THE SHOW MUST GO ON

Because while Barclay says “no one knows what happened,” we all know better. Artemis’ RIB saw the whole thing, and their crew included a videographer and photographer along with half a dozen other coaches and watchers. Oracle’s RIB watched some portion of it too. The sailors – at least those not grinding – saw most of what happened. There were a dozen waterproof cameras on and around the boat, filming the whole thing. Perhaps no one really saw what happened to Bart, but that doesn’t excuse the silence on everything leading up to it. Perhaps they don’t know exactly what led to the failure, but they know what broke and where.

The public may not have a right to know, but they deserve to know, and the PR arm of any other major sport would be way out ahead of this story, not covering up. Simpson’s thousands of fans back in the UK and around the world, and everyone who has invested their time and money on following the AC over the past year has earned that bit of respect. sailing anarchy

Review Committee – Member biographies

Sally Lindsay Honey (USA)

Sally Lindsay Honey of San Francisco, CA is a member of US Sailing’s Safety-at-Sea Committee. This two-time winner of US Sailing’s Yachtswoman of the Year award (1974, 1973) has logged more than 35,000 ocean miles, double-handed and fully-crewed, including seven Farallones Races, two Transpac Races, four Pacific Cups, two Bermuda Races, a Transatlantic Passage, and a Chicago Yacht Club Race to Mackinac Island, in addition to extensive cruising on both coasts, the Caribbean, and the South Pacific. She also campaigned a 505 dinghy and other one-design classes at the national and world-class levels for twenty years. Honey is a life-long sailmaker who worked for North Sails for four years before starting her own business. She was the owner and president of Precision Technical Sewing and Spinnaker Shop in Palo Alto, CA from 1979 to 2007. The business specialized in sailmaking, marine canvas, and industrial sewing for the aerospace, electronics, medical, and exhibit industries. Honey chaired the US Sailing Independent Review Panel for the Low Speed Chase capsize during the 2012 Farallones Race.

John Craig (USA)

John Craig is currently the Principal Race Officer for the 34th America’s Cup, responsible for conducting the races of the America’s Cup World Series, the Louis Vuitton Cup, America’s Cup Challenger Series, and the America’s Cup Finals. A board member of US Sailing, Craig was the race manager at San Francisco’s St. Francis Yacht Club for more than 10 years, running everything from Optimist regattas to World Championships for the Star and Melges 32 class. He has run approximately 300 regattas on San Francisco Bay. Before joining the St. Francis Yacht Club, Craig was the coach of the Canadian Olympic team for approximately 10 years and has worked closely with many of the top sailors in the world throughout his career. Craig was on the panel for the US Sailing Independent Review of the Low Speed Chase capsize during the 2012 Farallones Race.

Charles Hawley (USA)

Chuck Hawley has sailed more than 40,000 miles on vessels ranging from ultra-light “sleds”, to singlehanded sailboats, to the maxi-catamaran PlayStation. His voyages include two singlehanded passages to Hawaii, three crewed Transpac races and a world record attempt on the west-toeast transatlantic record. As Chairman of US Sailing’s Safety-at-Sea Committee, Hawley has moderated more than 50 US Sailing Safety-at-Sea Seminars since 1990. He is also a powerboat instructor for US Sailing. Hawley has participated in extensive research into crew overboard recovery, life raft design, anchor design, and storm tactics. He has served on the American Boat and Yacht Council Technical Board of Directors, the Transpacific Yacht Club board, and the Pacific Cup Yacht Club board. Hawley is a staff Commodore of the Santa Cruz Yacht Club. Currently, he is the Vice President of Product Information at West Marine. Hawley was a contributing advisor for the US Sailing Independent Review of the Low Speed Chase capsize during the 2012 Farallones Race.

Vincent Lauriot-Prévost (FRA)

Vincent Lauriot-Prévost is a co-founder of the French multihull design firm Van Peteghem Lauriot Prévost (VPLP), which have set and hold more records than any other design team. They specialize in multihulls, including racing trimarans, custom sailing catamarans, the Lagoon range of cruising cats produced by Beneteau, and some work boats for fishing and day charter. Design projects include l’Hydroptère, Groupama 3, Maxi Banque Popuilaire V, and BMW Oracle BOR 90.

James Farmer QC (NZL)

Jim Farmer is a Queen’s Counsel, admitted to practice as such in New Zealand, New South Wales, Victoria and the Australian Capital Territory. In addition, he has been admitted to appear on a case by case basis as a non-resident Queen’s Counsel in Hong Kong. He has University degrees from the University of Auckland – Bachelor of Laws and Master of Laws with First Class Honours – and from the University of Cambridge – Ph.D, for which he was awarded the Yorke Prize. He has held academic positions at Auckland, including an appointment as a part-time Professor of Law, and Cambridge, where he was a Fellow of Gonville and Caius College. His field of practice covers all areas of commercial law and public law. He is particularly known for the many appearances that he has made as counsel in competition (antitrust) law cases. He has in the last 15 years competed as a yachtsman, forming Georgia Racing, which has built 5 keel boats ranging between 36 and 53 feet in that period. He has successfully campaigned these boats in New Zealand (winning 2 New Zealand IRC championships and a number of major regattas) and in Australia as well as winning the Kenwood Cup in Hawaii, placing 4th in two Mumm 36 World Championships (San Francisco and Italy) and placing second in the Corum Cup in Hong Kong and Hamilton Island in 2010 in Australia.

Iain Murray (AUS)

Iain Murray is the Regatta Director for the 34th America’s Cup and CEO of America’s Cup Race Management. Murray has won a record six consecutive 18ft Skiff World Championships, from 1977 to 1982. The success in the 18’ skiffs led to his selection as helmsman of his 1983 challenger Advance. Murray joined with the Kookaburra syndicate for Australia’s defense of the Cup in 1987 where they earned the right to defend the Cup after a cantankerous defense series. Murray also led the Spirit of Australia challenge for the 1992 Challenger Series. In 1995 Murray was a member of oneAustralia syndicate, which saw their Challenger fracture and sink whilst racing the winning New Zealand yacht. From 1995-2001 Murray was on the Australian Maritime Safety Authority, including serving as Deputy Chairman for three years from 1998. Murray has logged 18 Sydney-Hobart Races, including three overall victories and five line honors wins culminating in breaking their own race record in 2012.

Jon Lane is a lieutenant with the U.S. Coast Guard, Sector San Francisco. A 26-year veteran of the Coast Guard, Lane is the Acting Chief, Sector San Francisco Investigations Division. Lane also has 10 years experience as a marine casualty investigator and has completed courses from the National Transportation Safety Board regarding marine accidents and human factors/fatigue. He has previously been a USCG Helicopter Rescue Swimmer/EMT and has familiarity with rescue/survival equipment usage and crew training.

I already have my own opinions without the privilege of the facts. As stated by others, Artemis has already a great deal of information available because there were cameras and video cameras on board as well as the support boat with crew nearby,which can give a first hand account of what they saw. Load cells on everything. The answers are there.

I guess the statement that the organizers had no idea of the danger inherent in the Boats they had chosen for the event is one I have trouble swallowing. We in the sailing community have all said since the beginning that this was an accident waiting to happen.

The likely outcome as no one can undo the past is that ribs with rescue swimmers will be patrolling the harbor anytime the AC72s are sailing.Maybe even ambulances waiting at the docks. There can be little question that the America’s Cup as now structured is a NASCAR like event. People will flock to see near tragedy or worse. It is now at the level of a life or death battle. The show must go on.

While it is true that these boats are cutting edge and the edge can only be defined by hindsight. The 12 meters and the J class scantlings were administered by a separate authority and were probably grossly overbuilt. It is the reason they are still with us today. This will not be the case with this generation of boats. Looking at photographs, like most of you, on my computer, I believe that Oracle beefed up the central structure of their second boat recognizing the loads it is subjected to. ( The giant trimaran used the central hull to put enough support under the giant wingsail it carried)

ACCIDENT REVIEW COMMITTEE

GOLDEN GATE YACHT CLUB

1 Yacht Road – On the Marina San Francisco, California USA 94123

34th America’s Cup Review Committee

1. Appointment:InresponsetothetragiclossofAndrewSimpsononMay9,2013 on San Francisco Bay, injuries to other crew, and other incidents, the Golden Gate Yacht Club as Defender/Trustee for the 34th America’s Cup (“Trustee”) appoints the following persons (“Review Committee”) to review the training and racing of AC72 yachts in the 34th America’s Cup, and make recommendations to the Trustee, the organizers and the Competitors:

Iain Murray (AUS, Chair)
Sally Lindsay Honey (USA, Deputy Chair) John Craig (USA)
Chuck Hawley (USA)
Vincent Lauriot-Prévost (FRA)
Jim Farmer QC (NZL)

Review Committee liaisons will include:

US Coast Guard (Lt. Jon Lane)
San Francisco Police Department (Capt. Thomas Cleary)

The U.S. Coast Guard supports this approach and will assist as appropriate, and the Competitors have unanimously agreed to the appointment of this Review Committee.

2. Scope:TheReviewCommitteewillreviewthesafetyoftrainingandracingof AC72 yachts on San Francisco Bay. The scope of the review, and subsequent recommendations, is not limited.

3. Engagement:TheReviewCommitteewillbeengagedontermsthatincludea written undertaking of on-going confidentiality and independence. The Review Committee will consult with each Competitor and organizers.

4. AppointmentofOthers:TheReviewCommitteemayconsultorengage America’s Cup Race Management (“ACRM”) as a neutral and independent entity, any officials appointed for the 34th America’s Cup, and any other

person(s) or organisations they believe will assist them in conducting the review and making its report.

5. Delivery:TheReviewCommittee‘sreportwillbemadeassoonaspracticable bearing in mind that racing is scheduled to commence on July 5, 2013, and that some competitors are now sailing AC72 yachts on San Francisco Bay to prepare for racing.

6. Acknowledgment:ItisunderstoodandagreedbytheTrustee,allCompetitors, the America’s Cup Event Authority (“ACEA”) and ACRM that:

(a) the appointment of the Review Committee does not alter or add to any responsibilities assumed and allocated by the provisions of the Protocol Governing the 34th America’s Cup (“the Protocol”) or any other rules or document referred to in such Protocol;
(b) some recommendations of the Review Committee will require the co- operation and support of Competitors;
(c) no report or recommendations will ever eliminate risk of injury or death in competitive sailing, and that competitive sailing will always be subject to a level of risk that must be, and always has been, assumed by the participants; and
(d) Competitors remain at all times subject to article 18.1 of the Protocol, and take part in the 34th America’s Cup at their own risk and responsibility, and subject to Fundamental Rule 4 of the Racing Rules of Sailing, and that the responsibility for a yacht’s decision to participate in a race or to continue racing is hers alone.

7. Implementation:TheTrusteeexpectsallCompetitors,organizersandofficials to fully and expeditiously co-operate with the work of the Review Committee, and to make any amendments to any rules governing the 34th America’s Cup in order to fully implement the recommendations of the Review Committee.

GOLDEN GATE YACHT CLUB

_______________________ Norbert A. Bajurin Commodore

San Francisco May 14, 2013

ONNE’S VIMEO VIDEO

Onne is a friend and photographer.

YOU BE THE JUDGE

A truly independent commission is needed to review America’s Cup accident
Published on May 13th, 2013 | by Editor

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He’s back. Cory Friedman, who artfully held our hand to explain the legal proceedings between the 32nd and 33rd America’s Cups, bluntly explains what is needed to get the 34th edition back on track following the May 9 accident of the Challenger of Record, Artemis Racing…

The Andrew Simpson tragedy has yet to fully sink in, but the question that must be addressed immediately is what can be done to prevent another tragedy. The first step must be a truly independent investigation by a blue ribbon commission of trained experts completely unconnected with the participants. Something like the investigations conducted by the National Transportation Safety Board after transportation accidents, but on a much more accelerated schedule.

The proposed inquiry led by the America’s Cup Race Management (ACRM) does not even come close.

ACRM reports that this disaster was not on its radar. Really? A high tech boat breaking is off their radar, when the oceans are increasingly littered with high tech keels no longer attached to high tech racing sailboats. Getting trapped under a broken or capsized boat is off their radar when it is on every junior sailing program’s radar?

Obviously, an expert panel with much better radar and vision is necessary to analyze what happened and, much more importantly, prescribe mandatory solutions, not the “recommendations” we have seen come and go in previous investigations.

Tarting up the inquiry with local Coast Guard assets will not help. Every sailor owes the dedicated men and women in our Coast Guard a continuing debt of gratitude, but this kind of investigation is not their area of expertise. The San Francisco Police Department? Please. Not unless ACRM thinks a crime was committed.

Not only does ACRM patently lack the expertise, it is devoid of credibility. ACRM bears primary responsibility for not anticipating and guarding against exactly what happened. Allowing ACRM to investigate itself is like the airlines and aircraft manufacturers investigating air crashes.

This is not the New York Marathon. The show must go on, but only with major revisions to ensure safety. Hard questions have to be answered. Artemis Racing has had structural problems from day one. Why was it allowed to sail without an independent structural evaluation?

The team is planning to compete on July 4, using a brand new foiling boat that its traumatized crew may only have sailed for a few weeks. The conditions will be among the windiest of the year. Can do fighting spirit is one thing, but if Artemis Racing was a boxer the referee would stop the fight before anyone gets hurt, no matter how much fighting spirit remained.

The AC aims to be a major sport. Major sports are well past allowing unsafe play, even if sailors cling to romantic notions of individual volition and responsibility. Death is bad for a sport, not to mention what is far more important – the dead and their loved ones. Death doesn’t happen in NASCAR and F1 anymore, despite much higher speeds and much more unforgiving things to hit.

The AC72 is a sound class if sensibly designed, fabricated and sailed under reasonable conditions. The year of 2013 was simply too soon to sort the class out and figure out what to build and how. Another year and the class would have settled down into a sensible box. Indeed, only Emirates Team New Zealand (ETNZ), which inexplicably was allowed to hire Peter Melvin – who formulated the class – had a clue what to build.

But there is no turning back. ETNZ, a real contender, likely has committed its entire budget to the present schedule. There is probably no more water in the well. It would be unfair to them and likely unrealistic in any case to delay the event.

An independent commission will have to evaluate what needs to be done. There is no indication anyone yet involved has the technical expertise and vision. After all, they did not see it coming and they may be in for some strenuous criticism. A whitewash and trivial improvements is not what is needed. If the participants have anything useful to say, they can tell it to the independent commission.

The issues are legion even to those without technical expertise. In most cities, nobody is allowed to build a large building without a structural engineer’s sign off. These boats are bigger than a building. Perhaps they need a structural engineer’s sign off. NASCAR has spent years and brought much expertise to bear to make cars safer and crashes survivable.

What can be done to increase sailor protection and survivability? NASCAR has well thought out rescue protocols that put sophisticated assets at the crash site even before the damaged car comes to a complete stop. At minimum, helicopters and chase boats with divers with sophisticated underwater rescue and cutting equipment should never be more than 30 seconds from the boats. The boats weigh many tons; why does each hull not carry scuba gear and powered underwater cutting equipment, with all the sailors trained to use it?

If the races have to be held in a wide wind range for TV scheduling purposes, the courses have to be reconfigured for greater safety. Lots of short legs with many turning marks may make for somebody’s idea of great TV, but if bear offs are the place where disaster happens, perhaps courses with fewer bear offs are the answer. Buttheads with technical backgrounds can undoubtedly make myriad additional suggestions.

The important thing is that a commission to make the independent investigation must be assembled immediately from experts worldwide with the necessary expertise and independence from the players and put to work immediately. There is no time to waste.

Andrew Simpson has just died. There is nothing we can say that can change that. He was doing what he loved most. That does not make his loss justified. Many of us who have been watching the America’s Cup have been saying that this was about watching Nascar racing on water.

MOTHER’S DAY

The sun came out for mother’s day. A flower farm seemed a perfect destination for this occasion.

ARTEMIS CRASH

What Went Wrong in the Deadly America’s Cup Crash

BY ADAM FISHER
05.09.13
8:35 PM

The Artemis Racing AC72 catamaran, an America’s Cup entry from Sweden, lies capsized after flipping over during training in San Francisco Bay. Artemis Racing said Andrew “Bart” Simpson, an Olympic gold medalist from Great Britain, died after the capsized boat’s platform trapped him underwater for about 10 minutes. Photo: Noah Berger/Associated Press

Another America’s Cup boat crashed today, this time with fatal results.

The team is nominally Swedish, but the tactician and CEO, Paul Cayard, is a San Francisco Bay Area native, and his crew is comprised largely of British and American sailors. It was an Englishman who died, Andrew Simpson. The crash of the Artemis boat comes six months after the defending champion,Team Oracle crashed catastrophically (though with no injuries) in San Francisco Bay.

Preliminary reports indicate Artemis’s boat didn’t capsize because the sailors were pushing too hard or made a mistake, as was the case with Team Oracle. The problem was with the boat itself, either faulty engineering or faulty construction. The boat simply broke apart under sail, folded, then flipped. The Artemis boat has had a history of cracking and problems with the carbon fiber used in the twin “beams” — the two girders that lash the two narrow hulls together. The boat had been in and out of the shed numerous times in an attempt to correct those problems. Today, however, the forward beam — the girder in front of the sail — gave way during a practice run. The two hulls, no longer connected, began sailing in slightly different directions. This caused one hull to snap just forward of the aft beam, and the mast, held up by high-tension rigging connected to the front of the hulls, simply fell over. The boat began to cartwheel, ultimately trapping Simpson underneath and drowning him.

The Oracle crash last October happened in much worse conditions, and in much rougher seas. The team was risking a turn in a twenty-five knot wind, with an ebb tide that was running at six knots. The new America’s Cup boats are powered with a solid wing instead of a soft sail, which makes them very efficient, but it also means that they cannot be de-powered. The turning maneuver in high winds is greatly feared by sailors, who call it the “death zone.” Oracle’s boat was blown over mid turn, landing on its side. In that case, the rigging securing the wing held, and the boat didn’t fully flip, allowing all of the sailors to exit safely. The boat subsequently broke up when it was swept out the Golden Gate by the tide.

It is unclear what this latest capsize might mean to the future of team Artemis and, indeed, to the future of the America’s Cup itself. Artemis may have the parts and resources needed to rebuild its boat before racing begins in July. However, Simpson’s death makes it unclear whether the team will continue. The high-powered boats have proved to be crash-prone and, now, deadly. If Artemis pulls out, there would be only two teams left in the playoff series, the Louis Vuitton Cup, which establishes who will challenge Team Oracle for the America’s Cup. If another of these powerful, but new and skittish, boats should crash, it could throw the entire contest into limbo.

Today however, has been devoted to eulogizing the sailor who died. The team released a statement shortly after the incident:

“It is with immense sadness that Artemis Racing confirms the tragic death of crewmember Andrew “Bart” Simpson today in San Francisco. Simpson, a British double Olympic medalist, was one of the 11-man crew aboard Artemis Racing’s AC72 catamaran which capsized during training on San Francisco Bay ahead of this summer’s America’s Cup. All other crewmembers are accounted for. Simpson, however, was trapped underneath the boat and despite attempts to revive him, by doctors afloat and subsequently ashore, his life was lost.

“The entire Artemis Racing team is devastated by what happened,” said CEO Paul Cayard. “Our heartfelt condolences are with Andrew’s wife and family.”

FOLLOW UP ON THE BOUNTY DISASTER

(CNN) — The fight to point blame in the deadly last voyage of the HMS Bounty is headed for federal court.

Family members of deckhand Claudene Christian, one of two Bounty crew members who died in the sinking, filed a $90 million civil lawsuit this week against the owners of the three-masted square-rigger, which appeared in several Hollywood films, including the “Pirates of the Caribbean” franchise.

The suit alleges the Bounty was unseaworthy and its captain — Robin Walbridge — was negligent when he set sail with his crew of 15 as Hurricane Sandy steamed toward the U.S. Eastern Seaboard.

Walbridge was also lost in the shipwreck. His body was never recovered after the vessel took on water in stormy seas and sank on October 29. Wind gusts above 100 mph and waves as high as 30 feet flipped Bounty on its side, tossing Walbridge and his 15 shipmates into the Atlantic off the coast of North Carolina. Fourteen crew survived.

Raw video: Rescue from HMS Bounty

The lawsuit accuses the Bounty’s owners of “intentionally placing the lives of the crew at extreme risk for the sole purpose of financial gain.” It also provides detailed examples of allegedly poor maintenance and inadequate crew training, which it says contributed to the sinking and Christian’s death.

“As much as I would like to speak my mind, I can not make any comments as of yet,” wrote Bounty owner Robert Hansen in an e-mail to CNN.

Arguably the best-known traditionally rigged wooden 18th-century replica ship in the world, the Bounty belonged to the New York-based HMS Bounty Organization, which sailed it from port to port as a tourist attraction.

Christian, a 42-year-old former teen beauty queen, had been hired as a Bounty deckhand just five months before. It was her first job aboard a ship.

The Bounty was a replica of the 18th-century British vessel that was rocked by an infamous mutiny. Christian, drawn by the romance and adventure surrounding wooden sailing ships, claimed to be a descendent of Bounty mutineer Fletcher Christian.

During her college days, she cheered for the University of Southern California as one of its Song Girls. Christian also launched a doll-making company. At one point, she co-owned a bar in Los Angeles.

The idea of crewing on a tall ship dawned on her after she visited a replica of Christopher Columbus’ famous wooden vessel La Nina. Her shipmates aboard the Bounty grew to like her always upbeat personality.

The lawsuit comes three months after U.S. Coast Guard and National Transportation Safety Board launched hearings aimed at learning what contributed to the sinking.

$Capt. Robin Walbridge, who died in last year\'s shipwreck, commanded the Bounty for 17 years.$

Capt. Robin Walbridge, who died in last year’s shipwreck, commanded the Bounty for 17 years.

Crew members testified that Walbridge knowingly set sail toward Hurricane Sandy from New London, Connecticut, en route to St. Petersburg, Florida. He’s featured in a YouTube video where Walbridge explains how to “get a good ride” out of a hurricane, by sailing “as close to the eye of it as you can.”

“We chase hurricanes,” Walbridge said in the video.

Multiple witnesses also testified that the captain chose to sail knowing there was rot infesting the key parts of the Bounty, including the ships wooden ribs — known as the frames.

Hansen, representing the Bounty’s owners, declined to testify at the hearing, pleading their Fifth Amendment right to avoid self-incrimination.

The lawsuit alleges the owners and Walbridge committed “negligence” and acts of “reckless conduct” by “ignoring unmistakable evidence of rot and deterioration” and the “clear adverse consequences of concealment rather than proper corrective repairs.”

Two days after leaving Connecticut, heavy seas from the approaching storm increased seawater leaking into the ship. The rising water began to overwhelm Bounty’s pumps. Later, the ship’s generators and engines failed, leaving the Bounty at the mercy of Sandy’s fury.

Built in 1960 as the featured prop in the Marlon Brando film “Mutiny on the Bounty,” the 108-foot vessel had been overhauled in 2001 and again in 2006.

The vessel wasn’t licensed to carry passengers out to sea, which allowed operators to avoid requirements reserved for higher classified ships — including a sometimes expensive, time-consuming Coast Guard hull inspection every two years. The ship’s classification also allowed it to hire less experienced crew to serve in officer positions.

The Coast Guard and the National Transportation Safety Board are expected to issue final reports on their investigation as soon as the end of the year.

I KNEW HIM WHEN HE WAS 10

hot new twins from Naish Kiteboarding on Vimeo.

I first met Robbie Naish at the beach in Malibu. He was 10 years old at most; a friend of Hoyle Schweitzer’s children. He still could not hold the windsurfer sail up by himself. I watched his career in awe over the years. He took windsurfing beyond the limits. He was kiteboarding with a windsurfer when you look back. He must be around 50 years old now.

ARTEMIS RACING CREWMAN DIES

(05-09) 14:58 PDT SAN FRANCISCO — A member of the Swedish America’s Cup racing team died Thursday when the team’s sailboat capsized a half-mile north of Treasure Island, authorities said.
The boat, operated by the Artemis racing team, tipped over at 1:15 p.m., said Coast Guard Petty Officer Mellissa Deaton.
Rescuers pulled 13 sailors from the water. One man was taken on an Artemis support boat to the St. Francis Yacht Club, where a team paramedic performed CPR, said Mindy Talmadge, a San Francisco Fire Department spokeswoman.
The man was pronounced dead a short time after he arrived onshore, Talmadge said. His name has not been released.
Another team member suffered minor injuries and was treated at the yacht club, Talmadge said. The other 11 sailors were taken to the team’s base in Alameda, where they milled about in tears, comforting one another.
It was not immediately known what caused the boat, a 72-foot catamaran with a wingsail, to capsize. The crew was training at the time, authorities said.
The boat’s bright-red underside was visible from Treasure Island, about 100 feet from the northeast shore, as a dozen other boats surrounded it. They appeared to be towing it away from shore southeast to another part of the island.
Bart Rugo, a Coast Guard auxiliary member who lives near the part of shore where the boat capsized, said the winds Thursday were a “little above normal.”
“You always have to pay attention to the wind,” Rugo said. “If you don’t make a turn at the right time with a boat like that, it’s easy to go over. With that much sail, the margin of error is small.”
The Artemis team had hoped to launch and christen the boat in October, but the planned ceremony was delayed after the crew “heard noises,” according to a posting on the America’s Cup website.
The boat first launched in November. But after some training sessions in February, the team decided to suspend its sailing program “in favor of boat modifications,” the site said.
It is unclear when the crew resumed training.
The team’s CEO is Paul Cayard, a seven-time sailing world champion and six-time America’s Cup veteran.
San Francisco Chronicle staff writer Ellen Huet contributed to this report.

Read more: http://www.sfgate.com/bayarea/article/Sailor-dies-when-Swedish-Cup-entry-capsizes-4503435.php#ixzz2SpwMDYZh

THE LOST NEWPORT WATERFRONT

EGAN'S LAUNDRY SIGN — EGAN’S LAUNDRY SIGN

SPAR SHED AT WILLIAMS & MANCHESTER SHIPYARD

PAUL MILLER OF THE NEWPORT PRESERVATION SOCIETY SPOKE AT IYRS ABOUT NEWPORT LOST; THE CHANGES OVER TIME TO THE CITY. THE CHANGES REALLY OCCURRED AFTER WW II. IT IS IMPOSSIBLE TO RECOGNIZE TODAY WHAT HAD BEEN AND WE CAN NEVER GO BACK. MANY PHOTOGRAPHS SHOWED THE NEWPORT THAT TOURISTS COME TO SEE NOT KNOWING THAT THERE IS NOTHING LEFT.

MY OWN PHOTOGRAPHS DATE FROM THE EARLY 60’s TO EARLY 70’s. THE CHANGES ARE STILL APPARENT.