on and includes numerous accountings of thefts under threat of violence and stories of individuals being bound or beaten and left to drift. A particularly vicious incident occurred on the yacht, Panacea, where the transiting couple was bound by their attackers and helplessly watched as their vessel was ransacked. Then as a memento, the hooded and armed men shot the skipper in the kneecap.

There isn’t any particular strength in numbers either. A convoy of three sailboats was raided off the coast of Columbia in 2002, which luckily resulted in no serious injuries. However, they relate an ominous tale of barricading themselves below in their boat and defending themselves by shooting pepper spray through portholes as the raiders hacked away at the locked cabin door. After the attackers fled, they instantly attempted to contact the other two boats in their party by radio, but only received acknowledgment from one. After rafting up to the quiet sailboat, they discovered the couple below decks bound and gagged, with the boat completely ransacked and stripped.

Almost every vessel that has reported piratical incidents to the proper authorities state to not expect anything in the way of assistance during these events and expect only bureaucratic red tape or down right hostility from these government agencies after the fact. One victim in Columbia was called a “Gringo” by a woman in a Coast Guard office, and who then slammed the door on them.

Klaus Hympendahl, the author of “Pirates Aboard” a non-fictional accounting of numerous piratical attacks on yachts, explains why he feels that the number of attacks is underreported. “Not many sailors believe in authorities being of help, so they don’t inform the police or the coast guard. Other skippers and crew suffer from traumatic experiences and are not willing to talk about their encounter with pirates. In addition, there are quite a number of yachts that have disappeared and nobody knows what has happened.”

Repelling boarders is problematic. Most attacks occur in the dead of night, and cruisers generally do not have the manpower onboard to keep watches while at anchor. So inevitably the idea of keeping a firearm onboard rises, but this ends up actually being a catch-22. While clearing customs, one must declare a firearm onboard and be forced to leave it with the custom’s officials or sealed onboard, thereby eliminating that defense while cruising in that country’s waters. If one chooses not to report it, and hide the weapon, you risk being prosecuted if it is discovered or not being able to get to the gun swiftly enough during an attack for it to be of any use. Remember also that Sir Peter Blake died with his rifle in his hands.

There are other defensive measures available such as pepper spray or even a Taser, but again, one must always consult with customs officials, preferably before hand for their legality in that nation.

The best defense is economic. Refraining from travel through these dangerous, though beautiful waters, will hopefully get the message to these nations that cruising dollars will dry up if their waters remain lawless.

Thoroughly researching the countries beforehand is key. Although there is a dearth of reliable resources regarding current yacht pirating and interestingly, a lack of coverage in sailing or boating periodicals that Hympendahl attributes to, “A kind of taboo that apparently doesn’t fit into the image of an intact world of bluewater sailors.”

There are some. Hympendahl’s site, Yacht-Piracy.org, and Noonsite.com, a global site for cruising sailors provide some excellent information. Also, ICC-CCS.org is the site for the global weekly piracy reports put out by the IMB Piracy Reporting Center. The U.S. State Department is also a good bet.

The ISAF, International Sailing Federation, is currently compiling reports of yacht piracy and details can be found on their website, ISAF.co.uk.

Remember, that nearly all attacks are isolated to the country’s waters listed above. The vast majority of cruising grounds and anchorages in these southern waters are hosted by safe nations filled with friendly countrymen. So get out there and live your dream.

Short Tack with Andy Lovell (US Sailing Olympic Trials)

2005-05-31T16:28:00.000-06:00

Published: NOYC.org
June 5, 2005

NOYC.org - Who were the people involved in putting this together?

Lovell - This is an Idea I came up with in February. My next step was to bring in some people who I felt could tackle such a large task. I asked Guy Brierre to lead our bid and eventually the Olympic Trials and he agreed to take charge. Guy is a great leader and he organized a committee to organize the bid and hopeful the Olympic Trials. The Gulf Coast Olympic Sailing committee was established and the members are: Guy Brierre; John Dane III PCYC; Sam Hopkins GYC; John Matthews PYC; Colin Park SPYC; James C. Wade SYC; Thomas S. Meric, Jr. OSA at New Orleans; Jay Cicero GNOSF. Guy also created an Athlete Advisory Committee, which for now is my Brother, Johnny, and I. Each of our host YC's had many members do hours of background work to get the necessary information about the host site for the Bid.

I would like to thank everyone who got involved in the process and esp.

Group Matrix, Richard Sackett, and Matt Spisak and Matrix Advertising

NOYC.org - What is the basic overview of the proposal?

Lovell - SYC with the help of NOYC will host: Laser, Laser Radial, 470 Men, 470 Women and Finn

PCYC with the help of BWYC will host: Boardsailing

GYC with the help of BYC will host: Stars and Yingling

PYC with the help of FWYC will host: Tornado and 49er

SPYC will host: All three Paralympic Events, 2.4 Meter, Sonar and A new Two Person Keel Boat

NOYC.org - What is the timeline from here?

Lovell - The next step will be a site visit from the US Sailing Olympic Trials selection committee.

NOYC.org - Outside of the GYA what other resources were used?

Lovell - First let me make clear that the GYA is not putting in the Bid to hold the Trials. The Gulf Coast Olympic Sailing committee is the bidding entity. That said, all of our host clubs are GYA members.

The Olympic Sailing Association at New Orleans, which Thomas S. Meric, Jr. is the president of put up seed money to make a quality bid package.

Jay Cicero President and CEO of the Greater New Orleans Sports Foundation was helpful as a consultant who has much experience in bidding for such events.

Group Matrix and Matrix Advertising helped with the actual presentation of the bid.

Trinity Yachts has pledged to be a lead sponsor of the event.

Chris Bedford and Jennifer Lilly - US Sailing Team Meteorologist.

NOYC.org - How did this Idea get its start?

Lovell - It was brought to my attention that US Sailing wanted to have the trials all at one time and in one geographical area. The reason for this is an attempt to gain more exposure for the Trials and our Olympic Sport. I pointed out to them how much coverage we get from our gulf coast media in events like the Challenge Cup and The Liptons. I used the old saying

(Sometimes it is better to be a Big Fish in a Small Pond). The Idea was well received and the Trials was put up for Bid at the US Sailing Spring Meeting.

NOYC.org - What are the chances of the Gulf Coast getting the Trial?

Lovell - I think the GCOS has a great bid. We have similar wind conditions to China. The race courses are located very close to the host clubs. The cost of living in our area is much less than our competitors. These factors plus our hospitality, enthusiasm for the sport and our great leadership buy Guy Brierre give us an excellent chance to host a very successful Trials.

NOYC.org - What other area's are in consideration?

Lovell - From what I have heard there are three competitive bids. San Diego YC, New York YC and The GCOS.

NOYC.org - What kind of economic/other benefits will the area receive?

Lovell - There will be a small number of competitors who will be living in the host cities and spending their money there. I don't think the regatta will effects any one area's GDP though. The larger impact will be exposing all of our talented young sailors to Olympic Sailing.

NOYC.org - Has the Gulf South ever hosted such an event before?

Lovell - I do not think any Olympic Trials have been held in our area.

West End

2005-05-28T11:05:00.000-06:00

The Hidden Neighborhood & Development Pressures

Locals know that New Orleans is a city made up of neighborhoods, but chances are you’re not aware of this one, even if it sounds slightly familiar. It’s a neighborhood of people who know each other by first name, have block parties at least once a week, work in incredibly diverse professions, share access to communal toilets located at the end of each block and have a pretty good idea of what the square footage is on all their neighbors homes.

In a city surrounded and heavily influenced by water, it really shouldn’t be a surprise to anyone that there is a whole group of individuals and couples who live onboard their sailboats and powerboats out on the lake and in the marinas of Orleans Parish. They have no land-based address, save for a P.O. Box. They have no street address. Their only physical address is slip 2 or 32, pier 1 or 6, Orleans Marina, Municipal or Southshore Harbor.

This is not a new phenomenon to this city, with some having lived aboard for fourteen years straight. Nor is it specifically a New Orleans way of life, although, of course, this being New Orleans, there is a definite local spice to it. In fact, liveaboards can be found in virtually every other city fronting water throughout the country. And unfortunately, in some cities, the local governments are foolishly trying to put a stop to it.

Faubourg Marina

There are several types of residents in the marinas of Orleans parish, as in any neighborhood, and the easiest residential makeup to compare this one to would be the French Quarter. There are full-time residents, habitual weekenders and the transients.

These full-timers, or liveaboards, are mostly natives of New Orleans and southern Louisiana, and who, when asked what was the strongest draw for them to move out onto their boat, answered nearly unanimously… Independence and individuality.

How many people out there can untie a few lines and take their home out for an evening sunset on the lake or vanish into the Caribbean to watch sunsets for a few years?

And with this freedom, they don’t give up on many of the amenities available to a land based home. While docked in their slip, they have access to landline telephone service, cable TV, high-speed internet, water, electricity, refrigerators, air conditioning, and showers. Although having some of these items is dependent on the size of their boat, there are facilities providing showers and laundry located onsite in the marina. Interestingly, if their boat is their primary residence and includes a shower, then even tax-deductible mortgage interest is available to them.

They can’t escape all of the modern realities though. They do have utility bills, possibly a monthly note for their boat, and slip fees, which generally range from $300 - $600 a quarter, depending on the length of the boat. There is also an additional $100 a month liveaboard fee charged by the marinas. They do not pay property taxes, but these slip fees easily rise above what they would pay if they owned a similarly priced land-based home and you figure in the homestead exemption.

Their professions run the gamut, from retired ship Captains to PhD candidates, airline employees, retired NOPD officers, attorneys and offshore oil workers. Nearly all work in Orleans parish, have registered cars and actively frequent lakefront businesses. Not one of them living aboard their boat in the year 2000 was counted in the U.S. Census.

Their neighborhood is actually closer to a gated community since they live behind the hurricane protection walls of the Lakefront and have 24-hour security on site, provided by the Orleans Levee Board. These guards have even become part of the culture. While performing their duties, nearly all have developed a rapport with the residents. It has become a true example of community policing. On their off hours it’s not surprising to find the guards, sometimes with their wives, visiting with whatever liveaboard has set up his deck chairs and Cajun air conditioning that afternoon.

To be sure, there is a sort of fellowship out on the piers. Steve Breaux, a retired New Orleans Police Officer and his wife Corey comment easily on the status of their little community. “Years ago the focal point for socializing was Pier 5. These days it’s our pier. We’re sitting out here every Sunday grilling with our neighbors.”

On a recent Sunday afternoon, there were close to 25 people hanging out on the pier or sitting in Jazz Fest chairs. Some of the large dock boxes assigned to each slip were converted to food service and bars, while Elvis and Buffett wafted from Breaux’s powerboat home stereo speakers. The talk is of boats and life as the sun slowly drops behind the nearby boathouses. Breaux jokingly responds to the question of what’s the mentality to being a liveaboard, “1^st grade.”

Joking aside, there is a commonality here to not only their way of life but also in their statements.

Gary, a thirtish year-old pilot for a small airline who moved onto his boat seven months ago, states, “Boat people are different. I moved from Magazine St., sold all of my furniture, most of my material things. Surprisingly it wasn’t important. It was really all clutter. Out here it’s more social. Atmosphere. Boats. People.”

Harris McFerrin, a doctoral student at Tulane who’s been living aboard for nearly three years, agrees. “We know everyone out here. There’s a lot of camaraderie. It’s great. We can take the boat out anytime we’d like. We’re outside in the environment, it’s inexpensive and eco-friendly.”

Ron Mobley, a hairstylist, lived and worked in the Quarter for 25 years until he finally decided that he wanted “something totally different. I had a desire to be more in control of my lifestyle. I gave away most of my antiques to my children, bought a sailboat, and now I’m approaching my one year anniversary. I have no regrets. It’s not a place to raise a family, but this is a middle-class neighborhood. On any given day I can walk off of my boat wearing a tuxedo, a suit or a t-shirt and shorts.”

Gary adds, “You have to be able to handle the space constraints though. It’s definitely not for everyone.”

According to the Editors of LiveAboard and Living Aboard magazines the U.S. liveaboard population is around 50,000. That’s an increase of nearly 30,000 people in only a decade. But it’s hard to count a group of people who don’t necessarily wish to be counted. In fact, many of the New Orleans liveaboards expressed apprehension about participating in this article for fear of negative publicity, or, for that matter, even publicity at all.

Al Guc, an owner of North Sails, a nearby sail business and an individual who happens to live on land, has no issues with liveaboards. He says, “It’s OK within reason. I have a liveaboard across from my boat and it adds to the security for my boat.”

Another local maritime businessman, Michael Mayer, the owner of M.G. Mayer Yacht Sales and Service has a similar opinion of liveaboards. He says, “As long as the proper standards are maintained, they’re fine. They add to the mix.”

Small World

Walking aboard a typical 30-something foot sailboat, it’s interesting how many creature comforts there actually are, but what strikes you first, is that yes, this is a small space, barely 100 square feet.

On a 32’ footer, which is the primary residence for two, they have a micro-oven, full galley, retractable table with settees, fridge (smaller than a college dorm fridge), TV, a car stereo with weather resistant speakers, bathroom, and a V-birth bedroom. With the space constraints, it harkens to what life would be like on the International Space Station, though probably more comfortable and homier.

In the galley or kitchen, there is no glassware; everything is plastic save for the bottles in the bar (which is a shelf). Dining is probably best described as al fresco. Generally meals are taken either outside in the cockpit of the boat or sitting on the settee’s below deck. There is no media room, the TV onboard had a seven inch screen, and don’t expect walk in closets. The closet space resembles maybe the square footage of two bankers boxes. There is also a constant rocking to their home.

As any homeowner knows, owning a home is all about the upkeep and maintenance. But because the liveaboard’s homes are boats, there is a whole different world of maintenance necessary, and this adds to the camaraderie. When two liveaboards meet on the pier, instead of a typical neighborly conversation about how great their lawns look. These conversations will tend towards the lessons learned over years on the water. Things like, the best means of working an AC unit’s exhaust out of the boat or where did you get to get your winches re-chromed or I ran into a buoy the other day and it scratched the heck out of my port side bow and ripped straight through the gel-coat, what would you recommend?

“You have to like tinkering around with stuff,” McFerrin states. “You have to get a kick out of boat maintenance. It’s not like camping. But I enjoy the challenge of it.”

Mobley says, “It’s a rustic, nomadic lifestyle and we all have a tan way before Jazz Fest.”

They live out in the elements, and all have ridden out recent hurricanes onboard. For these, they take a tremendous amount of precautions. These people are dedicated and meticulous when it comes to their homes. Do something wrong, and your home could sink with you in it.

There are also environmental rules that they must follow. Once a week or so, they must untie their boats and dock them up with a nearby pump-out station. By law, boat owners cannot dump raw sewage into the marinas or lake. Part of the charm and draw for the liveaboards is the fact that they live out in the environment and because of this, they follow these guidelines enthusiastically. The marina is their yard.

Andrea Calvin, the Program Coordinator for the Lake Pontchartrain Basin Foundation, states that “the LPBF has no stance on liveaboards as long as they use the pump-out stations.”

Puget Sound

Around Seattle on the Puget Sound, there is another large concentration of liveaboards and their way of life was being attacked. In 2000, the state agency mandated to protect and provide accessibility to the states waterways tried to remove all liveaboards from their slips and moorings. Their argument was that these people were hogging the availability of water access for the rest of the population. After a long court battle and an election, the liveaboards eventually prevailed.

To the New Orleans liveaboards, that type of thinking is hilarious. Nearly all of them are incredibly frustrated with the lack of activity on a large number of boats in the marinas. From each of their own boats, they can, without hesitation, point out a few mildew-ridden sail and powerboats of all sizes and dollar values that haven’t moved in years, let alone be visited by an owner. For them, and to any casual observer, it is a true waste.

To them, these are the real people hogging access. The Orleans Marina, run by the state, has a slip waiting list of over four years. The New Orleans run Municipal Harbor, the largest with 485 slips, has a waiting list of over a year and a half. Feasibility studies have been completed researching the expansion, much needed reconstruction and the dredging of Municipal Harbor, which would add 300 slips to the marina while utilizing the existing space, but no real action has been taken to move it forward. The liveaboards are equally frustrated by the lack of progress for the Bucktown marina.

The demand for all of these potential slips is so pent-up that either expansion would not only be filled quickly, it would be a huge boon to the Lakefront and New Orleans economy. Sail lofts, boatworks, fuel stations and area grocery stores are all clamoring for the economic boost these boats and owners would bring to the area. Big dollars follow these boats, and these boats need to be docked somewhere. That somewhere is the Northshore and the Mississippi Gulf Coast. Boat owners also happen to like to live near their boats (some on them), and that is easily evidenced by the numerous waterfront access developments popping up all over southern Louisiana and Mississippi.

Al Guc, of North Sails in Bucktown, would like to see these expansions completed. “There’s a real need for slips. And a 10% expansion of slips would probably increase our business by 10%.” North Sails currently employs ten people, and that is only one of a myriad of boat servicing businesses located in the Lakefront.

New Orleans’ Other Waterfront

Years ago in Newport, RI a lack of boat slips was not the problem. Condo expansion was. Today on the Lakefront, the city has seen one massive multi-story condo rise with plans for another 28-story development next door. There are also active plans under way for at least three smaller complexes on the Orleans Lakefront. Bucktown has experienced similar growth.

The issue in Newport was limited space. Because of rampant growth, most boat facilities were gobbled up by developments, forcing all boat owners to lose the conveniences of having nearby fueling docks and repair shops. They were forced to travel further up the bay, eliminating one of the reasons for paying for a slip in those marinas in the first place.

According to an article published in the Newport Daily News in 2003, “Development pressures have changed the face of Newport's waterfront over the past 20 years, with condominiums, timeshares and hotels pushing much of the working waterfront away from the harbor.”

The problems with this happening here in New Orleans, are again space, with the real estate price pressures and taxes forced on these businesses, they could have nowhere to go except miles away to the Industrial Canal, leaving Orleans and Municipal Harbor boat owners ‘up a lake’.

This hasn’t happened in New Orleans, yet.

According to Michael Mayer, the owner of M.G. Mayer Yacht Sales, “There are specific limitations built into the commercial leases around the marinas that offer protections. This new money isn’t a threat. I’ve watched places like Destin and Orange Beach grow, and every year it seems to get harder, not easier to do business here.” M.G. Mayer employs 15 people on the Lakefront and 15 people in St. Tammany parish.

Al Guc agrees that these developments “ are positive, it increases property values, but also adds to congestion.” But in regards to the loss of boating facilities, “It would be detrimental to boat owners.”

Ron Mobley laughs when asked about the high-rise condos staring down at him as he stands in the cockpit of his boat. “I love the high-rise condos. They actually would probably give us some wind shelter in the event of a hurricane.”

Meanwhile…

The activities on the piers go on. A man in the market for sailboats wanders around, checking out the for sale signs. Captain Al’s caged parrot squawks. Several liveaboards work on the constant tinkering that is part of life on the water, and Harris and Spencer relax on the deck of their sailboat having a cocktail before going to dinner in the Quarter.

Outside the hurricane protection wall, the traffic for the volleyball courts at Coconut Beach begins to pick up along with the nightly business for The Dock restaurant and bar. They drive by what they probably think of as a marina, not realizing there’s a whole little world going on in there.

Short Tack with Bab Maher

2005-05-15T10:38:00.000-06:00

Published: May 2005
NOYC.org

Why did you sell Java?

Between racing Sundowner, a Catalina 42, and Java for the past 10 years we have participated in about 600 races and I suppose there is a little bit of burn-out involved. A subliminal factor may be that I have kept boats an average of 7 years and Java will be 7 years old in July.

Some say that you had enough of PHRF. Is this true?

Not at all, I still think that PHRF is a good system that is responsive to change when it is needed. Also where else can you have a excuse for sailing poorly? You can always blame it on your rating and the idiots that can't see that your rating should be increased or your competition has a "sweetheart" rating because of "politics".

What was your most memorable Java race?

Two races stand out as memorable. Last year's Leukemia Cup with Buddy Melges was the most memorable. He was on board for three races and never stopped teaching the entire time. He showed that dedication to details, practice (we had to tack 10 times and jib the chute 4 times before each race), and concentration are the big differences in how you perform on the race course. We did have 3 first places. The other race that is memorable is our last race where I screwed up the start and we came in fourth. It's easy to forget the wins but you always seem to remember when things go poorly.

Will you still have that famous annual Java party?

Sure we will have the Java parties, you may change a boat but certainly not your friends. The greatest bonus in sailing is the people you meet and the lasting friendships. I even learned to bark at people on the race course.

What is wrong with the sport of sailing? DI, PHRF fleets are down, Leukemia Cup is up.

I don't think anything is wrong with sailing, it's just living in New Orleans, there are more and more diversions to take one away from the race course. During March and April, prime sailing months, you have Mardi Gras, St Patrick's parades, French Quarter Fest and Jazz Fest. The Leukemia Cup is doing well because sailors realize the need and many have had Leukemia touch their lives in one way or another. My neighbor died due to leukemia and just look at the battle that Gary Jobson and others has been through fighting the disease. It's the sailor's chance to do some good while enjoying the sport of sailing.

You continue to raise more money for LC than anyone. What is your secret?

It is a team effort and was started when we had Sundowner. Each crew member raised money by asking friends and business contacts. Through the years we have had crew members come and go but most of the crew remain very helpful. Our big fund raisers this year were Celeste Roman, Riess Livaudais, and Burt Benrud. Contributions came from family, friends and business associates.

The easiest way is through a letter writing or email campaign but personal contact is best when looking for the sponsor dollars.

Our boat total was $24,000 and makes me even prouder of the crew.

How's Riess holding up?

Our changing boats came as a big surprise to all, including Riess, but if I would have talked it over with the crew it probably never would have happened. I know the crew really enjoyed sailing on Java. I hope they will enjoy the power boat.

Word on the piers is that the new Beneteau powerboat you acquired is to be named "Second Cup"?

We have had many suggestions, some really good like Bonne Tasse or Java Express and then we have had the not so good ones like Java Dabba Du (I guess you have to be a Flintstone fan). Since the boat is all white a good try was the name Powdered Sugar. With that said, your source is pretty good because the naming committee likes 2nd Cup a lot.

Thanks for your time.

New Orleans Liveaboards

2005-04-01T11:26:00.001-06:00

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Surfinn' the Transpac

2005-03-15T11:40:00.000-06:00

Published: March 2005
NOYC.org

Or a tired person treating their sails very badly in the middle of nowhere.

So what do you do when you’re 26 years old and have recently beaten cancer? How about take your cabin-less 27-foot sailboat and sail it 2,120 miles from San Francisco to Hawaii, and as an afterthought do it alone while racing thirty other sailboats.

That’s exactly what Ryan Finn is going to be doing in the 14^th Biennial Single-handed Transpacific Yacht Race or Transpac on June 26^th.

Ryan, a native of Slidell who now resides in New Orleans, began sailing with his parents in the Gulf of Mexico for family vacations, but was never really interested in racing these boats and certainly not racing them alone, until he began following the ‘Around Alone’ regatta (a single-handed sailboat race circumnavigating the planet). This curiosity was “the first appendage of sailboat racing that really appealed to me and made me want to learn more about it. But I was in high school then so it wasn’t something I thought I could do.”

In 1998, Ryan was diagnosed with Hodgkin’s Lymphoma and had a lot of downtime during the various treatments he received over the course of that year. The idea of the challenge of spending days and nights on open water with only himself and his boat to rely on grew during this time and he began schooling himself during the treatments to help focus on getting better. After his successful treatments were complete his dream came to fruition. He sailed a 21-foot sailboat alone from Savannah, GA to New Orleans stopping only once during the trip because “I realized that I was really happy offshore and didn’t want to be distracted from that.” But this was only a beginning.

For the past two years Ryan has been actively training himself mentally and physically for the grueling Transpac. Imagine driving a convertible from Southern Yacht Club on the Lakefront to Boise, Idaho or from Miami to Atlanta three times while only going around ten miles per hour, constantly having to tinker with the engine to gain optimal speed and only being able to take quick 10 to 15 minute catnaps. And that’s a rough outline.

His training for the Transpac equates to spending a lot of time on his J/90 sailboat, Surfinn. Over the past few years he’s crossed the Gulf of Mexico twice, sailed a leg from Georgia to the Florida Keys and has competed in several Lake and Gulf races, going against boats equal to or larger than his, but who were complemented with full crew. Sailing solo, he won the 2003 Mandeville to New Orleans race, which was a crewed event.

His longest experience alone on the boat was “five days or so, but that’s only because I ran out of runway.” In 2003 he raced in the fully crewed event of the Transpac on someone else’s sailboat. “I didn’t even meet anybody in the crew until the race start, but we ended up hitting it off really well.” So he is no stranger to the Pacific Ocean. He also has raced on his father’s J/160 sailboat, Kativa, which has won the Pensacola to Cancun, Mexico race twice and “last summer we won the Charleston to Bermuda race, which was fun because nobody in Charleston has ever heard of Slidell.”

Ryan spends a lot of his time modifying his boat for single-handed sailing and lucky for him he works for a local sail loft, UK Sails, so his employers are very supportive and flexible. UK Sails has worked with him to modify the J/90’s sailplan, some of which is still top secret. All told, he will have twelve sails on board including backups. Redundant equipment will also be plentiful: extra halyards and blocks, emergency rudder and tiller, several autopilots, 100 watts of solar panels, a little gas generator and the all important emergency water maker. “Of course, I’ll also bring some redundant tanning oil and some redundant chocolate.” There will be no engine.

His family and friends have been very supportive. “They think that single-handed sailing is an interesting thing to do, although my mother wishes that I had a safer hobby. My friends used to be like, Dude, you’re always working on your boat! Let’s go see Slayer! But I’ve somehow gotten them to help me prepare Surfinn recently.”

To qualify for the Transpac, Ryan was required to have single-handed his boat over a 400-mile course. He chose to cross the Gulf in January because “that is when the weather is usually at it’s most challenging and I needed to see what changes were necessary for the boat before Transpac. I sailed from Gulfport to Key West and spent the first couple of days sailing in 25-30 knot winds which taught me quite a bit about the boats strengths and weaknesses.” And to be sure, himself.

The dangers out there are very real, some unusual and others bizarre. There have been instances where individuals had to be airlifted out of their boats because of malfunctioning equipment or simply because of massive weather. Another sailor was competing when a shark attacked his rudder. Ryan once ran down an Air Force missile target in the middle of the Gulf. “It was just a huge raft of blue and white balls one hundred miles or so off of Pensacola. I had no idea what it was at the time. And there’s always the chance of losing your rudder or even your keel from running into a whale.”

One of the biggest dangers for Ryan though is the lack of sleep. On his first solo crossing of the Gulf he found himself being overly quiet so as not to “disturb my father who I imagined was sleeping down below.” Since then he’s gotten much better at monitoring his sleep. “It’s tempting to tweak sails and course headings for hours on end, but if the boat is sailing close to optimum speed and you find yourself awake with little to do but fine tune, it’s probably a better idea to catch some sleep. You may find yourself in a situation where you need to be awake for a long period of time. So get the rest when you can.” And as far as hallucinations from lack of sleep and stress, there’s “just the usual voices and shadows.”

For some of the dangers, Ryan has already found a workaround. On his qualifier for the Transpac it took him 24 hours to figure out how to pee. “It’s not like I forgot how to do it, it was just so rough and cold that I couldn’t find an opportune time to take off my foulies and survival suit without taking a bath. After finally figuring out which awkward position to take, I made my dream of peeing a reality.”

The single-handed record for the Transpac is 10 days and 22 hours. Ryan definitely would like to win, but no matter what he’s going to have a lot of time on his hands. Surprisingly though there won’t be much to distract him. The only reading materials onboard will be regarding weather routing and the only electronic distractions will be his GPS. There will be plenty of music though. “I’m loading my iPod with lots of Sonic Youth, lots of Residents, Bad Brains, some old disco, some good soundtracks, ‘The Shining’ and ‘The Keep’ in particular, a bit of Bach and Laurie Anderson, maybe a book on tape (something funny), Fishbone and some old speed metal to keep me awake. Chanting also helps pass the long hours at the helm. And lots of chocolate.”

“AlpineAire Foods has been kind enough to supply all of my food, enough for 30 days. It’s freeze-dried cuisine that only requires me to add boiling water to a pouch. It’s actually better than what I eat at home, and with the addition of salt and olive oil, it’s probably more nutritious too. When I’m tired, I add lots of Tobasco to everything just to keep my eyes open.”

Ryan’s competition will be fierce. Most of his competitors have done the race at least once and because of certain aspects of his boat, he may have some difficulty sailing against other boats upwind. His goal is to try and skirt the Pacific high for the extra winds, even if this means sailing extra miles. “Lake Pontchartrain is a great place to train because you get such a wide variety of conditions, most of which are challenging. It’s much better to apply to the Gulf than the Pacific though. The lake is just like a tiny Gulf of Mexico.”

“The biggest differences between the Gulf and the Pacific are the trade winds, the wave period and the water temperature. The Pacific waves are like long runways that permit more stable and consistent ‘surfing’ while the Gulf has these steep exhilarating waves that allow you to ‘surf’ really fast for a short period with an abrupt stop at the bottom. It’s also a lot colder in the Pacific than here, and Surfinn is quite wet.”

Some of his competition was ‘on guard’ showing signs of even a little animosity towards him when they found out that Ryan and his J/90 coupled with some sponsors was going to be competing. “I think they were under the impression that I was some fully sponsored hotshot going out there to crush them. They now understand that my sponsors are all of limited means and that I too must stay up all night working on my sails and equipment. I often sleep at the sail loft because I’m up very late working on my stuff. The truth is that I can’t pay for this race so I needed some level of sponsorship.”

As far as communications go, Ryan is required to check in with the Race Committee daily by satellite phone and his position can be monitored throughout the race on the web at www.sfbaysss.org.

Some of his preparations came from areas that have nothing to do with water and wind. “Fighting cancer is very physical, very emotional and very mental. As my situation unraveled from the initial tests and on through the treatments, I never really let myself get tangled up in the process and tried to keep an eye on the big picture, which was to get better. This all translated very well to solo sailing and I don’t know if I’d have such an approach without my cancer experience.”

Ryan is also using this experience as a means of fundraising for the Leukemia and Lymphoma Society. “I’m always looking for contributions. Of the money I raise, 25% or less goes to getting me on the starting line, the rest goes to cancer research, education and patient services. As a cancer survivor I decided to take this opportunity to raise money for the society. I want to give something back to the people who made this race possible for me.”

In trying to describe the overall experience, Ryan explains that “after watching the movie ‘Lawrence of Arabia’, I had the feeling that it was the best film ever set in the ocean. It’s dryer in the desert, not necessarily hotter, and sailors wear equally silly looking apparel.”

“Crossing an ocean alone challenges every aspect of being alive and in a way that also helps define it. Racing just adds to the problem. It’s a very fulfilling process. I only wish this race finished in Japan”

If you would care to make a contribution for Ryan Finn’s efforts and the Leukemia & Lymphoma Society simply make out a check to the Leukemia & Lymphoma Society and mail it c/o UK Sails 400 S. Roadway, New Orleans, LA 70124. All contributions are tax deductible.

Short Tack with Johnny Lovell (US Olympic Silver Medalist)

2005-03-09T11:44:00.000-06:00

Published: February 2005
NOYC.org

I recently sat down with New Orleanian Johnny Lovell, the silver medalist in the 2004 Athens Olympics in the Sailing Tornado Class.

NOYC - You went from 8th in 1996 to 7th in 2000 - What do you consider was the difference in elevating you and your teammate’s game to a Silver in 2004?

Lovell - We had a more complete campaign this quadrennium. We also had more funding and this made it possible to train harder and experiment with new equipment. The Olympic Committee at New Orleans was a tremendous help. I think we had the potential to win in '96 and 2000 but we had a few bad breaks. In '96 we were third going into the last race with a good shot at silver. We blew it the last race and when I look back I think a lack of experience was the biggest problem. In 2000 we were also a favorite but we had bad luck with the breeze. We had targeted heavy air performance because everyone thought it would be 15 knots plus in Sydney. We gained weight and our boat and sails were set up for big breeze. We trained for a month before the games and everyday it blew 15 to 25. Then when the games started the wind disappeared and the whole event was sailed in 6 - 10 knots. We still managed to be in the hunt until we got DSQ'd in the race that we won.

NOYC - With your father a contender in the US Olympic trials in 1980, for you to medal must have been very emotional?

Lovell - Yes, it was. I have sailed in three Olympics and spent over 15 years trying to get onto the podium. It was very special to win a silver in Athens, were the Olympics started.

NOYC - Sports Illustrated picked you & Ogletree to win the bronze. That's pretty strong. As far as I can tell, SI has never picked the Saints or any other New Orleans based team to win anything. Does this mean SI could be wrong about the Saints not winning the Superbowl this year?

Lovell - I don't know about the Saints going to the Superbowl after Sunday's game, but it was nice to be picked as a favorite.

NOYC - In training for the Olympics, who did you feel were going to be your biggest competitors?

Lovell - Austria, Argentina, Australia, Spain and the Dutch. The Dutch were the best in big breeze and the Austrians were the best in light air.

NOYC - Where do Austrians sail?

Lovell - They have several lakes, but most of the Austrian Olympic Sailing team is always on tour going from regatta to regatta.

NOYC - How many accountants have competed in the Olympics?

Lovell - I don't know but I think I may be one of very few.

NOYC - As someone in his mid-30's, I feel empowered to know that someone only a little older than me competed (and medaled) in the Olympics. Did the other atheletes ever mistake you for an official or anything other than an athelete?

Lovell - No, in fact the bronze and gold in my class were won by older guys. Sailing at that level takes an incredible amount of experience.

NOYC - In real life, is Amanda Beard really as hot as she appears on TV?

Lovell - I did not get a chance to meet her.

NOYC - How has sailing Lake Pontchartrain prepared you for racing on the Olympic level?

Lovell - I think Lake Pontchatrain is an extremely difficult place to sail. On the lake you have to keep your head out of the boat and sail smart to win. Several places that I have sailed are what I call one way tracks. For instance in many of the places I have sailed you can go the same way every beat and you will be on the correct side 80% of the time.

NOYC - Does SYC hold the US record for Olympic medals won by its members?

Lovell - I have no idea, SYC has 2 gold and 2 silver medals.

NOYC - If you could crew on any Wednesday night race, which boat would it be? and why?

Lovell - On Wednesday night I prefer to sail on a big cruising boat with a blender.

NOYC - On wednesday night races, do you prefer J-mark or alternative courses? and if alternative, what would be your prefered course?

Lovell - I think the current course is great but I would like to see a change once in a while to keep it interesting.

NOYC - Ogletree, he's really only railmeat right?

Lovell - Charlie is one of the best sailors I know. Not only is he a great crew but he made our sails. It was a huge advantage to have one of the best sailmakers in the US on my boat.

NOYC - What can Mayor C. Ray Nagin, Gov. Kathleen Blanco and the State of Louisiana do to keep you from moving to San Antonio or L.A.?

Lovell - I love New Orleans and don't have any plans to move right now. However, If there is extra $ money in the budget for a high tech sailing center on the lake, that could keep me here.

NOYC - Does the silver medal get you free drinks at Galatoire's?

Lovell - Not yet.