Offshore - Lake Ontario 300

Lake Ontario Offshore Racing Guide Page 1 

The 

Lake Ontario 

Offshore 

Racing Guide 

2011 

Lake Ontario 300 Challenge 

Susan Hood Trophy Race 

Lake Ontario Short Handed Racing Series 

Also featuring 

The Great Lakes Singlehanded Society

Page 2 Lake Ontario Offshore Racing Guide Lake Ontario Offshore Racing Guide Page 1 

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Contents 

Offshore Racing Calendar 2 

The Lake Ontario 300 Challenge 8 

Key Dates 10 

Registration and Fees 11 

An Invitation 12 

The 2011 Executive 14 

LO300 Notice of Race 15 

The Main Duck Island Course 24 

Sperry Cup - Skippers Log 26 

The Skippers Plan Team Challenge 31 

The Scotch Bonnet Island Course 32 

Getting Ready for Offshore Racing 34 

The Truth About Flares 37 

A Corinthian Sport 40 

LO300 Trophies 42 

Action Ashore 46 

After the Race 48 

LO300 Harken Awards 49 

About Rating Certificates 50 

Boating Insurance 52 

Special Awards 53 

The GLSS Lake Ontario 300 Solo Challenge 54 

Analysis of the 2010 Weather Event 56 

Competing Solo 60 

The Susan Hood Trophy Race 64 

The Race 66 

Details 67 

2011 SHTR Notice of Race 68 

The Lake Ontario Short Handed Series 74 

The Organizing Committee 77 

Welcome to LOSHRS 78 

Race Dates 80 

Fees and How to Register 81 

What Exactly is LOSHRS? 82 

The Story of Screech 85 

2011 LOSHRS Notice of Race 87 

2011 LOSHRS Equipment Requirements 92 

Reading the Wind 97 

The 100 Mile Experience 100 

LOSHRS Trophies 104


Offshore Racing Calendar 

Historically, this was an “across the lake” race. It lapsed for a number of 

years but was revived by the club 4 years ago. The new course for this race 

is from a marker in front of WYC to a marker in front of the eastern gap. 

The start marker is wind dependant and will be provided on race night. 

Lake Ontario is a hotbed of offshore racing, which has seen an increase 

Other race details will be provided in the sailing instructions and on the 

in participation in the past few years thanks in part to the success of the 

WYC web site. The race will be run on the night of Friday, June 17 th 2011. A 

LO300 and the LOSHRS Series. There are however, almost 20 offshore, 

possible alternative course is from WYC to Newcastle. 

or longer distance races planned for 2011 and we have attempted to list the 

key ones here. 

June 17 th 19:30 Scotch Bonnet Light Race – Genesee Yacht Club (82 miles) 

March 30 th 19:30 Offshore Racing Presentation – Port Credit Yacht Club 

June 3 rd 20:00 Susan Hood Trophy Race – Port Credit Yacht Club 

The Susan Hood Trophy race is a 73 mile overnight race that was created in the 

spring of 1955 by Doug Hood, a member of Port Credit Yacht Club who offered 

to put up a trophy if someone would produce a simple measurement system 

for handicapping custom built yachts. George Cuthbertson came up with a rule 

where the yacht was measured in the water and not weighed (the “Cuthbertson” 

Rule). They decided to try it out with Doug donating the trophy named 

after his brand new bouncing baby daughter Susan. Since this time the race has 

evolved into the first major offshore race of the season and is organized by the 

LO300 Committee. Fully crewed and Double handed yachts, both white sail 

and spinnaker compete for this coveted trophy awarded to best corrected time. 

Complete details about this races is included in this guide. 

June 5 th 11:00 LOSHRS Race #1 – Course Race – Port Credit Yacht Club 

QCYC has hosted this medium distance race for the past 8 years, but due to the 

boat sizes, keel depths, and sheer numbers, Queen City’s ability to host the growing 

fleet of 90+ boats is limited. QCYC has been a super host and we’re sorry the 

race cannot be held there, but the good news for 2011 – the Course Race will start 

at Port Credit and finish in Toronto at the Gibraltar Point Buoy. This year’s course 

will be a 12 mile zigzag course so all the east end Scarborough, Frenchman’s Bay, 

Whitby & Newcastle boats can head for home upon finishing. This year’s race 

follows the Susan Hood (June 3 rd , 2011) and provides an excellent opportunity for 

yachts to compete in both races on the same weekend. 

Complete details about this, and all LOSHRS races are included in this guide. 

June 17 th 19:00 Whitby 50 Miler – Whitby Yacht Club 

The Whitby Yacht Club hosts the Whitby 50, a long distance night race which 

is open to outside competitors. 

Photo: Andrea Mooney, 2005 

The Scotch Bonnet Light Race is among the oldest and longest invitational 

regattas on Lake Ontario. For the better part of 4 decades, the SBLR has 

been one of the most engaging sailboat racing traditions on Lake Ontario. 

The Scotch Bonnet Light Race began in 1972. It is an invitational event for 

sailors from all over Lake Ontario, and all offshore-capable monohull and 

multihull sailboats that possess a valid PHRF-LO certificate are invited to 

enter. Divisions are established for both spinnaker and white sail fleets. 

Spinnaker divisions start at Rochester and first sail west approximately 10 

nautical miles to the Wautoma Shoals buoy, then north 34 nm to Scotch 

Bonnet Island, and finally south 38 nm back to Rochester - a total distance 

of 82 nm for the race. White sail only divisions sail from Rochester straight 

across to Scotch Bonnet Island and back, a total distance of 74 nm. 

A sailors reception at the club awaits returning sailors, and a complementary 

brunch is offered on Friday. A sailors reception takes place on Saturday 

afternoon after the race, where finish times will be posted and fresh food 

will be available. 

June 18 th 10:00 LOSHRS Race #2 – PCYC to Youngstown 

June 19 th 10:00 LOSHRS Race #3 – Youngstown to PCYC 

The LOSHRS Youngstown 2-day event starts with a pre-race party at PCYC 

on Friday evening. The actual race starts from PCYC Saturday morning, 

with competitors finishing near the Niagara R2 Mark. After tying up at 

YYC, the festivities commence with a dock party, followed by an evening 

dinner in the Club. After dinner, many participants make an annual trek up 

the hill to the “Stone Jug” for added entertainment. 

Sunday is a return race starting at 10:00 AM returning to PCYC. 

June 25th - 26th Long Point Challenge – Collins Bay Yacht Club 

Recognizing the continent-wide increase in the popularity of distance racing, 

and the lack of local, east end contests, the Collins Bay Yacht Club has 

initiated the Long Point Challenge. This 106 mile course will be contested 

on the last weekend of June, placing it as an ideal warm-up for the Lake 

Ontario 300 for eastern sailors. 

The course will include everything from protected flat water to wide open, 

potentially strong conditions, combined with geographic features and ship-


ping lanes. It will be a true test where the outcome will be defined by the 

skills of the sailors. 

The course will begin and end in Collins Bay, five miles west of Kingston 

Harbour. Crews will leave False Ducks Island to the west, then continue 

to the Lake Ontario Weather Buoy (ODAS 45012) and return. This course 

provides many strategic options, including leaving Amherst Island to port 

or starboard, staying in relatively protected Prince Edward Bay or offshore 

on the way to Long Point (Prince Edward Point), and then again staying 

inshore or offshore towards the turning mark. For the sake of safety, race 

management has elected to keep boats east of False Duck Island, as there 

are boat-breaking shoals that must be navigated between it and Long Point. 

The race is open to all boats that are suitable for an offshore race. We welcome 

double-handed 

and fully crewed 

boats, monohull or 

multihull. Race management 

is strongly 

recommending the 

same safety requirements 

as the LO300, 

but will not be doing 

inspections. Call-ins 

will not be required. 

For more information, 

please contact Scot 

Mundle (613) 354- 

6012 or 

scot@oldschoolracing.ca 

July 16 th 10:00 Lake Ontario 

300 Challenge – PCYC 

The LO300 is the premier offshore race on Lake Ontario, and it provides a 

challenging circumnavigation of the lake. A group of double handed racers 

originally developed the LO300 as the ultimate double handed challenge in 

1990 and it still remains the longest annual fresh water race. 

The Main Duck Island course is 300 nautical miles and starts at PCYC. It 

includes mark roundings at Gibraltar, the Main Duck Islands, Ford Shoal, 

Niagara R3 and finishes back at PCYC. 

The LO300 also incorporates a 190 nautical mile circumnavigation of the 

western half of the lake for non-flying sail divisions as well as flying sail 

yachts with a PRHF rating over 180. This is called the Scotch Bonnet Island 

Course, and it starts at PCYC, including mark roundings at Gibraltar, Scotch 

Bonnet Island, Niagara R3 and then finishes back at PCYC. 

The LO300 Main Duck Course 

is open to monohull and multihull 

yachts and includes a Single 

Handed Challenge. A Skipper’s 

Plan Team Challenge provides an 

exciting inter-club competition 

and the Sperry Top-Sider prerace 

breakfast is included for all 

participants. A mandatory skippers 

meeting is held on Friday 

July 15 th . 

On Thursday and Friday PCYC 

will be hosting the sailing school 

championship, Steerers Regatta 

with 3 separate race courses adjacent 

to the PCYC harbour – this 

dingy regatta attracts about 400 

participants. 

Complete details about this race 

start are included in this guide. 

July 25 th 10:00 

Centennial Cup Race – YYC to 

PCYC, host of LYRA Regatta 

The Centennial Cup was first 

awarded in 1977 by the Rochester 

Yacht Club to the first PHRF- 

LO corrected time winner of the 

race from Youngstown Levels 

Regatta to the host club of the 

LYRA race week. It is generally 

held on a Monday and is the first 

race of the LYRA race week. This 

year the race is from Youngstown 

to Port Credit Yacht Club. 

July 25 th 10:00 Founders Cup Race – 

WYC to Port Credit Yacht Club (LYRA) 

The Founders Cup was first 

awarded by the Oswego Yacht 

Club in 1989 and is used as a 

feeder race for yachts going to 

LYRA the opposite direction 

from Youngstown. This year the 

Founders Cup Race will start at 

Jeanneau Sun Odyssey 52DS 

TRAVELERS 

TECH TIP 

MAKE CRUISING 

SAFER AND EASIER 

Add a Harken ball bearing traveler to your boat to 

provide sail control in all conditions. Wind light? 

Adjust the traveler to power up the main. Wind 

howling? Depower by easing the car to reduce 

heel and maintain speed—faster than releasing 

and retrimming the sheet. Harken captive ball 

traveler cars are modular with 2:1 to 6:1 

purchases so a small crew can play a highly 

loaded mainsail. Systems can be tailored for 

end-boom or for mid-boom configurations with 

risers and high-beam track to move the traveler 

out of the cockpit. 

To reduce heel slack the windward adjuster line so the 

traveler car slides to the boat’s low side, depowering 

the leech and spilling air from the main. After tacking 

make the same adjustment. Mark both lines at the cam 

for no-guess trimming when it's windy. 

Transat Marine—Division of Western Marine Co. 

70 Ellis Drive Unit 1, Barrie, Ontario, CANADA L4N 8Z3 

Tel: 705.721.0143, Toll Free: 800.565.9561 • Fax: 705.721.0747 

Toll Free Fax: 800.390.5336 

Email: info@transatmarine.com • Web: www. transatmarine.com 

Western Marine Co. 

1494 Powell Street, Vancouver, B.C. V5L 5B5 

Sales Tel: 604-253-7721 • Fax: 604-253-2656 

Toll Free Tel: 1-800-663-0600 • Fax: 1-800-663-6790 

Email: sales@westernmarine.com, Web: www.westernmarine.com


Whitby Yacht Club, thus allowing yachts from the eastern end of the lake to 

meet at Whitby and race to LYRA at PCYC. 

July 27 th 12:00 Freeman Cup Race – Port Credit Yacht Club 

The Charles Freeman Cup & The Louise Freeman Trophy date back to 

1921, the preceding years the overnight race was called the Long Distance 

Race and the Lake Yacht Racing Association began its amazing heritage in 

1884. The Charles Freeman Cup is awarded to the fastest yacht competing 

in the Freeman long distance course, which is held as part of the LYRA 

Race Week. 

Typically the length of the race has been over 100 miles and changes from 

year to year depending on which club is hosting LYRA. The Louise Freeman 

Trophy is awarded to the fastest white sail yacht on the Freeman short 

course. 

This year’s Freeman Cup Race starts at Port Credit Yacht Club, Gibraltar 

Point Buoy, Niagara R2, the Burlington Weather Tower and finishes back at 

PCYC. 

August 18 th 11:00 LOSHRS Race #4 – 100 Miler – PCYC 

The 100 Miler is one of Lake Ontario’s most challenging races for short-handed 

sailors, and it provides an excellent test of skills. An extension of the race 

is provided for those single handed participants wishing to qualify for GLSSS. 

The race starts at PCYC then heads east to the Gibraltar Buoy then West to 

the Burlington Weather Tower at Hamilton then to Niagara R2 and finishes 

at PCYC. To be eligible for overall trophies in LOSHRS, the 100 mile race 

is a command performance and must be finished. 

August 25 th 09:00 Long Distance Race for CORK Offshore – Kingston Yacht Club 

This 20 Mile race course is part of the CORK race week and is open to 

monohull yachts racing under PHRF. 

September 9 th 20:00 GHYRA Overnight Race – Bronte Harbour Yacht Club 

The course for this race is from Bronte Harbour Yacht Club, around the CCI 

weather tower, Niagara river mark, Gibraltar mark and then finishes at the 

Bronte inner harbour light mark. 

September 17 th 11:00 LOSHRS Race #5 – PCYC to Port Dalhousie 

September 18 th 11:00 LOSHRS Race #6 – Port Dalhousie to PCYC 

The Dalhousie 2-day event is the original race of the LOSH series and has 

always been its most popular. Features of this race include a great dock 

gathering and an informal walk to The Port where the party revs up. 

Sunday was originally reserved for an informal race home, but in recent 

years has been integrated into part of the series of races. 

September 24 th 10:00 Donald Summerville 

Memorial Race – ABYC 

The Donald Summerville Memorial 

Yacht Race is held each year 

in memory of Mayor Donald 

Summerville, an east-ender who 

had close ties with many of the 

original members of ABYC. 

He was mayor of Toronto in the 

early 1960’s. 

For many years, this successful 

long distance race was 1 of the 

4 overnight races in the former 

LORC Offshore Series. 

October 2 nd 10:00 am 

Boswell Trophy Race – RCYC 

The Boswell Trophy Race was an 

over-nighter commemorating the 

late Commodore A. R. Boswell 

and his fondness for long races. 

It dates back more than 100 years 

and is hosted by RCYC. 

A.R. Boswell served as Commodore 

of RCYC during the 1920’s. 

The race is now a middle distance 

point-to-point race. 

Mr. Boswell was also the organizing 

representative from RCYC 

when LYRA originated in 1884. 

Experience 

The Difference 

One set of genoa lead cars adjusts a range 

of different sails—110% to 150% 

Stand-up tabs on sheave carriers 

prevent damage to cabin top 

Customize with end controls 

for a 2:1, 3:1, or 4:1 purchase 

Closed bearing races keep 

dirt out for low maintenance 

TECH TIP 

UPGRADE TO BALL BEARING 

GENOA LEAD CARS 

You can haul loaded cars up to 

several feet after reefing roller furling 

jibs. Ball bearing cars with multi-part 

tackle let you easily adjust loaded 

headsail leads from the cockpit using 

a single line without a winch. This 

keeps you and your crew safely off 

the foredeck—particularly important 

when you’re cruising shorthanded 

or with inexperienced sailors. 

Proper trim angle prolongs the life of your sail and 

gives you better control. After reefing, simply move 

the car forward so the sheet between the car and 

the clew points to the middle of the luff. 

Transat Marine—Division of Western Marine Co. 

70 Ellis Drive Unit 1, Barrie, Ontario, CANADA L4N 8Z3 

Tel: 705.721.0143, Toll Free: 800.565.9561 • Fax: 705.721.0747 

Toll Free Fax: 800.390.5336 

Email: info@transatmarine.com • Web: www. transatmarine.com 

Western Marine Co. 

1494 Powell Street, Vancouver, B.C. V5L 5B5 

Sales Tel: 604-253-7721 • Fax: 604-253-2656 

Toll Free Tel: 1-800-663-0600 • Fax: 1-800-663-6790 

Email: sales@westernmarine.com, Web: www.westernmarine.com


The Lake Ontario 300 

Challenge 

yourself on 

the longest 

annual fresh 

water race in 

the world. 

The 


300 

Challenge


Registration and Fees 

Key 

Dates 

The Race Starts 

July 16th, 2011 

The LO300 Yacht Race is a 5-day event that includes 

pre-race activities, internet tracking during the race 

and post race party events. Boats are encouraged to 

attend the Open Regatta at PCYC the weekend prior 

to the LO300 and take in the week long festivities. 

Date 

Event 

Friday July 15 

Noon onwards Registration 

7:00 pm Skipper’s Meeting 

8:00 pm Pre-Race Party 

Saturday July 16 

6:00 am Sperry’s Pre-Race Breakfast 

10:00 am Race Start 

Sunday July 17 

3:00 pm BBQ for Line Honours and Early Finishers 

Monday July 18 

All day 

BBQ for Line Honours and Early Finishers 

Tuesday July 19 

5:00 pm Post Race Party 

Saturday, Sept 24 

6:00 pm Award Banquet and Celebration 

LO300 and Susan Hood Trophy Race 

The entry fee for 2011 is $240.00 CDN, and this includes a Sperry Top-Sider 

skipper shirt and a post race reception during which winners flags will 

be presented. 

Registration is done online at www.lo300.org 

You can also catch up on the latest information on Facebook at 

www.facebook.com/LO300

Page 12 Lake Ontario Offshore Racing Guide 

An Invitation 

Dear Racers, 

On behalf of the officers, directors and members of the Port Credit 

Yacht Club, the Lake Ontario 300 Committee and the Great Lakes 

Single Handed Society, it is my pleasure to invite you and your crew 

to participate in the 22nd annual Lake Ontario 300 Challenge to be 

held on Friday July 16 to Tuesday, July 20 2011. 

Offshore racing is thriving on Lake Ontario and we are extremely 

excited about this year’s LO300 Challenge. The organizing committee 

has been working hard to make the LO300 Challenge a marquee 

event. It’s renowned as the most challenging long distance race on 

the Great Lakes and the longest inland race course in the world! 

In 2010, 178 boats and more than 800 people participated in the 

exhilarating LO300 Challenge and we’re anticipating more than 200 

boats in this year’s race. 

The LO300 Challenge has something for everyone. 

Lake Ontario Offshore Racing Guide Page 13 

• Challenge skippers from your club to participate in the Skippers’ Plan 

Team Challenge to raise money for your club’s junior sailing instructional 

program 

• First timers – take on the challenge of the Scotch Bonnet Island Course 

or the full Main Duck Island Course 

• If you’ve done the Scotch Bonnet Island Course why not try the Main 

Duck Course this year? 

• Challenge yourself to place at the top of your division 

• Are you up for the challenge to win the coveted Sperry Cup? 

Thank you to our many returning and new sponsors. The festivities start with a 

BBQ and skipper’s meeting on Friday night with live entertainment, followed by 

the Sperry breakfast on Saturday morning, race tracking throughout and a great 

post race party on Tuesday evening. 

Set your challenge! We look forward to seeing you in the LO300 Challenge. 

We hope to see you in July. 

Sincerely, 

Darren Gornall 

Chairperson 

2011 Lake Ontario 300


The 2011 Executive 

2011 Event Chair Darren Gornall PCYC 

Past Chair Guy Perrin PCYC 

Sponsorship Alex Libby RCYC 

Secretary Andrea Mooney TS&CC 

Fleet Coordination Greg Nicoll PCYC 

Safety Officer Carson Woods BPYC 

Jury Officer Pat Lymburner PCYC 

GLSS Liaison Brent Hughes FBYC 

Registrar Ron Watt PCYC 

Shore Coordination Monica Doedens PCYC 

Trophies/Awards Ian McAllister PCYC 

Treasurer Ulrich Wickardt OYS 

Marketing & Promotions Brian Townsend PCYC 

LOORG Jonathan Vinden PCYC 

Race Officer: Graham Dougall (QCYC) (egd@securefail.com) 

FOR MORE INFORMATION CONTACT 

Darren Gornall (info@lo300.org) 

or 

Ian McAllister (905-823-1071) 

or 

Visit our “Contact Us” page on the web site for telephone numbers and e-mail 

addresses. 

FOR REGISTRATION INFORMATION, VISIT 

www.lo300.org 

Please complete the online registration. 

The 2011 Lake Ontario 300 

Notice of Race 

The Notice of Race is a formal description 

of the race and outlines key dates, safety 

requirements, and the obligations that the 

skipper must accept in order to participate. It 

is imperative that all skippers, and ideally all 

competitors read and understand the Notice of 

Race before they accept the responsibility of 

competing in the Lake Ontario 300, or the GLSS 

Lake Ontario 300 Solo Challenge. 

The Lake Ontario Offshore Racing Guide has been designed and produced by 

Jonathan Vinden. 

Printing courtesy of Pitney Bowes. 

It is only thorough the generosity and contribution of time from many of the 2011 executive that 

this guide to Long Distance Racing on Lake Ontario has become a reality. We thank you for this 

effort, and look forward to enhancing this booklet during subsequent years.


1. RULES 

1.1 The race will be governed by the rules as defined in The Racing Rules 

of Sailing. 

1.2 The prescriptions of the Canada Yachting Association (CYA) apply for 

the entire race; including in US waters, see 

www.sailing.ca/files/racing/rules/CYAPrescriptions2009-12.pdf 

1.3 Applicable Class Rules 

Sailboats racing in PHRF, the PHRF-LO rules shall apply 

Sailboats racing in IRC, the IRC Rules 2011 Parts A, B and C shall apply 

For multihull sailboats, the GLMRA rules shall apply 

1.4 The Lake Ontario 300 Challenge Race is governed by the following: 

L0300 Race Equipment & Safety Regulations available at the 

www.lo300.org 

Port Credit Yacht Club Visiting Yacht Policy available at www.pcyc.net 

For sailboats competing in the Solo Challenge: 

2011 Lake Ontario 300 Solo Challenge Notice of Race available 

at www.solosailors.org 

GLSS Gear and Use Requirements available at www.solosailors. 

org with the amendment that a life raft is not required 

1.5 Racing rule(s) will be changed as follows: 

The provisions of Appendix Q (CYA Prescription) of the Racing Rules 

of Sailing shall apply to the period between 20:00hrs and 06:00hrs 

Rule 41 – “Outside Help” is modified herein to allow all forms of communication. 

Each sailboat may communicate with any person, competitor, sailboat 

or outside source of information available using any means available 

throughout the race. 

The changes will appear in full in the Sailing Instructions. The Sailing 

Instructions may also change other racing rules. 

1.6 Class rule(s) will be changed as follows: 

IRC: Sailboats are allowed to carry one additional spinnaker over the 

number listed in the sailboats’ IRC certificate 

1.7 This event is designated a Clean Regatta Bronze by the Sailors for the 

Sea (www.sailorsforthesea.org). By entering, all competitors agree 

to abide by Clean Regatta Bronze level certification requirements. 

Sailboats observed discharging garbage or black water (sewage with 

faeces) into Lake Ontario or harbours will be protested and the penalty 

is disqualification from the Lake Ontario 300 Race. Any such disqualification 

may be used by the Organizing Authority whether to accept 

future registrations by this sailboat or owner. 

1.8 In case of differences between this Notice of Race and the Sailing 

Instructions, the Sailing Instructions shall apply. 

2. ADVERTISING 

Sailboats may be required to display advertising chosen and supplied by the 

organizing authority. 

3. ELIGIBILITY AND ENTRY 

3.1 The LO300 Committee, upon application and subsequent review of 

technical evidence as to the heavy weather stability and crew comfort 

of a vessel may, at their sole discretion and without appeal, can accept 

or reject such vessel as suitable for this race. 

3.2 Eligible yachts may be entered in the race by registering online at www.lo300.org. 

3.3 The race is open to monohull and multi-hull sailboats. Divisions will include 

Flying Sails (FS) and No Flying Sails (NFS), either Double Handled, 

Fully Crewed or Flying Sails Single Handed for Solo Challenge only. 

Divisions shall be divided into Spinnaker and White Sail Fleets. Multihull 

Classes shall be spinnaker only. Divisions may be sub-divided into 

fleets. The LO300 Committee may assign sailboats to divisions and 

fleets based on number of sailboats registered. 

The following table lists the Divisions by Course. 

Monohull Division 

PHRF-LO No Flying Sails – Double 

Handed 

PHRF-LO No Flying Sails – Fully 

Crewed 

PHRF-LO Flying Sails with rating of 183 

or greater – Double Handed 


or greater – Fully Crewed 


and smaller – Double Handed 


and smaller – Fully Crewed 

Main Duck Course 

NA 

NA 

NA 

NA 

Only 

Only 

Scotch Bonnet 

Course 

Only 

Only 

Only 

Only 

IRC – Double Handed Only NA 

IRC – Fully Crewed Only NA 

Solo Challenge with Flying Sails only – 

Single Handed 

Only 

NA 

NA 

NA

Canadian Yachting and Sail-World Canada 

are Proud to be the Official Media Sponsors of the 

2011 Lake Ontario 300 


Multihull Division 

Multihull with Flying Sails only – Full 

Crewed 

Main Duck Course 

Only 

Scotch Bonnet 

Course 

NA 

In 2011, you will be able to follow the 

before, during and after events of the 

Lake Ontario 300 at Sail-World.com/ 

Canada and www.canadianyachting.ca 

as they happen. All participants will have 

instant access to upload photos and 

stories while racing and share them with 

friends, family and more than 25,000 

subscribers across Canada. 

Subscribe to Sail-World Canada’s 

weekly newsletter to stay informed 

about sailing events in Canada and 

around the world…as they happen. 

Go to www.sail-world.com/Canada 

and SUBSCRIBE today! 

www.canadianyacting.ca 

www.sail-world.com/Canada 

3.4 Monohull sailboats shall hold a valid PHRF-LO or IRC certificate. Multihull 

sailboats shall hold a valid GLMRA certificate. For sailboats from 

outside the PHRF-LO area, arrangements must be made in advance 

to obtain a PHRF-LO certificate. Contact the Organizing Authority or 

PHRF-LO directly, well in advance of the event, to obtain details on accomplishing 

this. 

3.5 Supporting documentation for a complete entry includes all information 

requested in the online entry form as well as the yacht’s valid 

rating certificate number, crew information, payment of the entry fee, 

a completed, signed L0300 Race Equipment& Safety Regulations Form 

and LO300 Sail Plan. 

Any documentation not already submitted should be handed to the 

registrar during check in prior to the Mandatory Participants’ Meeting. 

3.6 Sailboats entered in a Double Handed Division shall be crewed only 

by a skipper and one other crew, both of whom shall be not less than 

18 years of age. Skippers in the Fully Crewed Division shall be not less 

than 18 years of age and at least one other crew member shall not be 

less than 18 years of age. 

3.7 Sailboats competing in the Solo Challenge must meet the eligibility 

requirements of Great Lakes Singlehanded 

Society, see www.solosailors.org. 

3.8 Competitors’ sailboats shall only display 

a sail number registered specific to the 

sailboat at the time of its commission. 

Requests, on the Alternate Sail Number 

Form, to display alternative sail numbers 

to the sailboat’s commissioned sail number 

may be approved by the LO300 Race 

Committee and must be filed with the registrar 

prior to the Mandatory Participants 

Meeting. 

3.9 Each competitor provided with bow stickers 

shall place the stickers on the port and 

starboard bow of the yacht prior to the race. 

Solo Challenge sailboats must also place a 

white 2’ x 2’ x 2’ triangle on the leech of 

mainsail on both sides above any reefing 

Canadian Yachting is published 

by Kerrwil Publications 

Limited which is one 

of Canada’s oldest privately 

held publishing companies. 

Canadian Yachting is the 

official media partner for the 

LO300 and sponsor the annual 

Photo Contest, rewarding 

the many great photographers 

that participate in 

this race. Their support for 

the LO300 can be seen on 

Sail-World Canada.


points formed with Glofast luminous cloth tape supplied by the Organizing 

Authority. 

3.10 Sailboats may carry and use a transponder supplied by the LO300 

Committee. The cost of the transponder rental is included in the Entry 

Fee. The transponder should be picked up during check in prior to the 

Competitors’ Meeting at 19:00 EDT Friday, July 15, 2011. The use of 

transponders shall be outlined in the Sailing Instructions. 

4. FEES 

Required fees are as follows: 

All Classes $200.00 CAD until February 28, 2011 

$240.00 CAD afterwards 

Solo Challenge 

5. SCHEDULE 

Additional fee payable to Great Lakes Singlehanded 

Society (GLSS), see www.solosailors.org 

5.1 Registration deadline is 18:00 EDT, Wednesday, June 29, 2011 

5.2 Mandatory Participants’ Meeting at 19:00 EDT, Friday July 15, 2011 on 

the patio at Port Credit Yacht Club. A representative of each boat shall 

attend this meeting and is open to all participants. 

5.3 Division Organization (Splits) and starting sequence shall be posted 

before 21:00 EDT July 15, 2011 on the Official Notice Board. 

5.4 The warning signal is at 10:25 EDT, Saturday July 16, 2011. 

6. MEASUREMENTS AND 

INSPECTIONS 

6.1 All sailboats shall be reviewed for the equipment listed in L0300 Race 

Equipment Regulations. Additionally, sailboats competing in the Solo 

Challenge will be reviewed against the GLSS Gear and Use Requirements. 

This review may be undertaken by a Safety or Flag Officer of 

the entrant’s Yacht Club, or by arrangement with the Lake Ontario 300 

Safety Officer. A sailboat must successfully complete this review prior 

to the start of the race. 

6.2 A sailboat may be inspected at any time. The Race Committee may, at 

the finish of the race, direct a sailboat to proceed directly to a designated 

location at Port Credit Yacht Club. A boat which fails to follow such 

directions or which subsequently fails the inspection may be protested 

by the Race Committee 

7. SAILING INSTRUCTIONS 

The sailing instructions will be available at www.lo300.org by May 20, 2011. 

8. VENUE AND THE COURSE 

8.1 Main Duck Island Course shall be a 300 nautical mile clockwise 

circumnavigation of Lake Ontario. Starting at Port Credit, then on to 

Gibraltar Point Mark, Main Duck and Yorkshire Islands, Ford Shoal 

Buoy, Niagara Mark, PCYC Mark and the Finish Mark. 

8.2 Scotch Bonnet Island Course shall be a 190 nautical mile course starting 

at Port Credit, then on to Gibraltar Point Mark, Scotch Bonnet 

Island, Niagara Mark, PCYC Mark and the Finish Mark. 

9. PENALTY SYSTEM 

The Scoring Penalty, rule 44.3, will apply, with 44.3 (c) is changed so that 

the penalty assessed will be 30 minutes added to her elapsed time. 

10. SCORING 

PHRF-LO time on time formula, IRC Rule and GLMRA shall be used. Yachts 

shall be scored in their own Fleets and Divisions. The L0300 Committee 

reserves the right to adjust the scratch sailboat when converting the PHRF- 

LO Time on Distance to Time on Time based on the registrations received 

by the deadline. The Time on Time ratings will be published along with the 

division splits. 

11. BERTHING 

Boats berthing at PCYC before or after the race must follow PCYC’s Visiting


Yachts’ Policy including preregistration 

available at www. 

pcyc.net 

12. RADIO COMMUNICATION 

Each yacht may communicate 

with any person, competitor, 

yacht or outside source of information 

available using any means 

available throughout the race. 

13. PRIZES 

Trophies and/or flags shall be 

awarded to the winning yachts 

in each Division and Fleet. 

A list of the trophies awarded, 

their eligibility requirements and 

selection methodology is available 

at the www.lo300.org web site. 

Flags shall be awarded to the winning 

yachts in each Division and 

Fleet at 19:00 Tuesday, July 19, 

2011 at Port Credit Yacht Club. 

Trophies will be presented on Saturday September 24, 2011 at PCYC. 

14. DISCLAIMER OF LIABILITY 

Sailing is an activity that has an inherent risk of damage and injury. Competitors 

in this event are participating entirely at their own risk. See RRS 4, 

Decision to Race. The race organizers (organizing authority, race committee, 

protest committee, host club, sponsors, or any other organization or 

official) will not be responsible for damage to any boat or other property or 

the injury to any competitor, including death, sustained as a result of participation 

in this event. By participating in this event, each competitor agrees 

to release the race organizers from any and all liability associated with such 

competitor’s participation in this event to the fullest extent permitted by law. 

15. INSURANCE 

Each participating boat shall be insured with a valid third-party liability 

insurance policy with a minimum cover of $2,000,000 CAD per event for 

Canadian boats and an adequate level of third-party liability insurance applicable 

in Canadian and US waters for non-Canadian boats. 

16. FURTHER INFORMATION 

Scoring Notes 

Time on Time 

Time on Time handicapping determines 

the adjusted finish time by 

multiplying the time taken to complete 

a race course by a handicap 

multiplier. 

The Lake Ontario 300 race uses 

Time on Time for scoring the race. 

Time on Distance 

Time on Distance handicapping 

determines the adjusted finish time 

by subtracting the seconds per mile 

handicap, multiplied by the course 

distance in miles, from the time 

taken to complete the race course 

time. 

For further information, including social events and for docking arrangements, 

please see www.lo300.org. 

Sperry 

Boat Shoe Tech 

Sperry Top-Sider invented the boat shoe. 

Now they’ve perfected the sailing shoe. 

Introducing Ventus, the next generation in performance 

footwear, designed in conjunction with the 

world’s top sailors. Latin for “wind,” Ventus sports 

a fast, sleek upper design, lightweight midsole and 

Sperry’s signature Wave-Siping, carved into a 

hydrophobic rubber outsole for a total grip 

on performance. 

Men’s Ventus lace up performance shoe 

Ebb Tide Low 

Low water absorption 

materials are quick drying. 

Adjustable hook & loop in-step 

strap provides a secure fit & added stability. 

Low profile outsole design for ease of movement 

around wet decks. 

Men’s Ventus boot 

Non-marking, rubber outsole with wave-siping? For ultimate wet / dry traction.


The Main Duck 

Island Course 

What is the actual distance? 

302 nautical miles on the rhumb line. 

How long does it usually take? 

Average finishing time for the larger/faster boats is 58 hours and the 

higher PRHF rating boats average 78 hours, weather depending. 

Which fleets are on this course? 

All IRC boats, multi hulls, spinnaker boats that have a PHRF rating 

of 180 or lower, and Solo Challenge competitors. 

The Main Duck Island Course is a challenging 300 nautical mile clockwise 

circumnavigation of Lake Ontario, starting and finishing at the Port 

Credit Yacht Club. 

The course takes the fleet past Toronto, keeping the Gibraltar Point mark to 

starboard. From there, the boats head down the lake and round the infamous 

Main Duck and Yorkshire Islands, also keeping them to starboard. 

The next mark, the Ford Shoal mark, is on the US shore, just west of Oswego. 

It is kept to starboard before the fleet heads west past Rochester towards the 

Niagara mark. 

The final mark is the PCYC Turning mark, just west of the actual finish line. ** 

** please refer to the Sailing Instructions 

for final definition of the course.


Sperry Cup 

Skippers Log 

by Craig Pirie 

Afterburn, a Dash 34, at the start 

of the race. 

The boat won the Sperry Cup, 

finishing at 5:04 on Monday 

afternoon after 2 days and five 

hours of racing. 

To the south, Lake Ontario glistens in the sun, a parade of boats is feeding 

into the growing congestion around the start area for the 2010 Lake 

Ontario 300. Afterburn, a Dash 34, is one of the last boats to leave the 

confines of PCYC’s harbour. The wind is filling in nicely at 10 to 12 knots out 

of the Southwest as forecasted and we are looking forward to a fast downwind 

ride towards Main Duck Island. In the back of my mind are the words 

of caution from meteorologist Ron Bianchi at the skippers’ weather briefing 

last night – warning us that by mid-afternoon Saturday there could be several 

lines of severe weather passing through the fleet as we sail up the north shore of 

the lake. 

Darren and Tim prep the spinnaker for a downwind start as we follow a forty 

footer towards the start line. With 20 seconds to the gun I bear off taking the 

larger boat’s stern and the crew starts our spinnaker hoist, the gun sounds and 

we are racing. The 8 mile leg to Gibraltar is a good stretch of water to get the 

crew into the groove as Afterburn settles onto a starboard tack broad reach. 

We keep to the north of the rhumb-line, focusing on maintaining clear air. Approaching 

the mark we douse the spinnaker in favour of the #1 genoa and steer 

a wide line around the Gibraltar mark; leaving a mess of boats struggling for 

clear air to the inside. After clearing the mark we take advantage of the #1 and 

work our way to windward of the fleet. As we pass the Leslie Spit we bear off 

and re-launch the spinnaker, allowing Afterburn to accelerate from 7 knots up 

to 9 knots while our crew settles on to the windward rail as the wind continues 

to build. 

By 2:00pm everyone on the rail has their eyes fixed on the dark storm clouds 

rapidly closing in on our position, the exhilaration of the fast spinnaker run 

over the past several hours is now replaced by anxiousness as we anticipate 

the powerful and erratic winds and rain that will mark the leading edge of the 

storm front. As the rain begins to fall and the wind increases, Darren and Tim 

raise the #1, followed seconds later by the dousing of the chute, the crew is 

in the final stages of stuffing the spinnaker below when the front of storm hits, 

blasting through at over 30 knots! Hoisting the #1 was a bad call as we are 

completely over canvassed, the helm rapidly loads up and lifts me off my perch 

on the deck and pulls me half way across the cockpit. Afterburn rounds up 

into the wind; I scramble back up to the high side and struggle to gain control 

of the tiller. The noise from the howling wind and flogging sails is deafening, 

but eventually I am able to work the bow down. Afterburn comes off the wind 

and accelerates to 10 knots. Once the front passes and the winds diminish, 

Darren emerges from below deck with the repacked spinnaker, Tim works the 

sheets and halyard around the forestay and we re-launch the spinnaker. Two 

more severe storm fronts chase us down over the next couple of hours; the 

second coming from the south and included a solid pelting of hail. 

As late afternoon turns to early evening the waves on Lake Ontario build to 6 

feet; the skies are clear overhead while bands of darker storm clouds ring around 

the horizon. For improved stability we switch to the asymmetrical spinnaker.


With speeds reaching 16 knots the drag race down the lake is not without its 

spills. With over 10 wipe outs and almost as many spinnaker douses, packs and 

re-launches we are focused on keeping the lead boats in our fleet within sight. 

As our first night draws to a close, morning light creeps across the lake and 

boats emerge from the darkness and we begin to take stock of the fleet around 

us. After nearly 18 hours of sailing and a 100 mile downwind sprint with two 

J105’s the 

only thing 

decided 

is that we 

are evenly 

matched. 

Rounding 

Main Duck 

Island we 

gybe and 

head south. 

Coming out 

from behind 

the island’s 

lee the fleet 

is sailing 

on a close 

reach into 

steep eight 

foot waves 

This image of Main Duck Island has been 

provided by Marinas.com 

and 15 to 20 knot winds. After another 30 miles and 3.5 hours of close reaching 

the two J105’s have held us off and we round the Oswego mark in third 

place. The return course towards Niagara starts as an upwind sail directly into big 

waves and strong winds. It doesn’t take long for the J105’s to show their superiority 

in these conditions. Twenty miles into this leg, more boats have appeared 

and watching the sky it looks like the weather may be about to change again. 

We review the weather forecast from our shore crew and the consensus is that 

the better wind this afternoon will be out in the lake. Afterburn tacks away 

from shore with not much company following suit. By 3:30pm the wind dies 

and we are drifting. 

At 7:00pm wind ripples become visible on the water and the crew begins 

working the sails again. Chris serves up our one hot meal for the race – chili. 

By 7:30pm dinner is done and Afterburn is building up boat speed. As night 

two begins the lights of Rochester illuminate the shore to windward. A well balanced 

Afterburn under the power of the asymmetrical spinnaker slips through 

the flat water at 6 knots on a beam reach. Around midnight the south shore 

starts to come up to meet us, at the same time bow lights appear to the inside 

of us, with no idea which boats they are. 

Weather updates indicate that an 

approaching storm system has passed 

through Windsor and London, is 

headed our way and lightning is visible 

over both the north and south 

shores. With the experience of the 

Saturday afternoon squalls fresh in 

everyone’s minds the entire crew is 

wary of a rapidly developing weather 

system. 

The predicted storm hits at 3am; 

the wind speed rapidly strengthens 

and the lights on the shore and the 

boats around us disappear as we are 

engulfed in a grey shroud moving 

out of the darkness from the West. 

Suddenly Afterburn is sailing into a 

30 knot headwind and heavy rain. 

With no time for a sail change the 

boat is completely overpowered 

flying the #1 genoa and a full main. 

Doug and I go into sail preservation 

mode, I stuff the nose of Afterburn 

into the wind as much as I can to 

de-power the first third of the #1, 

and Doug is working feverishly with 

the main sheet and traveler to keep 

only the back 2 feet of the main 

powered up. The wind and the now 

horizontal rain make it feel like we 

are sailing in a car wash! We sail 

like this for 10 or 15 minutes which 

feels like forever, then as quickly as 

it arrived the wind drops to 15 knots 

and the wall of grey recedes off our 

leeward starboard quarter. Minutes 

later another line of weather is upon 

us. Similar to the last line we see 

30 knot winds and we work hard to 

preserve the sails. It passes within 

10 minutes. The lights of the South 

shore re-emerge but it is difficult to 

pick out the other racers. It is now 

4am and it starts to feel like morning 

light is almost here, we have gotten 

CHANDLERY 

CHANDLERY LTD 

MASON’S 

MASON’S 

TH 

E 

S O 

T 

R 

E


over the south shore hump and are now heading towards Niagara. 

As the sky starts to lighten we are left with a cool, grey and damp morning, 

worst of all we can see three boats making their way up the shoreline, clearly 

ahead of us and with a better line on Niagara. A long morning of tacking in 

moderate air with intermittent rain showers ensues. By noon the sun is shining 

and we are within sight of the Niagara mark. 

The afternoon forecast calls for the winds to continue moving to the right and 

as we make our way across the lake to Port Credit the winds build to 12 knots. 

The progressive wind shift to the right has opened up a clear path all the way 

home. Close reaching at 7 knots, the guys on the rail have a fix on PCYC on 

the North shore. Ahead, Sassafras tacks around the turning mark and sails 

across the finish line. Gord starts the timer to catch our time differential. We 

tack around the turning mark, leaving us less than 1 mile to the finish, one last 

tack and the race committee gives us our horn only 8 minutes behind Sassafras. 

Someone spots two J105’s approaching the turning mark and we realize Endeavour 

and The Usual Suspects have not finished. The LO300 has delivered once 

again and has been a fantastic sailing experience. A hundred little races took 

place within 300+nm miles. Some parts of the lake played out the same as past 

years, others offered unique challenges. 

On a race that took us 2 days, 5 hours, 4 minutes 3 seconds to complete we 

correct out 2 minutes and 34 seconds ahead of the Farr 30 Notorious for first 

place overall and the Sperry Cup win! 

The 

Skippers Plan 

Team Challenge 

Get YOUR Yacht Club’s team (or teams) together… 

Team racing can add additional intrigue and strategy to your race. It can 

also add funding to your Club’s Junior Sailing Instructional Program. 

The Lake Ontario 300 Skippers’ Plan Team Challenge is an added feature 

of the existing Lake Ontario 300, with a trophy and awards presented to the 

winning teams according to the scoring criteria defined below. 

Team Composition: 

• On the Main Duck Island Course, a qualifying 

team must be comprised of three LO300 

competing yachts from the same Yacht Club, 

all competing on the same course. Teams may 

be any combination of fully crewed or double 

handed yachts or any combination of IRC and 

PHRF rating. 

• On the Scotch Bonnet Island Course – White 

Sail, a qualifying team must be comprised of 

two LO300 competing yachts from the same 

Yacht Club. Teams may be any combination of 

fully crewed or double handed yachts 

Robertson & Robertson is 

the company behind Skippers’ 

Plan Insurance. 

Their commitment to junior 

sailing created the Skippers’ 

Plan Team Challenge, donating 

money to the winning 

clubs Learn to Sail program. 

• On the Scotch Bonnet Island Course – Spinnaker, a qualifying team must 

be comprised of two LO300 competing yachts from the same Yacht Club. 

Teams may be any combination of fully crewed or double handed yachts 

• All teams can submit their completed Team Challenge information to the 

LO300 race committee before the end of the skippers meeting using the 

Team Challenge entry form or via e-mail. Should you register your team 

via e-mail, please provide your team name, the team yacht names and the 

yacht club represented. 

• Each yacht can only be on one team. 

• There is no limit to the number of teams that can be entered 

from each Club. 

.


The Scotch Bonnet 

Island Course 

What is the actual distance? 

192 nautical miles on the rhumb line. 

How long does it usually take? 

About 49 hours for larger boats, and up to 54 hours for the 

smaller one, weather depending. 

Which fleets are on this course? 

All spinnaker boats that have a PHRF rating of 183 or higher 

and all white sail boats. 

The Scotch Bonnet Island Course was a new addition in 2009, and is 

now an event fixture. All white sail boats compete on this course, as 

well as spinnaker boats that have a PHRF-LO rating of 183 or higher. 

The course is a 200 nautical mile navigation of Lake Ontario starting and 

finishing at the Port Credit Yacht Club. The course takes the Scotch Bonnet 

fleet past Toronto along with the Main Duck fleet. All the boats keep the Gibraltar 

mark to starboard, before heading east towards Scotch Bonnet Island. 

Keeping the island, with its ancient lighthouse to starboard, the Scotch Bonnet 

fleet then turns and heads south west, back towards the Niagara mark. 

The final mark is the PCYC Turning mark, just west of the actual finish line.** 

S/H version 

CMYK, X500 version 

Pantone 300 version 

North Sails is the world’s 

leading sail maker. It has 

lofts throughout the world, 

including Toronto. 

North has been a tremendous 

sponsor of the LO300, 

producing the beautiful 

division winners flags 

handed out each year at our 

banquet. 

** please refer to the Sailing Instructions 

for final definition of the course.


Getting Ready for 

enjoy exceptional sailing and work towards a common goal without the hectic 

course racing and parties of most regattas. 

Offshore Racing 

First time participants in the Lake Ontario 300 are encouraged to set realistic 

goals. For some, simply finishing the race constitutes a tremendous achievement. 

Newbies are also encouraged to test their skills on a shorter race or an 

overnight race like the Susan Hood Trophy Race to determine their comfort 

level with offshore / long distance racing. Those that are now to the race may 

also elect to compete in a white sails division, and sail on the Scotch Bonnet 

Island Course. 

The Lake Ontario 300 is acknowledged as the longest annually held 

fresh water race in the world at 300 nautical miles and can be different 

things to different participants, taking on definitions ranging from 

an unbelievable thrill, the greatest challenge on the lakes, a marathon, an 

adventure, a test of skills or for some a non-stop cruise. 

The LO300 is the Boston Marathon of Lake Ontario’s yachting events, but there 

are many other offshore races here that will challenge your sailing skills and 

ambitions. These are listed on page 6 of this guide, and you can learn more 

about them by contacting the host club or organizing authority. 

Typically, offshore racing refers to long distance ocean racing but can apply to 

events on large bodies of water such as the Great Lakes. Key features that help 

define an offshore race include: 

1. A course without temporary marks adjusted to accommodate the wind 

2. Long distance legs, usually at least 10 to 15 nm in length 

3. Non-stop racing that frequently includes racing at night 

4. Racing that is not postponed due to adverse weather conditions 

Races that incorporate these attributes take on a personality of their own and if 

they are annual events, vary significantly year after year. The challenges different 

from short course racing, requiring a different set of tactics, boat handling, 

and seamanship skills. The skills needed vary dramatically depending on the 

time of year during which the race is run, it’s overall distance and the navigational 

obstacles encountered on the course. 

Over longer distances, currents and uneven wind conditions become more 

of a factor and amplify the effects of tactical decisions made during the race. 

Depending on your location to the rest of the fleet your boat may experience a 

very different weather pattern thus impacting performance for better or perhaps 

for worse. At the same time, the longer distance affords greater opportunity to 

make up lost time and/or distance. In an offshore or long distance race it is 

common to hear many different versions on the same race for the same year. 

This means each boat is constantly challenged to race their best and navigate 

the course based on the weather conditions they are facing. Offshore racing is 

a true test of sailing ability. 

Most sailors entering into an offshore race are wanting a new challenge and 

looking to test their skills against the other participants. Some, however, are 

looking for a more relaxed racing experience that allows time for the crew to 

There are a 

number of things 

to consider 

before entering 

an offshore race. 

These will affect 

the outcome of 

the race and your 

enjoyment of the 

experience: 

• Determine 

your crew 

size: double 

handed is 

popular, in 

part because 

This image of Scotch Bonnet Island has been 

provided by Marinas.com 

of the challenge, but also for the simple reason that you do not have to 

coordinate a full crew. It is more challenging but your boat needs to be 

suitable for short-handed sailing and your partner needs to be committed 

and experienced 

• Make sure you have the experience necessary to compete. Navigation, 

tactics, shift management, night sailing, and even menu planning take on a 

different characteristic in an offshore race and it is important that your crew 

has some experience in the various areas 

• Set your boats rules on safety, shift changes, night time sailing. It is important 

on a long race to adhere to a policy of wearing harnesses and PFDs at 

a chosen time before dark and keeping regular shift changes every 3 to 4 

hours depending on the boat and crew. Harnesses and PFDs should also 

be worn at all times in heavy weather and through the night on watch 

• It is important to understand the strengths of individual crew members i.e. 

some need lots of sleep while others can survive on very little 

• Determine whether you wish to compete white sail only or with flying sails. 

This is important and ties into the fully crewed decision. White sail, either 

double handed or fully crewed is a great way to get started with offshore


racing. Unlike most offshore races, the LO300 offers a shortened course for 

The Truth 

white sail boats, providing similar challenges to the long course, but with 

the benefit that you can still get home within a decent time frame if the 

About FLARES 

wind becomes fickle 

• Understand all the events safety and equipment requirements. It is most 

important to ensure your boat meets the minimum safety requirements 

posted for the various offshore races since safety is a prime consideration 

on any offshore distance race. The Lake Ontario 300 is a modified Category 

3 race with the most stringent safety requirements. It is recommended 

that you review the safety requirements well in advance in order to determine 

what your boat and crew require 

• Ensure your crew has the time commitment and mind set to compete and 

• 

• 

complete the race. Unlike most regattas you cannot change up crew half 

way through the event. Good crew interaction is extremely important 

Check your rigging. Ensure you have the right rigging, sails and tools to be 

able to compete. Inspect your boat early in the season and look for weak 

areas or items that could break under sustained heavy winds and repair or 

ensure you have adequate replacements on board for the race. Typically, 

rigging failures accounts for 40% of the boats not finishing the LO300 

Training. If your crew has not done an offshore race make sure they go for 

a long sail and ensure all crew are familiar with all equipment on the boat, 

procedures and safety requirements 

• Nutrition is important on any offshore race and it is important to have the 

right combination of healthy snacks, fruits and planned meals. Meals should 

be a combination of easy to prepare meals for heavy weather and preplanned 

meals that can be prepared in normal conditions. It is important to 

ensure there is plenty of water and hydrating fluids to last the entire race 

• Commercial shipping lanes may have to be crossed and freighters are fast 

and unable to make sharp turns or stop quickly. Do not underestimate the 

speed at which freighters travel. Ensure that you have a high quality radar 

reflector and monitor Channel 16 on your VHF at all times 

Participation in the Lake Ontario 300 has increased at a rate of 25% per year 

over the last 4 years. Participation in the LOSHRS events has also increased 

dramatically over the last 4 years. These trends are evidently being observed in 

other offshore racing and have given birth to new long distance races, like the 

Whitby 50 miler. 

Participation from cruisers represents at least 40% of this new growth, primarily 

in white sail, but also spinnaker divisions. Many new participants in offshore 

racing are family members, fathers and sons looking for a shared experience. 

We urge you to participate in the Lake Ontario 300 (and LOSHRS) for the sheer 

fun of it. It is a real challenge, but it is also a fantastic way to enhance your 

skills and capabilities on the water. 

Lori Mason of “The Store”, has been running safety seminars for many 

years, and again this year she is helping out at the LO300. She has a 

wealth of experience with all boating related safety issues, but has a 

real concern that boaters do not fully understand the rules and regulations 

related to flares. She has provided this primer for all LO300 and offshore 

racing participants. 

The Store, Mason’s Chandlery 

is the exclusive dealer 

for the complete line of Gill 

LO300 regalia. Please drop 

by The Store and see Lori. 

Telephone: (905) 278-7005 

Toll Free: (800) 263-1506 

Email: info@thestoremasons.com


Flares are for emergencies – nothing else. When you need them – you need 

them – so carry only Transport Canada approved flares within the 4-year 

lifespan from their manufacture date stamp. And forget about setting off outdated 

flares like Canada Day fireworks. It’s illegal and you can be slapped with 

a heavy fine. 

Types of Approved Pyrotechnics 

• Type A: Parachute – a single red star that reaches a height of 300 m (984’) 

and with the aid of a parachute, comes down slowly. Burns for at least 40 

seconds and is easily observed from the surface or air 

• Type B: Multi-star – two or more red stars that reach a height of 100 m 

(328’) and burn for four or five seconds each. Easily observed from the 

surface or air. Some Type B flares project only one star at a time. When using 

this single star type, two flares must be fired within 15 seconds of each 

other. You will need double the number of cartridges to meet the requirements 

of the regulations 

• Type C: Hand-held – a red flame torch you hold in your hand that burns for 

at least one minute. It offers limited surface visibility and is best for pinpointing 

location during an air search. Avoid looking directly at the flare while it is 

burning. Ignite the flare while holding it clear of the boat and down wind 

• Type D: Smoke (buoyant or hand-held) – produces a dense orange smoke 

for three minutes and is used only as a day signal. Some types only last one 

minute and come in packages of three, that package of 3 equals 1 flare. A 

canister type burns for 3 minutes and can be tossed over the side freeing 

up you hands for the emergency. Position your smoke flare down wind and 

follow the directions carefully 

Frequently Asked Questions. 

• There is no shoot off date! Flares can only be used in an emergency situation 

– any other time is prohibited by Annex IV #2 of the Collision Regulations. 

You can be fined if caught! 

• Flares must be Canadian Approved (DOT) for Canadian Registered vessels 

even if you go into the USA. Your safety gear must comply with which ever 

country your boat is registered 

• Canadian flares are legal for 4 years and it is suggested by both “The Store” 

and the Marine Police that you keep them another 4 to 6 years as back 

up – if you are in need, you don’t care how old they are. The flares do not 

become illegal when they are expired, however you can not count them 

as part of your flare package for inspection. We recommend that you write 

the expiry date in big letters with markers so it is easy to identify. After 

10 years, it is strongly recommended that you dispose of them safely, as 

they can become unstable. At “The Store” we have 2 collection dates: our 

Safety Day and Environmental Day 

in May. Unfortunately, there is no 

other easy way to dispose of flares. 

Lori is starting to work with Transport 

Canada, who is in charge of 

the Canadian Coast Guard, to help 

find a solution to this problem 

• As of 2007, there is now a Type B 

12 gauge double star burst shell, 

which means 1 shell now equals 1 

flare. There are two manufacturers 

that each have unique styles: the 

Orion flares are elongated orange 

shells, whereas the Comet flares 

are the same as the older style 

of shells (small and red) but have 

white print on them 

• The visibility range varies between 

each flare: Type B flares can be seen 

a maximum of 5 miles away; Type 

A (parachute flares) can be seen a 

maximum of 25 miles away! Type 

Ds (smoke flares) have the best visibility 

during the daytime – which is 

when most of us do our boating 

• The Marine Police have been very 

active in giving fines for inadequate 

safety equipment and the fines can 

be administered per each flare that 

you are short 

Don’t forget that Lori will have a mini 

“Store” set up on the PCYC ground 

during the lead up to the start of the 

LO300. There you can pick up last 

minute items, or order tiems that will 

be delivered from the main store in 

Port Credit. 

At any time, you are welcome to talk 

to the experts at “The Store”, watch a 

DVD on Safety Procedures, bring in 

your flare kit, and have them help you 

put together a great safety package. 

Sail now on. 

The Coast Sport Jacket excels 

on many levels. It is suitable 

for an array of boating activities 

and will rarely be forced 

out of its comfort zone. The 

Coast Sport is made from 

our 3 Dot TM fully waterproof, 

highly breathable laminated 

fabric providing high levels 

of performance at a price 

point that defies its capabilities. 

Available in men’s and 

women’s sizes. 

Offered by ‘The Store” 

Mason’s Chandlery 

Official supplier of Gill 

Lake Ontario 300 

branded apparel. 

www.thestoremasons.com


Yacht Racing is a 

Corinthian Sport 

Long distance yacht racing is one of the few competitive sports where 

much of each event takes place well out of sight of any form of official 

oversight and out of sight of other competitors. It is for this reason that 

it is called a “Corinthian Sport”; one that relies on each competitor’s Corinthian 

spirit in order to keep the racing fair and equitable. 

This is an interesting topic not often discussed, but an article published in the October/November 

2010 issue of GAM has resulted in bringing the subject to life. 

The instigation for this article is from a new racer competing in the LO300 for 

the first time admitted to running their engine when under difficult circumstances. 

While The Racing Rules of Sailing (RRS) apply to the LO300 Challenge 

Race, there are a number of important considerations that must be taken into 

account with such a blanket statement. 

Firstly, sailing is a self-policing sport and the Organizing Authority and Race 

Committee are there to facilitate the racing, not to act as referees. However, 

the Race Committee may protest situations that no competitor could have seen 

using the protest process. 

The basic principles of the sport of sailing as stated in the Racing Rules of 

Sailing are: 

Sportsmanship and the Rules: 

Competitors in the sport of sailing are governed by a body of rules that 

they are expected to follow and enforce. A fundamental principle of 

sportsmanship is that when competitors break a rule they will promptly 

take a penalty, which may be to retire. 

Following on from this principle that the rules are always in affect and RRS 4: 

Decision to Race: 

The responsibility for a boat’s decision to participate in a race or to 

continue racing is hers alone 

Thus if conditions or circumstances are such that a sailboat believes that she 

should not continue to race or that have caused her to break a rule, then she 

should retire or take a penalty whichever is appropriate. 

The Lake 300 Challenge Race is new to many participants each year; either 

with sailboats with little racing or with only around the buoys experience. This 

means that many of the participants may not be as familiar with the Racing 

Rules of Sailing that come into play more often in long distance racing, i.e., to 

know what’s permissible or not under the rules in the areas of propulsion, making 

fast, leaving the vessel, anchoring, outside help, etc. 

Moreover, some of the Racing Rules are amended in the Notice of Race (NOR) 

and Sailing Instructions (SI’s) of the LO300 or other such races to better reflect 

the conditions of these races. It’s important for racers to remember that the 

NOR, SI’s and other referenced documents in them rank as rules so the Basic 

Principle applies to the contents of these documents. 

The LO300 Committee is continuously reviewing the NOR and SI’s to either 

change them to better reflect what is needed or improve the wording for clarity, 

and it is up to each competitor to make sure they know the rules and have 

reviewed the events SI’s and NOR. 

If racers realize, after they have finished, that they broke a rule, they can inform 

the Race Committee that they wish to Retire After Finishing and receive the 

score RAF. Many racers consider this score a badge of honour showing that 

they uphold the Basic Principle of the sport of sailing. 

ISAF documents are available for free on its web site, www.sailing.org. This includes 

The Racing Rules of Sailing themselves and other information that racers 

can use as reference sources. 

Graham Dougall 

Race Officer 

LO300 Challenge Race & 

LO300 Committee 

Specializing in 

Performance Sailing 

Yachts, and offering a 

large brokerage selection. 

RCR Yachts Inc. 

223 Lockport Street 

Youngstown, NY 14174 

716-745-3862 

www.rcryachts.com


Lake Ontario 300 Challenge 

Trophies 

The LO300 has over 30 trophies to be awarded. For all previous winners, 

please visit us online at www.lo300.org and www.pcyc.net. 

Overall Winner 

THE SPERRY CUP – Overall Combined Winner (PHRF & IRC) 

2010 - Afterburn Darren Gornall & Craig Pirie PCYC 

2009- Gizmo Marc Doedens & Ric Doedens PCYC 

2008- MacIntosh Dick Steigenga & David Street CBYC 

Line Honour Trophies 

THE TRITON SAILS TROPHY – Line Honours Fully Crewed Spinnaker (Main Duck) 

2010 - Gaucho Sandy & Larry MacDonald BCC 

2009 - Rampage John Odenbach RYC 

2008 - Defiant Rossi Milev PCYC 

THE NORTHERN LIGHT TROPHY – Liner Honours, Double Handed Spinnaker (Main Duck) 

2010 - Macintosh Dick Steigenga, J. Steigenga CBYC 

2009 - Plika Ian Struthers RCYC 

2008 - MacIntosh Dick Steigenga & David Street CBYC 

THE WINDANCER TROPHY – Line Honours Double Handed White Sail 

2010 - Southern Cross V Mike Newberry, C. Campbell RCYC 

2009 - Flyer Ron Ciamaga, Jeffery Majka YYC 

2008 - Hotfoot E. Kokbas MBSC 

THE LAKE ONTARIO 300 COMMITTEE TROPHY – Line Honours, Fully Crewed White Sail 

2010 - Sansei Jeffrey Imai QCYC 

2009 - Stormtrooper Brian Wright BHYC 

2009 - Blaze Glen Yates OC 

Overall Fleet Winners, Best Corrected Time 

THE STORE MASONS CHANDLERY TROPHY – Fleet Winner, Fully Crewed White Sail 

2010 - Impromptu Michael Cullen NCYC 


2008 - Messing About Peter Broecker QCYC 

THE SOUTHERN CROSS CUP – Fleet Winner, Double Handed White Sail 

2010 - For Pete’s Sake Peter Sandford, Al Parkhill OYS 


2008 - Hotfoot E. Kokbas MBSC 

PCYC COMMODORES CUP – Fleet Winner, Double Handed Spinnakers 

2010 - Upstart Bert & Steel Barrett BPYC 

2009 - Gizmo Marc & Ric Doedens PCYC 

2008 - Macintosh Dick Steigenga, Dave Street CBYC 

OYS COMMODORES CUP – Fleet Winner, Fully Crewed Spinnakers 

2010 - Afterburn Darren Gornall, Craig Pirie PCYC 

2009 - Rebellion Michael Kahu BPYC 

2008 - Jester “B” Blair Dinsdale WYC 

continued on next page


Division Winners, Best Corrected Time 

THE GORDON ELLIOT TROPHY – Double Handed Spinnaker Division 1 

2010 - Upstart Bert & Steel Barrett BPYC 

2009 - Plika Ian Struthers RCYC 

2008 - Macintosh Dick Steigenga, Dave Street CBYC 

THE MAIN DUCK ROCK – Double Handed Spinnaker Division 2 

2010 - Les John Hagen & Gerrt Docherty EYC 

2009 - Heart Breaker Michael Judd & D. Leonard BHYC 

2008 - Heart Breaker Michael Judd & D. Leonard BHYC 

THE DOROTHY TROPHY – Double Handed Spinnaker Division 3 

2010 - Not Awarded 

2009 - Gizmo, Marc & Ric Doedens PCYC 

2008 - Gizmo, Marc & Ric Doedens PCYC 

THE PETER TAIT MEMORIAL TROPHY – Fully Crewed Spinnaker Division 1 

2010 - Jaeger Leszek Siek PCYC 

2009 - Sassafras Colin Brown RHYC 

2008 - Mullet Kris Werner RYC 

THE JOE FERNANDES TROPHY – Fully Crewed Spinnaker Division 2 

2010 - Afterburn D. Gornall, C. Pirie PCYC 

2009 - Afterburn Darren Gornall PCYC 

2008 - Afterburn Darren Gornall PCYC 

THE LIGHTHOUSE TROPHY – Fully Crewed Spinnaker Division 3 

2010 - Demon’s Dance Ric Doedens PCYC 

2009 - Seaspray Tom Reese DYC 

2008 - Jester “B” Blair Dinsdale WYC 

THE PCYC ICE BOWL – Fully Crewed Spinnaker Division 4 

2010 - Ragtime M. Vander Vaart HBCN 

2009 - Umi Taka Dennis Dice ABYC 

2008 - Folichon Ian McAllister PCYC 

THE TOM BREWSTER TROPHY – Fully Crewed Spinnaker Division 5 

2010 - Pardon Moi Dave Goede FPYC 

2009 - Folichon Ian McAllister PCYC 

2008 - Rebellian Michael Kahu BPYC 

THE PAST CHAIRMAN’S CUP – Fully Crewed Spinnaker Division 6 

2010 - Silver Bullet Torsten Doering TYC 

2009 - Rebellian Michael Kahu BPYC 

THE LEONARD ALKSNIS MEMORIAL TROPHY – IRC Division 1 Winners 

2010 - Notorious Kevin Brown NYC 

2009 - Rampage John Odenbach RYC 

2008 - Shock Therapy Gary Benner RCYC 

Scotch Bonnet Island Course 

JIM WILKINSON TROPHY – Double Handed White Sail, Division 1 

2010 - For Pete’s Sake P. Sandford, A. Parkhill OYS 


2008 - Windriven Jonathan Vinden, David Richards PCYC 

JOHN SEGAERT TROPHY – Double Handed White Sail, Division 2 

2010 - Not Awarded 

2009 - Anne Bonny John & Alex Ball QCYC 

2008 - Hotfoot E. Kokbas, R. Foster MBSC 

THE ENDEAVOUR TROPHY – Fully Crewed White Sail, Division 1 

2010 - Sansei Jeffrey Imai QCYC 


2008 - Blaze Glen Yates OC 

SCOTIABANK TROPHY – Fully Crewed White Sail, Division 2 

2010 - Gypsy Wind Ernest Pipiles TYC 

2009 - Arc-en-Ciel David Blizzard BPYC 

2008 - Messing About Peter Broecker QCYC 

LYN TOWNSEND TROPHY – Fully Crewed White Sail, Division 3 



2008 - Advantage Glen Sears Wilson YC 

THE RIGGING SHOPPE TROPHY – Fully Crewed White Sail, Division 4 

2010 - Burnin Rudder Peter Wolniak AYC 

2009 - Wayward Jim Wilkinson PCYC 

2008 - Glory “B” Ian Robertson WYC 

THE YACHTSMAN’S CUP – Scotch Bonnet Double Handed Spinnaker Division 1 

2010 - Dolce Vita Frances Doyle, Mark Hahn SBYC 

2009 - Doralla Kirk Allan RCYC 

2008 - Contessa B. Pfannkuche. T. Bubolz FBYC 

EXCALIBUR CUP – Scotch Bonnet Fully Crewed Spinnaker, Division 1 

2010 - Red Jacket Peter Milligan RCYC 

2009 - Sebana Stewart Lindsay BPYC 

THE MOUNT GAY TROPHY – Multi Hull Division 

2010 - Flight Simulator Tom Reese YYC 

2009 - Triumphant David Fice IYC 

2008 - Flight Simulator Tom Reese YYC 

THE SOLMAR PERSERVERANCE TROPHY 

2010 - Pearl Brent Hughes FBYC 

2009 - Awarded to First GLSS Competitors; W. McMinn, D. Pavlat, W. Norris 

2008 - Afterburn Darren Gornall, Craig Pirie PCYC 

2007 - Time Bandit Bernie Richard, John Hunter ABYC 

SKIPPERS’ PLAN TEAM CHALLENGE TROPHIES 

2010 - Main Duck Course A35, Starchaser, Jeager PCYC 

2010 - Scotch Bonnet Course Impromptu, Wind Dancer NCYC 

2009 - Main Duck Course Nick’s Cafe, Defiant II, Seajay PCYC 

2009 - Scotch Bonnet Course Ticker Tape, Wayward PCYC 

2008 - Main Duck Course IMXteme, Thunder, Defiant PCYC 

2008 - Scotch Bonnet Course Windriven, Delta G PCYC 

LO300 CHARITY CHAMPION 

2010 - Nordic Belle Torstein Braaten EYC 



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Action Ashore 

Arrival at PCYC on Friday, the registration desk will be open starting mid 

morning. This is where final documents are handed in, transponders are picked 

up and skipper and crew kits are distributed. This is also where the story telling 

begins and friendly challenges are made. Once that is done, skippers and their 

crew are invited to enjoy PCYC’s bar service and relax and enjoy our hospitality. 

Many of our proud sponsors will have tents set up on the lawn overlooking 

Although this event’s focus is on having a tremendous time on the 

water, there is an amazing amount of action that takes place ashore, 

the busy harbour. There, participants can purchase regalia, last minute items 

both before and after the race. 

they need for the race or browse for items they may want to get in the future. 

Please check out www.lo300.org for up-to-the-minute details and information. 

The Skipper’s meeting is 

a command performance 

with important information, 

music, and valuable 

door prizes. 

Friday evening - Skippers’ meeting. We 

strongly recommend that skippers and crew 

attend this meeting. Last minute information, 

tips about the race and a meteorologist’s 

report are some of the things that will 

be discussed with the sailors. The people 

who paid attention to the weather report 

last year were at quite an advantage as they 

knew that storm was on its way. 

Following all this important information is a 

pre-race party with live entertainment and great food. 

Saturday morning. Race day opens with a breakfast sponsored by Sperry Topsider. 

Skippers and crew can see the Sperry Cup (presented to the overall winner), 

enjoy a last delicious meal on land, and participate in final boasting about 

how well they will place in the race. 

Throughout the race. A member of the LO300 committee is available 24 hours 

a day to provide any support that is needed. As the boats finish the race, everyone 

is welcomed with a smile and a complimentary snack no matter the hour. 

Main photo by Jonathan Vinden. Inset photos by Tommie Sue.


After the Race 

Don’t forget that the race, and the activities that lead up to the race 

are only part of the overall LO300 experience. There are two other 

“don’t miss” events you need to plan for. 

Post Race Party 

On Tuesday evening following 

the race, skippers, their crew and 

guests are welcomed to PCYC to 

a special post-race BBQ. 

This year we will be giving out 

flags to the first, second and 

third place clear winners of all 

divisions during this party. (If 

there is a protest or request for 

redress, we obviously will have 

to wait to award the flag until 

the results are finalised). 

A complimentary drink will be 

provided by our sponsors and 

a live band and slideshow of 

race pictures will entertain racers 

while they eat, socialise and swap “true” stories about the race. 

Awards Banquet 

The Awards banquet is on September 24. It will be the yacht racing event to attend 

with fabulous food, wonderful company and, of course, the presentation of the 

special prizes, trophies for all divisions, and the overall winner. 

Don’t start without us. 

• Safety Gear • Foul Weather Gear 

• Rigging Setup • Technical Rope 

www.fogh.ca 

416-251-0384 1-800-342-fogh (3644) 901 Oxford Street, Toronto ON M8Z 5T1 

LO300 Harken Awards 

John Osborn of Transat Marine & Harken has donated a series of “Special 

Awards” to be handed out each year. 

This tradition was created in 2009 when Bob Bugbee, owner of 

Defiant ll (PCYC) received the first of three 15 Year Recognition Plaques. 

The other LO300 Harken 15 Year Awards went to Jim Johnstone (PCYC) and 

Paul Willis (TS&CC). 

Jim has raced the LO300 for 15 years on the same boat - Sea Jay, a Hunter 30. 

Paul raced with his father for the first 5 years (1990 – 1994) aboard Moby 

Jane and since 1995 has raced an Elvstrom ½ Ton called Emerald. Paul has 

raced 19 LO300’s. 

Harken First To the Mark Award 

10 years ago the LO300 awarded the first boat to the first mark (Gibraltar 

Point Buoy) with a “special” award, and now the tradition is back. In 2010 Jim 

Wilkinson sailing Wayward, a Hunter 30 from PCYC, competing in the white 

sail division on the Scotch Bonnet Course, was the 1st boat to Gibraltar. 

Harken Special Award 

The LO300 committee wanted to recognize the universal, lifelong appeal of 

sailing and racing. This Harken Special Award was presented to Catchacoma, a 

Catalina 42 Mk ll owned by John Lever (PCYC) who sailed with 3 Generations 

onboard - grandparents, parents & the children. 

Harken Merit Awards 

Harken Merit Awards were presented to the rescuers who stood by Ron White’s 

Cheekee Monkee after being capsized and Brian Wright’s Storm Trooper after 

they were dismasted. 2010 recipients were: 

• Mike Newbury aboard Southern Cross (RCYC) for assisting Cheekee Monkee 

• Colin Wartman, aboard Proclivity (KYC) for assisting the dismasted Storm Trooper 

• Paul Delacourt aboard Cesan and Colin Bantin aboard Pagan both from 

BHYC also made sure all were okay before continuing the race 

The recipients of the Harken Merit Awards also received a special Rescue Flag. 

The presentation of Green Rescue Flags is a long standing PCYC tradition which 

recognizes skippers and crews who put the safety of fellow competitors before 

their own race. Each boat that helped with the rescues was granted redress (their 

time assisting/standing-by was deducted from their finish time). Rendering assistance 

in such inclement weather for countless hours in the 2010 race demonstrated 

great seamanship abilities and concern for fellow sailors in distress. 

Photo by Jonathan Vinden


About Rating Certificates 

Multihull boats on the Great Lakes. Certificates are only valid on the great lakes. 

In order to get any certificate, you need to have the proper information on your 

boat, class of boat, type of keel, type of prop and sail dimensions. A lot of boats 

By Graham Dougall, John Crawley, Alison Jones and PHRF-LO 

have different versions of the same boat, tall or short rigs, deep or shallow keels, 

wing keels, keel centerboards etc. It is important that you provide the correct information 

on your application to prevent delays. Sail dimensions should be obtained 

from your sailmaker. 

In order to race, you need a rating 

certificate. There are three handicapping 

or rating systems in use 

on Lake Ontario, PHRF Lake Ontario 

(PHRF LO) and IRC for Monohulls 

and GLMRA for Multihull boats. 

IRC is a measurement rule for cruiser/ 

racer monohulls that is used around the 

world. Boats are measured and sometimes 

weighed to get a rating that is a 

Time on Time multipler. Certificates in 

Canada are arranged through the CYA, 

the measurement data is sent to the 

RORC in England where the certificate 

is issued. IRC is a “Secret” rule, so boats 

can not be designed to the rule. There 

are three IRC measurers in Ontario, 2 in 

the Toronto area and 1 in Sarnia. 

PHRF (Performance Handicap Rating 

Formula) is a locally administered 

handicapping system. PHRF-LO is the 

PHRF authority for Lake Ontario. Each 

member Yacht Club has one or more 

club handicappers who look after any 

measurement required and process the 

application for their club. PHRF-LO 

certificates are only valid on Lake Ontario, 

as each PHRF regions sets its own 

rating for boats and a boat might have 

a different rating in another PHRF area. 

Boats coming from Lake Erie or the St. 

Lawrence Valley, can get a PHRF-LO 

certificate at no cost by providing a 

valid PHRF certificate from their area 

to a club handicapper, a new PHRF-LO 

certificate will then be issued. For racers 

from other areas, a PHRF-LO application 

must be completed and a Non 

Member fee of $60.00 paid to PHRF- 

LO. The fee can be paid on PayPal. 

GLMRA (The Great Lakes Multihull 

Racing Association) issues ratings to 

For an IRC certificate, you need to contact an IRC Measurer, you can do this 

through the CYA. IRC information can be found at http://www.lorc.org/IRC.htm or 

http://www.sailing.ca/racing/offshore_racing_and_regulations/irc_in_canada/ 

For a PHRF-LO certificate you need to contact your club handicapper if your club 

is a member of PHRF-LO or contact PHRF LO direct if your club is not a member 

or you are from another PHRF area. PHRF-LO information can be found at http:// 

www.phrf-lo.org/ 

For a GLMRA certificate contact GLMRA at http://www.lake-eriemultihull.com/ 

index.html. 

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Buying Your 

Special Awards 

Boating Insurance 

Perseverance Trophy 

The Perseverance Trophy 

is awarded at the discretion 

of the LO300 Com- 

Goes Beyond the Pricing 

mittee. The 2010 recipient 

was an understated 

A 

lower price can be appealing for any product. Insurance is no different. 

individual - Brent Hughes 

However, a lower price can sometimes translate into lower coverage 

aboard Pearl (FBYC). 

or poor service. The unfortunate result is that people are surprised 

when their policy doesn’t cover everything they thought it did. Unlike auto 

insurance, there is no standardization of coverage from one company to 

another for marine insurance. 

The best way to ensure proper coverage is 

to consult your broker and see if they have 

a marine specialist on hand. Most brokerages 

don’t employ one and direct writers 

(companies that don’t use brokers) only 

have access to one product so you might 

even have to shop around. 

Another detail to consider is that coverage 

and exclusions vary from company to 

company. It is important to inform your 

broker of what you will be using your vessel for and where you will be travelling 

with it. You do not want to find out at the time of a claim that you do not have 

proper coverage. 

At HUB, we house the largest variety of insurance companies. We are an international 

organization with the personal touch of local offices, dedicated in-house 

service and claims specialists, and the resource of marine experts on our team. 

Contact HUB and we can provide you with a quote for boats, yachts, and seadoos. 

Call 1.888.717.SAIL (7245) 

Did you know? 

The first double-handed all-female team competed in the 1992 race. The boat 

Rebel 2 was in division PHRF 6 and was skippered by Vicky Vachon and crewed 

by Cathy Rutter. The team was very proud of their accomplishment particularly 

given that long distance racing was very new to Lake Ontario in 1992. Placing 45 

out of the 67 finishers was a tribute to their skill, competitiveness and tenacity. 

Brent struggled through 

his first single handed 

LO300 dealing with 

halyards knotted around 

the top of the rigging 

while sleep deprived and 

physically exhausted. 

The 7th Annual Air Canada Draw 

The Skippers of all finishing boats have their name entered into a draw for 2 

tickets to fly anywhere in North America, including Hawaii & the Caribbean 

courtesy of Air Canada. 

Air Canada, courtesy of John Segaert, has been a valued sponsor for 7 years. 

John is a participant of the LO300 with his Hunter 33, We’re Here. 

In 2010 the winner was Dave Goede and his Beneteau 32s5 Pardon Moi, (FPYC).


The GLSS 

Lake Ontario 300 

Solo Challenge 

For diehard sailors, there is now a single handed version of the Lake Ontario 

300 called the Lake Ontario 300 Solo Challenge. It is run in partnership 

with the Great Lakes Single Handed Society, or GLSS. 

The Great Lakes Singlehanded Society is an organization established for 

the perpetuation of the sport of solo sailing. It is one of the few organizations 

where no amount of money will purchase a membership, only by 

successfully completing a Port Huron to Mackinac, Chicago to Mackinac, Sault 

Ste. Marie to Duluth, the Lake Erie Solo Challenge, or the Lake Ontario 300 

Solo Challenge (LO300SC), is lifetime membership conveyed by the Society. 

For those who qualify, the Lake Ontario 300 Solo Challenge is the most challenging 

single handed race held on Lake Ontario. 

It is offered within the larger Lake Ontario 300 Yacht Race, but the rules are 

somewhat different than those for the crewed classes. If you are interested in 

competing, visit the GLSS web site at www.solosailor.org/lo300.php to download 

the notice of race, entry form, and required equipment lists. 

There are also a number of special requirements for non GLSS members that 

want to complete. 

Remember that the LOSHRS 100 mile race is a valid qualifier race for the 

LO300SC, and in the LOSHRS portion of this Offshore Racing Guide, we include 

information that will help you get prepared.


A GLSS Analysis of the 2010 

“Weather 

Event” 

by Wally McMinn 

2010 was a difficult race, especially challenging for the single handed sailors. 

The following is the analysis of the “Weather Event” that occurred about 

2 1/2 hours into the race as the fleet was passing to the south east of 

Toronto Island. It was prepared by Wally McMinn, a GLSS member and liaison 

between GLSS and the LO300 committee. 

All GLSS Challenge events are inherently difficult, characterized by 

weather and many other uncertainties. The 2010 LO300SC was unique 

in terms of the severity of a weather event which moved across the fleet 

early in the regatta. From most reports, a series of three squalls hit the fleet as 

they passed Toronto and continued eastbound toward Main Duck Island along 

the north shore of Lake Ontario. Each was characterized by high winds, with 

35 knots reported from the first and third line squalls, and reports of 50-60 knot 

winds in the second of the cells. 

Eleven of the seventeen solo participants were kind enough to submit reports of 

their experience. These provide the basis of this summary. They were asked to 

comment on several specific questions, as well as offer any other observations 

they thought relevant. It is long standing GLSS policy to use the experiences of 

GLSS Challenge participants to guide gear and procedure requirement revisions 

for the organization, and to help others make safe long distance shorthanded 

passages on the Great Lakes. 

Background 

The second sailing of the LO300SC drew seventeen entrants, a significant 

increase over the inaugural in 2009 which had three entrants. Seven of the 

entrants were current GLSS members; the remaining ten were first-timers in a 

GLSS Solo Challenge. All of the new participants had demonstrated significant 

prior sailing experience, as well as completing the required 100 mile/24hr 

Qualifying Solo Sail. The LO300SC constitutes one of many classes within the 

LO300, and which included approximately 180 boats at the start. Of these, approximately 

60-70 retired from the event, many due to the weather event. 

Report Summaries 

Was the danger anticipated and recognized? Could it have been? 

A weather report and prediction was included in the pre-race Skipper’s


Meeting the evening prior to the start. The meteorologist noted the instability 

of the weather systems which would move through the area on race 

day, and emphasized the possibility of some severe weather early in the 

event. By most accounts, the weather briefing was one of the best pre-race 

reports the participants have had. In spite of this, all were surprised by 

the power of the squalls. Most were watching as the systems approached. 

Note that the solo fleet started last, and were the first to be effected by the 

systems. 

After recovering from the passage of the first system, they were able to 

observe what some described as “devastation”, “mayhem”, “chaos”, and 

“carnage” as the cells caught up with the crewed boats. Most were then 

surprised by the second, more powerful system. While the seas never built 

to high waves, the surface was described as “boiling white water”. 

What precautions were taken? 

Several of the participants chose not to set spinnakers at the start even 

though the weather conditions were ideal for a downwind spinnaker start. 

As the storms approached many were able to get spinnakers down, and 

reduce sail area. Those who were caught with too much sail area paid a 

price as autopilots were unable to control the boats downwind and allow 

further sail reductions. Some admitted to remaining “competitive” too long. 

Those who were able to sail through the first squall were overwhelmed by 

the second. 

What effect did the weather event have on the boat and crew? 

While seven of the solo boats had to retire from the event, no one reported 

personal injury, and the boats did not suffer structural damage. Sails were 

the most common equipment damaged, and the reason most who withdrew 

did so. The damage affected mainsails, headsails, and spinnakers. 

Those who lost only the spinnaker indicated they would likely have continued 

if their mainsails were intact. Only one reported having a spare main, 

but most had some alternative headsail. 

All of the skippers reported a more cautious spinnaker use as the event 

continued. One boat retired due to a damaged radio. One of the current 

GLSS members retired, and six of the first-time Challenge participants were 

forced to withdraw. All were able to bring their boats safely to port. Those 

who were able to continue reported accommodating to damaged lines, 

sails, and even a fouled spinnaker halyard that banged and clanked for 

most of the race. 

All also stayed tuned to the weather reports. While the LO300 did not 

require a periodic call-in, most of the solo fleet did participate using the 

same schedule used in other GLSS Challenge events. Ironically, once the 

fleet passed the half-way point near Oswego, NY, the winds died leaving 

the remaining participants to deal with a light, and no-wind beat westward 

for the second half of the event. 

Of those who were able to continue, they mentioned their sailing, and 

previous Challenge experiences as invaluable in allowing them to react 

instinctively, avoid serious damage and continue. Equipment redundancy 

and sailing instincts were the most often cited. Some also had back-up 

autopilots, although none reported having to use them. 

Were you knocked down? Any water through the companionway, and were 

the hatch boards in? 

Most of the boats were knocked down to some degree, some almost 

90 o . All tried to release sheets and halyards, some of which got fouled, or 

clutches failed to completely release. In retrospect most of the respondents 

indicated they would refit with systems to make sail reduction easier 

when sailing downwind. Most had hatch boards in and none had sea water 

intrusion, even when knocked down. Those who did not have the boards 

in got wet cabins from the rain. Those who had ports open also got wet, 

but nothing more. Those boats which were not knocked down attribute it 

to having recognized the approaching storms astern, and reducing sail area 

in time. They also sensed the need to change from racing mode, to survival 

mode early on. 

Many who reported being knocked down remained so for some time, being 

driven sideways for what seemed like an eternity. Those who were able 

to clear fouled lines or sheet stoppers found their boats righted themselves 

as designed. 

Are the current GLSS gear requirements appropriate? 

Most agreed the requirements are adequate, with one emphasizing the 

need to revisit the issue. The only new gear recommendation / requirement 

mentioned was a personnel or ship’s EPIRB. One crewed multihull was 

flipped, but the crew was quickly rescued with the help of other LO300 

participants and the Canadian Coast Guard. While all of the boats had 

trackers provided by the Race Committee, many of these cell phone based 

devices periodically would lose coverage. This underscores the need to let 

those ashore know they cannot be depended upon. The LO300 shore side 

RC did a remarkable job of answering the many calls from concerned family 

and friends. 

I N N O V A T I V E S A I L I N G S O L U T I O N S


Competing Solo 

particularly friendly. So I remained prudent and poled out my headsail, thinking 

that might be fine for now. And I was happy. It kept me at hull speed. 

But then my pole slipped. It had started raining by then—and the useless rubber 

stoppers in my (hated) telescopic pole don’t like to grip anything when 

they’re wet, so my 17’ pole unceremoniously parceled itself into something in 

by Brian Mitchell 

the 10-foot range and my speed dropped proportionally. I was in the middle of 

addressing that issue when the weather gods spanked me. 

The first squall wasn’t so bad, though I was somewhere on foredeck 

when it hit. There was absolutely no warning. 

The single-handed fleet was the last to start that morning, so there was 

nothing behind us: there were no ripping sails, no flattened boats—no carnage, 

in other words—to tip us off as some others reported. We were truly 

on our own in that respect. But we were certainly a game fleet. All around 

me at the start, I saw boats hoisting chutes, heeled over, going hell-bent for 

leather. It’s true, the wind was only about 12-15 knots, but at a very large and 

festive skipper’s meeting only the night before, Ron Bianchi (our weather guru) 

had warned of unstable systems for the next few days, and the sky didn’t look 

By odd coincidence, the thing I remember most vividly was, not my own, but 

someone else’s boat. Close on my starboard side, he had his spinnaker up, and 

I’ve never seen anyone round up so spectacularly and become so violently out 

of control. There was nothing he could do. Eventually I caught sight of his 

chute flying from the top of his mast like some wild flag of surrender. I couldn’t 

help thinking that if he’d been on my other side, our boats would have mangled 

together in one very ugly collision. Otherwise, I really wasn’t in bad shape. 

Pointed in an odd direction, as you might expect, I had 35 knots of wind 

insistently wrapping my headsail around the forestay. Already on the foredeck 

where I’d been caught, I pulled the sheets forward, untangled the mess, then 

simply threw the sheets, sail, everything, outboard while I rushed aft to furl the 

sail. The sheets stayed horizontal while I furled and I don’t think they touched 

the water! 

My headsail was a little frayed, but functioning, and it wasn’t long before all of 

us, it seemed, were on our feet again. As it turned out, at least two single-handers 

I know of had to retire after that squall. Feeling ship-shape and secure again, 

I phoned my wife, Maria, to report that I had seen my race-making event, I’d 

been tested by the gods, remained unscathed and been found worthy. For 

some ridiculous reason, I really did think that the worst was generally over. The 

rest of the race would be only a matter of finding my groove, managing sleep, 

and grinding away miles. 

But then there was the second squall. Ah, the second squall. There was a little 

attitude in the second squall—a loud, jeering taunt of “Who’s your daddy?” 

The second squall made me wonder if I’d lose sails, mast, everything. 

Only moments earlier, I had exchanged greetings and coordinates with a 

competitor and was down below when I felt the motion of the boat change a 

little. I didn’t waste any time—but immediately after clipping on and getting 

above, all hell had broken loose. And everything was up: full main, big number 

one. Whether by rounding up, releasing sheets or a combination of both, I 

somehow managed to dump power, leaving the boat with flogging sails, a lot 

of heel, but pushing ever-so-slightly against the gale under auto pilot. The first 

thing I did next was clip my locker hatches shut. The clips were there on the 

latches, ready for use, but why I hadn’t simply clipped the lockers shut with 

them before the start of the race just seemed now a bizarre act of idiocy on my 

part. Somewhere in the corner of my eye, I noticed that all the waves around 

me had been suddenly blown flat, that all water thereabouts was just one big


whitecap. Getting the main down became an imperative because listening to 

its horrific flogging and watching the rig shudder was a real cause for concern. 

It took everything I had to pull that main down, but I eventually got a tie around 

it. Next, still struggling, I furled the headsail, though about two feet remained in 

the wind because I’d run out of furling line on the drum (it was a considerably 

tight furl, as you might imagine). After that, I knew I was fine—still doing about 

five knots—and began assessing damage. 

Above decks, there were several things: a more tattered headsail (though it 

seemed to be mostly UV stuff); the dislodged mainsail slides (track bolt disappeared, 

no spare); some torn canvas (flapping hideously); and the cockpit in 

complete disarray. So far, so good. Below decks, on the cabin sole, lay a shard 

of lumber about a foot and a half long, with a sizable metal fitting still attached 

to it. Though I knew it belonged to the boat, I had no idea what it was 

or where it had come from. Still, it couldn’t be good news. With a little forensic 

exploration, comprehension gradually dawned: in my rush to get the main 

down, the halyard had dislodged a single hinge, and the heel of the boat had 

shattered what was left hanging of my wooden companionway stairs. 

Try as I did to figure out a way to tie the steps back up again, the best solutions 

I could come up with amounted to little more than clever booby-traps waiting 

to catch me unawares. I considered carrying on without the steps (just tossing 

them forward somewhere), but in due course I took more time, pondered, 

and looked around. The winds were not about to go light, there were droves 

of mammatus clouds in the sky, and I knew that the waves at the other end of 

the lake would be huge. There were times I’d damn near broken my neck at 

the dock with the companionway steps removed. So I made my decision and 

gradually turned the boat toward home. 

“I’m done,” I told Maria on the cell phone (later she told me she was surprised 

because the weather at home was fine). I was about seven miles from Bluffer’s 

when the weather gods had finally spanked my tail between my legs, so I asked if 

she could pick me up at the club. And there was another thing I hoped she could 

do for me. I had tried several times to inform the race committee of my retirement 

from the race on VHF. Nothing. I heard others trying to hail the RC several 

times over VHF. Still nothing. Then I tried using my cell phone and got a busy 

signal. Okay, I thought, that made sense, they should be busy. I tried again, and 

this time got an answering machine. I also gave Maria an address and asked her 

to email someone. An inglorious end, I thought, to my glorious event. 

I had spent a year anticipating and preparing for that one race: a 24-hour qualifying 

race the summer before; paperwork for the GLSS (who govern the Solo 

Challenge) completed in the fall; gathering the required safety equipment over 

the winter; a Safety At Sea Seminar in the spring; and, of course, readying the 

boat itself in the months prior. I lasted three hours. And that was that. 

Next summer? Well, that’ll be another story. Most certainly. 

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June 3rd, 2011 

Starting at 8:00 p.m. 

The Coolest 

Race on the Lake


The Race 

For those that don’t know, the Susan Hood Trophy Race is the first overnight 

race of the season and is sometimes affectionately referred to as the “Coolest 

Race on the Lakes”. Because the race is run in early June the race offers 

some extra special challenges and serves as an great tune up race for the 

entire season. 

In 2010 there were 77 participants, and it is expected that there will be more 

this year. 

Details 

The Course* 

The Susan Hood course is a counterclockwise circumnavigation of the west 

end of Lake Ontario. The major marks include: 

Port Credit Yacht Club Start Line 

Burlington Weather Mark 

Niagara R2 Mark 

Port Credit Yacht Club Finish 

Divisions* 

2011 is the second year that double handed boats have participated in the 

Susan Hood Trophy Race. The complete list of division include: 

Flying Sails – Fully Crewed Non Flying Sails – Fully Crewed 

Flying Sails – Double Handed Non Flying Sails – Double Handed 

Registration and Fee 

Price is $60.00 CDN for 2011, and this includes a Sperry Top-Sider skipper shirt 

and a post race reception during which winners flags will be presented. For 

those that have seen the fantastic North Sails division winner flags awarded for 

the LO300, you will be thrilled to know that North Sails will be providing the 

division winner flags for the Susan Hood Trophy Race as well. 

Registration is done online at susanhood.pcyc.net 

You can also catch up on the latest information on Facebook.com/lo300 

* Please refer to the SIs for the final, and official course as well as division splits. 

The Susan Hood Trophy Race was created in 1955 by Doug Hood, a 

PCYC member who offered to put up a trophy if someone would produce 

a simple measurement system for handicapping custom built yachts. 

George Cuthbertson of C&C Yachts suggested a rule that was designed by 

Colonal Grant from Royal Military College. It was put to the test in an early 

season race with a trophy named after Doug’s newborn baby daughter, Susan. 

Twenty five boats were measured for the first race using this rule, which become 

known as the Lake Ontario Rule and was used for 35 years before PHRF 

took over. Today, the Susan Hood Trophy is presented to the yacht winning 

PHRF overall, with other trophies for the division winners. 

Photo by Fred Harding aboard Timorian. 

The Susan Hood Trophy race is approximately 72 nm, starting at PCYC and 

rounding the Burlington weather tower, and Niagara R2 buoy before returning 

to PCYC. The race starts on the Friday evening of the first weekend in June, 

making it an overnight experience on very cold water. 

The Susan Hood Trophy Race has always been held at PCYC and for many years 

was the start of the LORC Offshore Series. As of the 2010 event, the race is now 

organized and managed by the LO300 Organizing Committee and is recommended 

to anyone planning on participating in the LO300 or looking for an 

offshore challenge early in the season. To ensure it is a proper LO300 tune-up 

race, a double handed division was added in 2010, providing a new challenge 

for experienced double handed racers.


2011 Susan Hood Trophy Race 


The Notice of Race is a formal description 

of the race, and outlines key dates, safety 

requirements, and the obligations that the 

skipper must accept in order to participate. It is 

imperative that all skippers, and ideally all competitors 

read and understand the Notice of Race 

before they accept the responsibility of competing 

in the Susan Hood Trophy Race. 

Remember 

Event Date Friday, June 3rd, 2011 

Pre-Race Social & BBQ 17:00 

Information Session 18:30 

First Gun 19:55 

Sperry Post Race Party - Sunday 14:30 

Division Winner Flag Presentation 15:00 

Trophies will be presented at the LO300 Awards Banquet 

September 24th PCYC 

Skippers Shirts supplied by Sperry Top-Sider 

Division Flags supplied by North Sails 

1. RULES 

1.1 The race will be governed by the rules as defined in The Racing Rules 

of Sailing. 


the entire race; including in US waters, see; 


1.3 The Susan Hood Trophy Race is governed by the following; 

Susan Hood Trophy Race Equipment & Safety Regulations available at 

www.susanhood.pcyc.net 

Port Credit Yacht Club Visiting Yacht Policy available at www.pcyc.net 



of Sailing shall apply to the period between 20:00hrs and 06:00hrs 


Each sailboat may communicate with any person, competitor, 

sailboat or outside source of information available using any 

means available throughout the race. 



1.5 Class rule(s) will be changed as follows; 

IRC: Sailboats are allowed to carry one additional spinnaker over the 

number listed in the sailboats’ IRC certificate 

1.6 This event is designated a Clean Regatta Bronze by the Sailors for the 

Sea (www.sailorsforthesea.org). By entering, all competitors agree 

to abide by Clean Regatta Bronze level certification requirements. 

Sailboats observed discharging garbage or black water (sewage with 

faeces) into Lake Ontario or harbours will be protested and the penalty 

is disqualification from the Susan Hood Trophy Race. Any such 

disqualification may be used by the Organizing Authority whether to 

accept future registrations by this sailboat or owner. 


Instructions, the Sailing Instructions shall apply 


Boats may be required to display advertising chosen and supplied by the 

organizing authority. 


3.1 The LO300 Committee, upon application and subsequent review of 


continued on next page


of a vessel may, at their sole discretion and without appeal, accept or 

reject such vessel as suitable for this race. 

3.2 Eligible yachts may be entered in the race by registering online at 

www.susanhood.pcyc.net. 

3.3 The race is open to monohull sailboats in a one design class or handicap 

class, with a valid rating certificate. 

Divisions 

Double Handed IRC 

Double Handed PHRF-LO Flying Sails (FS) 

Double Handed PHRF-LO No Flying Sails (NFS) 

Fully Crewed IRC 

Fully Crewed PHRF-LO Flying Sails (FS) 

Fully Crewed PHRF-LO No Flying Sails (NFS) 

Divisions shall be sub-divided into Fleets. The LO300 Committee shall 

assign sailboats to fleets based on number of sailboats registered. 

If sufficient sailboats in a one design class register, a division will be 

created for them. 

3.4 Handicapped monohull sailboats shall hold a valid PHRF-LO or IRC 

certificate. For sailboats from outside the PHRF-LO area, arrangements 

must be made in advance to obtain a PHRF-LO certificate. Contact 

the Organizing Authority or PHRF-LO directly, well in advance of the 

event, to obtain details on accomplishing this. 



rating certificate number, insurance information, crew information and 

payment of the entry fee. 

3.6 Sailboats entered in a Double Handed Division shall be crewed only 

by a skipper and one other crew, both of whom shall be not less than 

18 years of age. Skippers in the Fully Crewed Division shall be not less 

than 18 years of age and at least one other crew member shall not be 

less than 18 years of age. 

3.7 The Double Handed Division for those with experience in either single 

or double handed racing and the LO300 Committee, at their sole discretion 

and without appeal, can accept or reject such boat and crew 

as suitable for this race in the double handed classes. 

3.8 Competitors’ sailboats shall only display a sail number registered 

specific to the sailboat at the time of its commission. Requests, on the 

Alternate Sail Number Form, to display alternative sail numbers to the 

sailboat’s commissioned sail number may be approved by the LO300 

Race Committee and must be filed with the registrar prior to the Participants 

Meeting. 

4. FEES 

4.1 Required fees are as follows: 

All Classes 

5. SCHEDULE 

$60.00 CAD 

5.1 Registration online at www.susanhoad.pcyc.net until 23:59 EDT, Monday, 

May 30, 2011 

5.2 There is an information meeting for competitors at 18:30 EDT, Friday 

June 3, 2011 on the patio at Port Credit Yacht Club. 

5.3 Division and fleet splits and starting sequence shall be posted by June 

1, 2011 at www.susanhood.pcyc.net. 

5.2 The warning signal is at 19:55 EDT, Friday, June 3, 2011. 

6. MEASUREMENTS AND INSPECTIONS 

A sailboat may be inspected at any time. The Race Committee may, at the 

finish of the race, direct a sailboat to proceed directly to a designated loca-


tion at Port Credit Yacht Club. A sailboat which fails to follow such directions 

or which subsequently fails the inspection may be protested by the 

Race Committee 


The sailing instructions will be available at www.susanhood.pcyc.net by 

May 20, 2011. 


The venue is Port Credit Yacht Club, with the start and finish off Port Credit 

Yacht Club. The course is 73 NM in length and will be from the start, to 

the Burlington Weather Tower, to the Niagara Buoy “R2”, to the Port Credit 

Yacht Club. 




10. SCORING 

For sailboats racing under PHRF-LO, PHRF-LO Time-on-time will be used 

to calculate the corrected time. For sailboats racing under IRC, the IRC Rule 

will be used. 

11. BERTHING 

Sailboats berthing at PCYC before or after the race must follow PCYC’s Visiting 

Yachts’ Policy including pre-registration available at www.pcyc.net. 

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Each yacht may communicate with any person, competitor, yacht or outside 

source of information available using any means available throughout the 

race. 

13. PRIZES 

Trophies and/or flags shall be awarded to the winning yachts in each Division 

and Fleet. 

A list of the trophies awarded, their eligibility requirements and selection 

methodology is available at the www.susanhood.pcyc.net web site. 

Flags will be presented at the party on the evening of Saturday, June 4, 2011 at PCYC. 

The trophies will be presented at the joint SHTR/LO300 Challenge Race 

Banquet on Saturday September 24, 2011 at the Port Credit Yacht Club. 


Sailing is an activity that has an inherent risk of damage and injury. Competitors 

in this event are participating entirely at their own risk. See RRS 4, 

Decision to Race. The race organizers (organizing authority, race committee, 

protest committee, host club, sponsors, or any other organization or 

official) will not be responsible for damage to any boat or other property or 

the injury to any competitor, including death, sustained as a result of participation 

in this event. By participating in this event, each competitor agrees 

to release the race organizers from any 

and all liability associated with such 

competitor’s participation in this event 

to the fullest extent permitted by law. 

15. INSURANCE 

Each participating boat shall be insured 

with a valid third-party liability insurance 

policy with a minimum cover of 

$2,000,000 CAD per event for Canadian 

boats and an adequate level of 

third-party liability insurance applicable 

in Canadian and US waters for non- 

Canadian boats. 


For further information, including social 

events, please see 

www.susanhood.pcyc.net. 

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Short Handed 

Racing Series 

2011


The Organizing Committee 

The LOSHRS Stein 

Every boat that competes in LOSHRS receives a beautiful glass stein 

with the boat name, club, and the year. This is one of the traditions 

we hold dear, and many now have a large collection! 

PORT CREDIT YACHT CLUB 

Phone: 905-278-5578 Fax: 905-278-2519 

COMMODORE 

Peter Rourke 

REAR COMMODORE 

Don French 

LOSHRS ORGANIZING COMMITTEE 

(Under the authority of the Port Credit Yacht Club) 

Ian McAllister (PCYC) Co-Chair 

Jonathan Vinden (PCYC) Co-Chair 

Robin Ball (PCYC) Treasurer 

Ric Doedens (PCYC) Sponsorship 

Joe Doris (PCYC) Member at Large 

Carolyn Archibald (PCYC) Communications 

Ron Watt (PCYC) Trophies 

Alison Jones (OYS) Member at Large 

Race Officer: Graham Dougall (QCYC) (egd@securefail.com) 

FOR MORE INFORMATION CONTACT 

Ian McAllister (905-823-1071) 

or 

Jonathan Vinden (jvinden@brickworksonline.com) 

FOR REGISTRATION INFORMATION, VISIT 

www.loshrs.com 

Please complete the online registration. 

The Lake Ontario Offshore Racing Guide has been designed and 

produced by Jonathan Vinden. 

Printing courtesy of Pitney Bowes. 

Double handed boats get two steins, 

single handed competitors one. 

It is only thorough the generosity and contribution of time from many of the 2011 

executive that this guide to Long Distance Racing on Lake Ontario has become a 

reality.


Welcome to LOSHRS 

Dear Racers, 

On behalf of the organizing committee of the Lake Ontario Short Handed 

Racing Series (LOSHRS), it is our pleasure to invite you to participate in 

the 2011 season. 

As many of you know, single and double handed racing continues to grow 

in popularity here on Lake Ontario as well as many other placed around the 

world. It is ideal for those that are looking for a challenge trying out their own 

sailing ability against a friendly and supportive fleet, as well as those that are 

tired of organizing a large crew for weekend regattas. The LOSHRS committee 

works hard to make this a fun and safe, yet challenging test of sailing skill. 

Remember, LOSHRS is still only four action packed weekends in the summer, 

which means the mid-summer sailing season remains open for cruising 

or so you can compete in other events such as the Lake Ontario 300. 

We are sure that you will enjoy LOSHRS’s focus on long distance, destination 

oriented racing, as well the camaraderie amongst the skippers and 

their dedicated crew. In 2010 over 115 yachts registered, and the series 

averaged 70 boats on the starting line for each race. The yachts were organized 

into 12 fleets for tight, fair competition, and over 30 trophies were 

awarded to those that overcome challenges in the various races, and also 

won in the overall series. 

We urge you to join us this year, and really challenge yourself. Short 

handed racing is a great way to prove yourself as a sailor while having a 

huge amount of fun. 

Jonathan Vinden and Ian McAllister 

Co-chairs of LOSHRS 

Windriven racing back to PCYC from Port Dalhousie, 2010. Photo Val Matison.


Race Dates 

Fees 

The Lake Ontario Short Handed Racing Series only takes up 4 weekends 

LOSHRS works hard to keep its fees as low as possible. This is due in part to 

during the year, and it leaves the mid summer months open for cruising or 

the generosity of the sponsors, as well as the hard work of the organizing committee. 

participation in the LO300 race. 

Each LOSHRS race has a skipper and crew meeting the Friday night before 

The cost for the entire series is $140. 

the event, except for the short course race that has the meeting the morning 

of the actual race. 

It costs $40 to participate in a single race and $80 for a two race weekend. 

Please put these dates into your calendars. 

Date 

June 5 th 

June 18 th 

June 19 th 

August 20 th & 21 st 

September 17 th 

September 18 th 

November 5 th 

Event 

Short Course Race 

PCYC to Youngstown Race 

Youngstown to PCYC Race 

100 Mile, Long Distance Race 

PCYC to Port Dalhousie Race 

Port Dalhousie to PCYC Race 

Awards Banquet 

How to Register 

Please register online by going to www.loshrs.com. 

Click on the link to the LOSHRS online registration system. Fill out the form, 

and pay using a major credit card. You will need to read and accept the waiver 

before you can complete the transaction and register. 

Photo by Bob Ferguson, taken at the start of the 2009 Port Dalhousie to PCYC race. It started out light, 

but within minutes of the start, the wind filled, and the majority of the race was in 10 to 15 knots of breeze.


So What Exactly is 

After 20 years of happily cruising on Georgian Bay, 

it was time for a new lake and a new challenge. 

Up until the move to Lake Ontario, we were 

LOSHRS? 

racing if we were in front of someone and cruising if we 

were behind. We had a lot to learn. Decades of cruising 

and overnight anchoring had taught me the exceptional 

skill of how to keep your boat absolutely stationary for 

extended periods. Good to know for “cocktails” but 

by Ric Doedens 

not much help in racing. Ready for anything when we 

arrived at PCYC in 2004, one of the first race series we 

joined was LOSHRS. 

Six years later, we have done it all. Besides LOSHRS, we 

have raced white-sail, spinnaker, one-design, PHRF, fully 

crewed, shorthanded, round-the-cans and long-distance 

and have enjoyed them all. But if I were forced to pick 

one series only, without hesitation it would be the 

LOSHRS. In all the sailboat racing I have done, LOSHRS 

has been the most challenging and yet the least stressful, 

the most rewarding and without a doubt, the most 

fun. How can this be? What creates this kind of magic 

combination? 

A portion of the 2010 LOSHRS fleet rafted at Youngstown Yacht Club. Some boats elect to stay 

on the Canadian side at Niagara, and others are further up the wall to the south. 

Photo by Jonathan Vinden 

First and foremost – it’s the people. The series seems to 

be a magnet for exceptionally remarkable human beings. 

Not every race series can boast this quality. Be prepared 

to make lifelong friends. 

Then there is the inclusiveness. As a PHRF-LO event, the 

LOSHRS is open to all boats whether cruising or racing 

design that meet the minimum length (20’) and safety 

standards. As a result we have Crealock 34’s racing 

alongside Schock 40’s and J-24’s racing alongside J-35’s. 

Even though you are grouped into classes that have 

similar PHRF ratings, everyone is racing together toward 

the same finish line at the same time! This is not possible 

with most traditional regattas and it is a great treat 

to be part of a 75 to 100 boat fleet charging across the 

lake together. Better yet, at the end of the race, you can 

compare your performance against all other boats in the 

fleet. It is not uncommon for the rocket ships in the fleet 

to be humbled by a well-sailed “white-sail” cruiser. 

Thirdly, there is the challenge. As a short-handed racer, 

you must harness all the skills you previously learned on 

the race course with your full crew and now do them all 

yourself - simultaneously. How hard can it be? Actually, 

not as hard as you might think.


Unlike “round-the-cans” racing where a crack team of 

specialists are needed to skillfully complete the course 

and where a single split second mistake will cost you 

the race, the “point to point” racing in LOSHRS need 

only be as intense as you wish and is generally far more 

relaxed as you rarely find yourself in close-quarters with 

your competition. If you normally cruise with you wife, 

you can race with her in LOSHRS and do very well and 

have fun doing it. 

Lastly, there is the event itself. Depending on who you 

speak to, one person will describe LOSHRS as a cruise 

disguised as a race while another will describe it as a 

race disguised as a cruise. These are long distance races 

made up of a one-day event, two back-to-back weekend 

events across the lake and a 100 Miler overnight race. 

Each long enough to provide challenge and adventure but 

short enough to include a healthy dose of pre and post 

race socializing with good friends. The skills exhibited on 

the water are regularly outdone by the culinary delights, 

which appear out of nowhere when the racing has ended 

and the re-cap, bragging and trash-talk begins. The ‘yarns’ 

told on shore clearly prove that ‘embellishment’ is not a 

lost art. 

In my book, there is no better 

combination of challenge, good 

fun and camaraderie to be had on 

the lake, all the while enjoying the 

pure pleasure of sailing at it’s very 

best. Add a very gratifying sense 

of personal accomplishment and 

a very real increase in your sailing 

skills and confidence and you have 

an unbeatable combination. 

Come on out and join us. You may 

not win every race, but no matter 

what, you can’t lose. 

LOSHRS is pleased to introduce you to a 

new sponsor - Diamond Estate Wines & 

Spirits, and especially their Famous Newfoundland 

Screech Rum. Come on out to 

our skippers meetings, and there is a good 

chance you can win a wee bit of Screech 

for yourself! 

The Story 

of Screech 

Long before any liquor board was created, 

the Jamaican rum that was eventually 

to be known as Screech was a 

mainstay of the Newfoundland diet. Salt fish 

was shipped to the West Indies in exchange 

for rum; the fish became the national dish of 

Jamaicans and the rum became the traditional 

drink of Newfoundlanders. 

Not being overly concerned with alcohol 

content, the early fishermen tended to drink 

the rum at incredibly high strength with no 

attempt made to temper the taste. When the 

Canadian government took control of the 

alcohol trade in the early 20th century, they 

put the rum in a sophisticated, unlabelled 

bottle and fortunately did not alter the rum 

itself. This delightful product may have continued 

indefinitely as a nameless rum except 

for the influx of American servicemen to 

Newfoundland during World War II. 

As the story goes, the commanding officer 

of the first detachment was taking advantage 

of Newfoundland hospitality for the first 

time and was offered a drop of rum as an 

after dinner drink. Seeing his host toss back 

the liquor with nary a quiver, the unsuspecting 

American adhered to local custom and 

downed the drink in one gulp.


The look of shock and the glorious shades of color 

The 2011 LOSHRS 

on the American’s face were overshadowed by 

the bloodcurdling howl made by the poor fellow 


as he managed to regain his breath. Sympathetic 

persons from miles around rushed to the house 

to assist the poor man in such obvious agony and 

of course to satisfy their curiosity as to what was 

going on. Among the first to arrive was a garrulous 

old American sergeant who pounded on the door 

and demanded “What the cripes was that ungodly 

screech?” 

The taciturn Newf who had answered the door replied 

simply, “The screech?” ‘Tis the rum, me son.” 

Thus was born a legend. As word of the incident 

was passed around, the soldiers determined to try 

this mysterious “screech” and finding its effects as 

devastating as the name implies, adopted it as their 

favorite. 

The liquor board immediately pounced on the 

name and reputation and began labeling Famous 

Newfoundland Screech. Over the years, the alcohol 

content of Screech has been toned down and 

the flavor mellowed, so that in 2003, Screech Rum 

won a gold medal for excellent taste at the International 

Rum Festival. Today, Screech remains a 

Newfoundland favorite. 

The Notice of Race is a formal description of 

the race, and outlines key dates, safety requirements, 

and the obligations that the skipper must 

accept in order to participate. It is imperative 

that all skippers, and ideally all competitors 

read and understand the Notice of Race before 

they accept the responsibility of competing in 

any of the LOSHRS races. 

1. RULES 

1.1 The race will be governed by the rules as 

defined in The Racing Rules of Sailing. 


the entire race; including in US waters, see 


1.3 Applicable Class Rules 

Sailboats racing in PHRF, the PHRF-LO rules shall apply. 

1.4 The Lake Ontario Short-Handed Series is governed by the following- 

LOSHRS Equipment and Safety Regulations available at www.loshrs. 

com and the Port Credit Yacht Club Visiting Yacht Policy available at 

www.pcyc.net 



of Sailing shall apply to the period between 2000hrs and 0600hrs. 


Each yacht may communicate with any person, competitor, 

sailboat or outside source of information available using any means 

available throughout the race. 




Instructions, the Sailing Instructions shall apply 


Sailboats may be required to display advertising chosen and supplied 

by the organizing authority.



3.1 The LOSHRS Committee, upon application and subsequent review of 


of a vessel may, at their sole discretion and without appeal, accept or 

reject such vessel as suitable for this race. 

3.2 Eligible yachts may be entered in the race by registering online at 

www.loshrs.com web site. 

3.3 The race is open to monohull sailboats, 20 ft. LOA or greater. Divisions 

will include Flying Sails (FS) and No Flying Sails (NFS) either Singled 

Handed or Double Handed. 

3.4 Handicapped monohull sailboats shall hold a valid PHRF-LO certificate. 

For sailboats from outside the PHRF-LO area, arrangements must 

be made in advance to obtain a PHRF-LO certificate. Contact the Organizing 

Authority or PHRF-LO directly, well in advance of the event, 

to obtain details on accomplishing this. 



rating certificate number, insurance information, crew information and 

payment of the entry fee. 

3.6 All skippers must be 18 years of age or older. 

3.7 Divisions and Fleets 

Division a PHRF Rating Back Stay Flag b 

Single Handed - No Flying Sails NFS All Numeral Pennant “1” 

Single Handed - Flying Sails FS All Numeral Pennant “2” 

Double Handed - No Flying Sails NFS All Numeral Pennant “3” 

Double Handed - Flying Sails FS 144 & up Numeral Pennant “4” 

FS 75-141 inclusive Numeral Pennant “5” 

FS 72 & below Numeral Pennant “6” 

a 

Divisions will be split into fleets based on PHRF rating. These splits will be published 

at the first competitors’s meeting 

b 

Sailboats shall fly the listed numeral pennant, for their division and PHRF rating for 

which they are racing, from their backstay or other prominent position if she has no 

backstay. 

4. FEES 

4.1 Required fees are as follows: 

Full Season Until January 31, 2011 $100.00 CAD 

On & after February 1, 2011 $140.00 CAD 

Single Race* 

$40.00 CAD 

*Each Saturday and Sunday race of the two day YYC and DYC weekends count as an 

individual race 

5. SCHEDULE 

Race Number Competitors’ Meeting Race 

Time Location First Warning 

Race 1 09:30 Sun. Jun. 5 PCYC 11:25 Sun. Jun. 5 

Race 2 19:30 Fri. Jun. 17 PCYC 09:55 Sat. Jun 18 

Race 3 09:55 Sun. Jun 19 

Race 4 19:30 Fri. Aug. 19 PCYC 09:55 Sat. Aug. 20 

Race 5 19:30 Fri. Sep. 16 PCYC 09:55 Sat. Sep. 17 

Race 6 09:55 Sun. Sep. 18 

6. MEASUREMENTS AND INSPECTIONS 

A sailboat may be inspected at any time. The Race Committee may, at the 

finish of the race, direct a sailboat to proceed directly to a designated location. 

A sailboat which fails to follow such directions or which subsequently 

fails the inspection may be protested by the Race Committee 


The sailing instructions will be available at www.loshrs.com by 

May 20, 2011. 


Race Start Course Length 

Number 

1 South of PCYC PCYC to west-end of Toronto Islands 12 NM 

2 South of PCYC PCYC to YYC 28 NM 

3 North of YYC YYC to PCYC 28 NM 

4 South of PCYC PCYC to PCYC 100 NM 

5 South of PCYC PCYC to DYC 25 NM 

6 North of DYC DYC to PCYC 25 NM 




10. SCORING 

For sailboats racing under PHRF-LO, PHRF-LO time-on-time will be used to 

calculate the corrected time. The low point scoring system RRS A2 for an 

extended series will be used for series scoring.


For Overall Trophies and Fleet Series Winners (White Flags): 

Eligibility: A sailboat must rank as a finisher in the Long Distance Race 

Methodology: A sailboat’s score is calculated as follows; 

Races scored as completed race 

One to four 

Five 

Six 

Races 

All races included 

From the same fleet as she raced in the Long Distance Race. 

11. BERTHING 

Long Distance & best three races included 

Long Distance & best three races included 

Sailboats berthing at PCYC before or after the race must follow PCYC’s Visiting 

Yachts’ Policy including pre-registration available at; 

www.loshrs.com (in column on right of page) 


Each sailboat may communicate with any person, competitor, sailboat or 

outside source of information available using any means available throughout 

the race. 

13. PRIZES 

Flags shall be awarded as follows; 

Individual Races: 

Flags are awarded for first, second and third. 

Fleet Series: 

A white flag will be awarded for first place in each fleet as with series 

scoring as defined in Section 10 Scoring. 

Trophies: 

A list of the trophies awarded, their eligibility 

requirements and selection methodology 

is available at the www.loshrs.com 

web site. 

Awards Night shall be Saturday November 5, 

2011 at the Port Credit Yacht Club. www.pcyc. 

net. 


Sailing is an activity that has an inherent risk of 

damage and injury. Competitors in this event 

are participating entirely at their own risk. See 

RRS 4, Decision to Race. The race organizers 

(organizing authority, race committee, protest 

committee, host club, sponsors, or any other 

Alden Dimensional Media 

is a group of graphic arts 

professionals helping their 

clients achieve unique and 

customized marketing solutions. 

They help out each year by 

printing our posters and the 

trade show booth. 

Contact them toll free at 

1-800-322-2754 

www.alden.ca 

organization or official) will not be responsible for damage to any boat or 

other property or the injury to any competitor, including death, sustained 

as a result of participation in this event. By participating in this event, each 

competitor agrees to release the race organizers from any and all liability 

associated with such competitor’s participation in this event to the fullest 

extent permitted by law. 

15. INSURANCE 

Each participating boat shall be insured with a valid third-party liability 

insurance policy with a minimum cover of $2,000,000 CAD per event for 

Canadian boats and an adequate level of third-party liability insurance applicable 

in Canadian and US waters for non-Canadian boats. 


For further information, including social events and for docking arrangements, 

please visit www.loshrs.com.


The 2011 LOSHRS 

Equipment Requirements 

PREAMBLE 

The safety of a sailboat and her crew is the sole and inescapable responsibility 

of the skipper, who must do his/her best to ensure that the sailboat is 

fully sound and thoroughly seaworthy. The skipper should be confident that 

he/she is physically fit to face bad weather, and is thoroughly familiar with 

the sailboat and her systems. He/she must be satisfied as to the soundness 

of the hull, spars, rigging, sails and all gear. He/she must ensure that the 

safety equipment is properly maintained and stowed, and that he/she knows 

precisely where it is kept and how it is used. 

In this document, approved means approved by the sailboat’s country of registry. 

1. GENERAL 

1.1 Neither the establishment of these equipment requirements, nor the 

inspection of a sailboat for compliance with the list, in any way limits 

the complete and unlimited responsibility of the skipper, to ensure both 

he/she and the sailboat are fully prepared to compete in any of the 

races of this series, in which she starts. 

1.2 It shall be the responsibility of the skipper to ensure that the sailboat is 

equipped in compliance with these requirements prior to the skipper’s 

meeting of the first race in the series for which she is entered, and that 

all required equipment is on board for each race. 

1.3 All required equipment shall; 

• Function properly 

• Be readily accessible 

• Be of a type, size, and capacity suitable and adequate for the 

intended use, and for the size of the sailboat 

1.4 All sailboats shall comply with government regulations of the country 

of registry. 

2. STRUCTURAL FEATURES 

2.1 Hatches and companionway must be essentially watertight, and capable 

of being closed securely with hardware. 

2.2 Self-bailing cockpit with adequate drains. 

2.3 Stanchions, lifelines and pulpits, in good order where such equipment 

is a recognized feature of the class of sailboat. 

2.4 A longitudinal system of safety lines fitted in such a way that a crewmember 

can clip on and move the full length of the sailboat. Such a 

system should have a breaking strain of at 

least 2,000kg. (4,000 lbs.). 

3. THROUGH HULL FITTING 

3.1 Sea cocks or valves on all openings below 

the water line, except for integral deck 

scuppers, shaft logs, speed indicators, 

depth sounders, etc. A means of closing 

such openings when necessary shall be 

provided. 

3.2 Soft wood plugs or rigid foam plastic 

cones, tapered and of appropriate size to 

close all through-hull fittings. Plug shall be 

attached with a lanyard to each through 

hull fittings. 

4. HEAVY OBJECTS 

4.1 Ballast, batteries, anchors and other heavy 

equipment shall be securely fastened so 

as to prevent them shifting. 

5. MECHANICAL 

5.1 Inboard or outboard auxiliary engine in 

good working order. 

5.2 Sailboats shall carry enough fuel to motor 

at hull speed for at least 4 hours. 

5.3 There shall be a means of recharging 

the primary operating battery or batteries, 

however if batteries are dependent 

on shore power for recharging, it will be 

acceptable to start any race with two fully 

charged batteries. 

5.4 Self-steering is recommended. 

5.5 At least one manually operated bilge pump, securely mounted and operable 

with all hatches closed. The handle shall be fitted with a lanyard. 

6. ACCOMMODATION 

6.1 Permanently fitted bunks. 

6.2 Galley facilities adequate for food storage and preparation. 

6.3 Cooking stove securely mounted and with an adequate supply of fuel. 

6.4 Propane tanks, if carried, shall be securely fastened and vented overboard. 

6.5 Water tanks or containers having two days’ supply of potable water (2 

liters per person per day). 

6.6 Permanently installed marine toilet. 

The Rigging Shoppe is a 

family owned chandlery 

located at 44 Midwest Road 

in Toronto. They have been 

supporters of short handed 

and offshore racing for 

several years. 

The Rigging Shoppe can be 

contacted toll free at 

1-877-752-1711 

www.riggingshoppe.ca 

The Store, Mason’s Chandler 

has supported LOSHRS 

for many years, both with 

prizes and promotions, as 

well as support and training. 

Lori demonstrates new and 

improved safety equipment 

at our presentations 

Contact Lori Mason 

toll free at (800) 263-1506


7. NAVIGATION 

7.1 Steering compass properly mounted and 

adjusted. 

7.2 Hand bearing compass. 

7.3 Sound signaling device – air horn, bell or 

equivalent. 

7.4 Knot meter/log, depth-sounder installed 

and operating. 

7.5 GPS carried and operating. 

7.6 Installed 25 watt VHF radio. 

In addition, an emergency antenna or a 

hand-held VHF radio. If the VHF is not 

capable of receiving weather bulletins, 

an additional radio capable of receiving 

weather transmissions shall be carried. 

It is recommended that the 25 watt VHF radio; 

• Has a wired or wireless microphone 

in the cockpit 

• Is DSC capable 

• Is linked to the GPS 

• Is programmed with MMSI assigned 

to it 

7.7 Binoculars suitable for marine use. 

7.8 Current charts, either electronic or paper. 

If electronic, a backup paper set is required, 

whether current or not. 

7.9 A current copy of Transport Canada’s Safe 

Boating Guide. 

7.10 A current copy of The Racing Rules of 

Sailing (RRS). 

7.11 A current copy of the LOSHRS Sailing 

Instructions. 

8. GROUND TACKLE 

8.1 At least one anchor appropriate for the 

size of the sailboat with a minimum of 

200 ft. of anchor rode, rigged for immediate 

use, and easily accessible. It is recommended 

that the bitter end of the anchor 

rode be strongly attached to the sailboat 

by means of a rope lashing, which can be 

cut in an emergency. 

Alex Milne Associates 

strives to develop, manufacture 

and market products 

that have a positive, smaller 

environmental footprint. 

Leading Canadian environmental, 

boating, and government 

organizations continue 

to back these industry-leading 

products. 

www.alexmilne.com 

Data Print Management is 

owned by George Minarik, a 

long standing single hander, 

and skipper of Entre Amis. 

DPM sponsors the keeper 

plaques and helps out with 

the printing of SIs and Notice 

of Race. 

What does GAM mean? 

“To call upon, chat with and 

otherwise communicate 

with, as officers and crew of 

another vessel” 

After over 52 years, GAM’s 

purpose is still to provide a 

means of communication 

amongst Canadian sailors. 

You will see LOSHRS ads 

and coverage in GAM. 

9. LIFE SAVING EQUIPMENT 

9.1 Approved life jacket or personal floatation device (PFD), with whistle 

and waterproof light attached. It is recommended that the PFD be 

worn at all times while on deck. It is recommended that a waterproof 

hand-held VHF radio be securely attached to the life jacket. 

9.2 Adequate safety harness and tether for each crewmember. It is recommended 

that this have a three point connection. 

9.3 Approved life-buoy with whistle, waterproof self-activating light, 

drogue and man-overboard pole. The man-overboard pole shall be 

permanently extended. It is recommended that it be attached to the 

life-buoy. This equipment shall be mounted close to the helm position 

and rigged for instant deployment. 

9.4 Buoyant heaving line, at least 50 ft. long, carried on deck close to the 

helm position and ready for use. The bitter end shall be securely attached 

to the sailboat. 

9.5 Boarding ladder or other means of re-boarding from the water. 

10. EMERGENCY EQUIPMENT 

10.1 An adequate means of reefing the mainsail by at least 30% of the luff 

length shall be installed (15% shall suffice if a storm jib, number 4 jib, 

or roller furling genoa is on board). 

10.2 A storm jib is recommended. A furling headsail does not qualify as a 

storm jib. The recommended sail area should not exceed 5% of the 

height of the fore triangle squared and should have a luff minimum 

length 65% of the height of the fore triangle. Any storm or heavyweather 

jib shall have a luff wire. 

10.4 Effective emergency steering equipment capable of steering the sailboat. 

An emergency tiller is required. 

10.5 A selection of tools including a hack saw or rigging cutter capable of 

cutting the largest diameter of standing rigging aboard the sailboat, 

stored in an easily accessible location. 

10.6 Approved distress signals are considered to be a minimum requirement. 

Distress signals shall be stored in a watertight container in an 

easily accessible location. 

11. MISCELLANEOUS EQUIPMENT 

11.1 Three waterproof flashlights capable of illuminating the ticklers on 

the sailboats headsail complete with spare batteries and bulbs, one of 

these shall have at least a 3” diameter lens. There is no requirement to 

carry spare bulbs for LED flashlights. 

11.2 First aid kit and manual. 

11.3 Radar reflector assembled and mounted.


11.4 Blankets, warm clothes, sleeping bag. It is recommended that flotation 

suits be carried. 

11.5 Approved firefighting equipment. 

11.6 A small bag rigged to float (i.e. attached to a fender) containing equipment 

for use in the event of abandoning ship (dye markers, flares, 

waterproof VHF, mirror, knife, etc.). 

The contents of this equipment list are minimum requirements. It is recommended 

that all participants are familiar with ISAF Offshore Special Regulations, 

Category 3 Monohulls which can be found at www.sailing.org/documents/special-regs.php 

web site. 

Please remember to check the www.loshrs.com web site for final versions of 

the Notice of Race, Sailing Instructions and Equipment Requirements. 

Don’t forget 

the LOSHRS 

Banquet. 

Enjoy great food and time with 

friends. Pick up your flags 

and trophies. 

Nov. 5th, 

2011 

Reading 

The Wind 

by Dick Steigenga 

It was time, MacIntosh’s instruments needed to be replaced after 25 years. 

Every season saw the loss of another function so that the last year we 

sailed with a GPS unit duct taped into an opening port facing the helm. 

The old system a, Dana Navigate, had served us well, and a collection of spare 

parts donated by other sailors kept it going well beyond the original “best 

before date”. In the early 90s we had learned how to tap into the NMEA 0183 

data bus and input all the data into a computer. Laptop computers were just 

coming on the market and they were terrible in bright light, never mind direct 

sunlight. MacIntosh sailed with an IBM 286 with the hard drive removed 

strapped into a locker and an amber monochrome monitor bolted onto a shelf 

viewable from the helm. 

Why? Well, I had attended a course run by a major instrument company that 

extolled the virtues of target speeds. By this time we had an IMS certificate, 

(which was supposed to solve all rating issues forever and bring about peace 

and goodwill to the racing community) and the premise was that if we were 

able to sail to our targets, and maybe hit a few shifts, we would win. The problem 

was, were we up to speed? And,.... on the beats and runs, were we sailing 

too fast or too slow to make the best VMG? The answer was the computer. 

The computer read the inputs of boat speed, wind speed and wind angle and 

calculated the target speed for the conditions based on an expanded IMS database. 

It was like having a coach onboard giving us instant and constant feedback 

on how we were doing, but with an off switch. Did it help? Yes it did, but 

I think the biggest contribution was that it helped to learn how to get the best 

out of the boat. With time, we could tell if we were in the groove. 

So now it was time to replace the instruments and I wondered if I could find 

a system that provided the same functionality. A search on the internet led me 

to Grahame Shannon who was developing software under the brand name of 

AVIA. Advanced Virtual Instrument Applications. 

The attraction of his system was that the entire instrument array could be on a 

computer screen in any combination of digital or analog instruments but the 

real attraction was that it has real-time polar charts with a simple indication of 

how well you are sailing; Efficiency. Whenever the boat is on the target speed, 

you’re at 100% efficiency. 

Now, there’s nothing wrong with sailing faster than 100%, except on down-


wind and upwind legs. In that case the concern is that you may not be sailing 

the optimum angles. Too high for the down-wind leg and too low for the beat. 

So why not simply use VMG? You can and the AVIA system also shows VMG 

but I find it tricky to use as an instant indicator of sailing efficiency. It provides 

a good indication of progress over a longer period of time but small heading 

changes initially give an impression of improved progress until the speed bleeds 

off resulting in an unstable hunting for the magic combination of speed and 

heading. Target speeds are a more direct indication of how you’re doing. 

To help with this concept we put in 2 versions of the polar charts. The normal 

version that gives the VPP for any combination of true wind angle and wind 

speed and a special version for windward/leeward situations that forces a 

“fixed” target speed for a given wind speed regardless of the actual wind angle 

whenever the boat is close to beating or running angles. For instance, if the true 

wind angle is less than 52 degrees, the programme gives the best beating target 

speed and “coaches” the helmsman to the best target for beating at that particular 

wind speed. A simple click of the mouse selects between polar charts while 

the programme is operational. 

The polars are easy to install from a spreadsheet and the system logs all the 

data on the computer for later review and fine tuning the polar data. 

So what about instrument sensors? That question eventually led me to the 

NMEA 2000 network and the “intelligent” sensors that put information directly 

on the network. One of the most interesting developments since I last looked 

at the state-of-the-art is the ultrasonic wind sensors. These have no moving 

parts and use ultrasonic sensors and 

receivers to detect wind flow across 

the sensing area. 

I found two manufacturers that build 

sensors suitable for a sailboat, Maretron 

and Airmar. The published specifications 

on accuracy did not look too 

promising but I wanted to see how 

well they worked. The answer was 

to build a small wind tunnel in the 

sailloft that could generate up to 12 

knots of breeze and test these sensors 

as well as a conventional masthead 

wind sensor. 

The results were pretty good, much 

better than the published specifications. 

The average absolute error for 

both ultrasonic sensors was about 

3/4 of one degree with a few readings 

2 degrees out. The conventional 

Furuno masthead sensor we tested was dead on with no measurable error with 

our setup. 

What finally swayed my choice to the Airmar PB200 was that it also has a GPS, 

a fluxgate compass, barometric pressure, air temperature and heel and pitch 

angle all built into one device the size of small coffee cup. We built a mount 

that elevates the sensor about 4 feet above the masthead and it seems to benefit 

from being in clear air away from the sails and mast. 

The system worked well during the 2010 season with 2 exceptions. During the 

second thunderstorm in the LO300, the wind sensor shut down completely, no 

reading at all. It resumed normally after the lightening had moved away. The 

other time was the LOSHRS 100 mile race during the heaviest downpour. The 

wind angle shifted 20 degrees to port but returned to normal when the rain 

diminished to “moderate” levels. One remarkable feature of the ultrasonic wind 

sensor is how well it works in very light winds. In the last LOSHRS race from 

Dalhousie we were able to use this feature to get across the quiet spot in the 

middle of the lake. 

For displays, we experimented 

with a number of options 

through the 2010 season. For 

the computer I initially used 

an IBM laptop that I could see 

from the helm. We also had a 

Maretron DSM 250 that was 

useful for the longer races 

because it didn’t take as much 

battery power. At the end of 

the season we installed the 

software on an HP netbook 

that provided enough computing 

power, a handy size and doesn’t take too much battery power to operate. 

For the 2011 season I added an Argonaut Proteus 10”, daylight viewable, waterproof 

VGA display to make all the features including chart plotter available in 

the cockpit. 

So for the 2011 season we will start with the Airmar ultrasonic wind sensor 

mounted on a 4’ tall custom-carbon wand on top of the mast, an Airmar boat 

speed, water temperature and depth transducer, both communicating over a 

an NMEA 2000 network through an Actisense USB interface to the netbook. 

The netbook at the navigation station has the AVIA Pro software and Fugawi 

ENC chart plotter software and the display in the cockpit will be the Argonaut 

10” monitor. If we decide we need additional repeaters in the cockpit we can 

always add individual repeaters or the Maretron display to the NMEA 2000 

network, at any time. 

Now, the question is, will we get 25 years out of the system?


The 100 Mile 

Sailing the 100 Mile Long Distance race, either single or double handed is a 

real challenge, and the 2010 race incorporated strong winds, rough water, 

and lots of rain into an exciting, but tough test of skill and endurance. This 

article, provides a first hand experience of what makes short handed sailing 

Experience 

in LOSHRS fun and rewarding. 

Southern Cross was one of seven RCYC boats that participated in the 

LOSHRS 100 mile race August 21 and 22. There were 64 boats in four 

classes: single handed white sail, single handed spinnaker, double handed 

by Mike Newbury 

white sail and double handed spinnaker. The strategy for the race was difficult 

to determine due to wildly differing weather forecasts, some predicting light 

winds with higher gusts in thunderstorms and the other including Environment 

Canada predicting building winds of 15-20 knots increasing overnight Saturday 

to 25 plus knots with higher gusts in thunderstorms and 60% chance of rain 

showers. The higher gusts in thunderstorms were correct and the rain showers 

turned out to be a continual downpour once it started for the wettest weekend 

of the year. 

One might wonder why an “old guy” would subject himself to wet cold days 

and nights to bobbing around on the lake or to fighting wet flogging sails to get 

them under control single handed. The short handed series and the LO 300 

offer a great test of your sailing skills with a much different strategic approach 

than the usual multi race weekend event. The races go regardless of the wind 

speed or direction there are no postponements because of too little or too 

much wind. In fact most races seem to have periods of too much and periods 

of too little wind. The longer distance enables each competitor to select his 

own strategy that is usually subject to change as the race progresses. Although 

sailing a heavy (20,000 lb.) 40 foot boat single handed is a challenge there is 

the advantage of not having to find crew, provisioning is simple, decision making 

straight forward and orders are carried out swiftly and effectively however, 

there is no one to blame for any mistakes during the race. It is not easy or 

simple changing sails or getting things under control when the wind increases 

or shifts and the waves build and some stamina is required as the longer races 

can take more than 24 hours to complete and it always seems to be 2 or 3 AM 

when crap happens. Having a good autopilot is a must as is bringing as many 

lines as possible back to the cockpit so that time on the deck is limited. This is a 

big factor as one most often has to go forward when the conditions are at their 

worst. Single handed encourages you to find ways of doing things in a smarter 

way when there is not enough brute force available, this is absolutely necessary 

on a bigger boat than a smaller one. 

Southern Cross berthed against the wall 

at Port Dalhousie with other RCYC boats, 

Quelle Surprise alongside. 

Photo by Jonathan Vinden 

The LOSHRS races are longer than the usual day races; across the lake and 

back the next day, the 100 miler or LO 300 such that there is lots of time to 

make up for mistakes. A goof at the start does not mean that the whole race 

is lost as there is plenty of time to catch up and for your competitors to make 

mistakes. It is a great feeling when there is a good breeze, the boat is sailing 

well, with good weather and you can be relaxed and enjoying the moment at


least until the next crisis occurs. 

Saturday dawned overcast with a south-east wind of 10-12 at the dock so the 

heavy forecast looked like it might be right and since the first leg would be 

upwind to the Gibraltar Mark I made a quick (35 minutes which is quick for 

single handed) head sail change to a #2 at the dock. The start was uneventful 

and the fleet tacked its way in the South-East breeze to the Gibraltar mark 

rounded and headed west to the weather tower at Burlington. The wind started 

to die down to 5 knots and shift to the East so we were now downwind with 

a leftover slop that made for an uncomfortable ride and flogging sails. It now 

looked like the light wind forecast was going to be correct so I changed back to 

a #1 and wrapped up the #2 and tied it down on the deck. An electric winch 

certainly makes hauling up a big sail easier. The spinnaker fleet soon caught up 

and passed me, Shock Therapy came by under spinnaker and soon was a speck 

on the horizon over near Fifty Point. To keep the mast from shaking itself to 

pieces I put on the preventer and pulled it tight, then pulled down the vang so 

that the boom wouldn’t move even if the mainsail flapped a bit. It made for an 

easier ride. 

Late in the afternoon I rounded the Burlington mark and sailed into the usual 

dead zone on the way to the Niagara mark. I had lots of company as I now 

caught back up to the spinnaker fleet that had been parked for a while. It got 

dark and there was some lightning and thunder around but I was getting dizzy 

watching the windex spin around as we rolled around in the swell. At one 

point I furled the genoa to stop some of the flapping until there was enough 

wind to keep it steady. At this point the parking lot collection of about 20-25 

boats bobbing around in proximity to each other somewhere off Fifty Point/ 

Grimsby. That’s when I noticed the freighter that appeared to be heading 

straight for us on a direct course from Hamilton to the Welland Canal. I called 

the freighter on the VHF radio to make sure he had seen us that also alerted 

many of the boats that had not yet noticed it. My message was that we were 

a group of sail boats racing in light winds with limited manoeuvrability and he 

should by pass us off shore as we were mostly in shore. The answer was that 

he was OK to keep his course and was going to weave through the fleet. This 

was a 300 foot freighter doing 15 to 17 knots at night not a Seadoo! Just as 

the freighter was passing through the fleet about 250 feet from me (and I think 

closer to some other boats) the higher gusts in thunderstorms happened. The 

wind almost instantaneously went to 18-20 knots and the fleet went every 

which way as we all tried to get boats and sails under control. Then it started to 

rain, actually it poured so hard for about 10 minutes that it reduced the visibility 

to less than a couple of hundred feet. 

The freighter went on its way and the wind died back to 8-10 knots and 

the rain continued although not as hard but we could at least get underway 

towards the Niagara mark. Racing at night in the rain gives an entirely new 

dimension to port/ starboard conflicts and having to judge the speed and direction 

of an approaching boat by its lights and also hoping that he has seen your 

lights while trying not confuse them with all the lights on shore. There is quite 

a variety of lights on boats some are bright and relatively easy to see and some 

are very dim and in the rain are extremely hard to see particularly against a 

myriad of shore lights. Approaching the Niagara mark the wind picked up and 

for a while and increased to 18-20 kts blowing down the river. On turning the 

mark Southern Cross headed for Port Credit with the boat speed over 7kts the 

rain continued. The exhilaration was short lived the wind died down to below 

8 kts and came from the east south-east resulting in more light downwind sailing. 

Luckily it was a warm night but I was feeling cold having been soaking wet 

for about six hours. Even when it is not raining too hard there is a continuous 

waterfall off the main and boom that always seems to be flowing right where 

you need to stand to do something. My clothes and storm suit looked like I’d 

gone for a ride in a washing machine. I went below and changed into some dry 

clothes and a dry storm suit had a coffee and felt considerably better. Unfortunately 

the rain continued and an hour or so later I just as wet as before. I had 

never noticed that when you reach up the water runs down the arm of your 

storm suit and down your body to meet the water wicking up from your feet to 

make sure you are totally wet. 

Since I was sailing white sail the downwind rhumb line did not have much 

appeal and I didn’t think I would be able to catch the boats ahead of me so I 

gybed over towards Bronte and ran for about six miles. I then gybed back to a 

direct course to the finish turning mark, this gave me a better wind angle and 

higher boat speed. I sailed a longer distance but I think the increase in speed 

more than offset the extra distance and I was able to finish ahead of some of 

the boats I had been behind just after the Niagara mark. 

Southern Cross finished at 7:14 AM in the rain my hands were white and wrinkled 

and looked like I’d been washing dishes for about 10 hours. After tying 

up I sat on the dock with some of the other racers drinking a couple of beers 

and swapping stories, the drizzle and light rain didn’t seem to matter anymore 

everyone was wet. I tidied up the lines and piled up the wet gear and furled 

the main properly and headed back to the club in the rain. 

Southern Cross had an elapsed time 21 hours 14 minutes the first single handed 

boat and the fifteenth overall to finish 44 minutes 38 seconds behind the first 

boat (double handed spinnaker) for an average speed of 4.7 knots which was 

faster than I thought since the boat is relatively heavy and most of the race had 

light winds with a lot of downwind sailing. Out of a fleet of 64 boats 24 retired. 

RCYC participants were Shock Therapy, Clockwork, Doralla, Sula Sula, Misty 

Isle, Naxos and Southern Cross. Doralla finished 3rd on corrected time in its 

double handed spinnaker fleet, Misty Isle 1st in the double handed white sail 

and Southern Cross had line honours and second on corrected time in its single 

handed white sail division. Another rather wet sailing experience.


LOSHRS 

Trophies 

With over 30 trophies up for grabs, there is a lot of silverware 

to go round. The next few pages describe the trophies, and list 

recent winners. 

The earlier winners can be seen by going to www.pcyc.net. 

Course Race 

Single Handed 

YOUNGSTOWN TROPHY 

Awarded to the mono hull yacht with the 

best corrected time in the single handed spinnaker 

divisions. 

This trophy was donated by Harvey Kolm, 

Past Commodore, Youngstown Yacht Club 

and replaces the R. Williams Trophy. 

2008 – THE WIND, Stephen Hills, QCYC 

2009 – THAT DAMN THANG, Diane Reid. ABYC 

2010 – BLACK MAGIC, Al Hansen, NYC 

ENDEAVOUR TROPHY 

Awarded to the mono hull yacht with 

the best corrected time in the single 

handed white sail division. 

This trophy was donated by Mr. Art 

Jurisson, and replaced the Jack Ward 

Memorial trophy in 1991. 

2008 – WINDRIVEN, Jonathan Vinden, PCYC 

2009 – CAT’S PAW, Tom Hand, PCYC 

2010 – GONE WITH THE WIND, Bill Eckersley, QCYC 

Brent Huges, who single-hands his C&C 35 MK II “Pearl”, picking up the G.S. 

Parke Memorial Trophy for the best low point total for the overall series in the single 

handed spinnaker divisions, as well as the Palmer Trophy which is awarded 

to the competitor with the best total corrected time in the single handed spinnaker 

divisions in the two day Youngstown Race. 

Photo by Paul Sipos.


Double Handed 

THE SEAGULL TROPHY 

Resurrected in 2005 for the double handed series, this 

trophy is awarded to the mono hull yacht with the best 

corrected time in the double handed white sail divisions. 

The trophy is a graceful interpretation of a seagull in 

flight and was kindly donated by the Cruising Multi-hull 

Racing Association. 

2008 – NAXOS, Anita Boudreau, RCYC 

2009 – ARIADNA, Oleg Melnikov, APSC 

2010 – DAYBREAK, John Skinner, NYC 

THE MARTINI SHAKER TROPHY 

This trophy is awarded to the mono hull yacht with the 

best corrected time in the double handed spinnaker 

divisions. It was donated by Dr. Maggie Brander and 

awarded for the first time in 2004. 

2008 – MACINTOSH, Durk Steigenga, CBYC 

2009 – MARDI-GRAS, Allan Sauder, ABYC 

2010 – SEAJAY, Jim Johnstone, PCYC 

Youngstown Race 

Single Handed 

THE JACK PITT TROPHY 


best total corrected time in the single handed white sail 

divisions in the two day Youngstown Race. It is named 

after Jack Pitt, a long time single handed racer and enthusiast. 


2009 – VAGUE LOCATION, Jim French, PCYC 

2010 – MYTHOS, Ted Spanos, PCYC 

THE GUENEVERE CHALICE 

Awarded to the mono hull yacht with the best total 

elapsed time in the single handed division in the two 

day Youngstown Race. 

The Guenevere Chalice is a gold chalice mounted on 

a piece of ancient chalcedony scattered with poppy 

jasper, reminiscent of the rock from which King Arthur 

withdrew the sword Excalibur. The Guenevere Chalice 

Trophy was donated by Mr. David Hunter, one of Port Credit’s early single 

handed sailing enthusiasts, who was instrumental in organizing this race in 

1975. 

2008 – SHOCK THERAPY, Gary Benner, RCYC 

2009 – ENTRE AMIS, George Minarik, PCYC 

2010 – FINITO, Carl Ricciuti, PCYC 

THE PALMER TROPHY 

The Palmer Trophy is awarded to the mono hull yacht 

with the best total corrected time in the single handed 

spinnaker divisions in the two day Youngstown Race. 

Mr. Stan Palmer, one of Port Credit’s early single handed 

enthusiasts donated the Palmer Trophy. It represents the 

steering vane from a dual axis self-steering unit. Since 

1987, it has been awarded to the spinnaker division on 

the Youngstown two day event. 

2008 – KICK A LITTLE, Mark Searle, PCYC 


2010 – PEARL, Brent Hughes, FBYC 

Double Handed 

WATER COLOURS 1 TROPHY 


best total corrected time in the double handed spinnaker 

divisions in the two day Youngstown Race. Awarded for 

the first time in 2004, this trophy was donated by Albert 

Beaulieu, Lynn Beaulieu & Andrew McAllister. 

2008 – DORALLA, Kirk Allan, RCYC 

2009 – COUG, Tal Wolf, Lagoon City YC 

2010 – HARRIER , Chris Chapman, NYC 

Long Distance Race 

Single Handed 

THE TARSHISH TROPHY 

The Tarshish Trophy is awarded to the mono hull yacht 

with the best elapsed time in the single handed fleet in 

the Long Distance Race. 

Tarshish was a popular port of commerce in the Mediterranean 

from 1600 BC to 1900 BC. The fastest sailing 

vessels of the ancient Phoenician traders carried wines 

and olive oils to Tarshish, lashed down on their decks in 

terracotta jugs known as Amphora.


The Tarshish trophy is a reproduction of an ancient amphora and was donated 

by PCYC Past Commodore Gordon K. Piller, who was instrumental in organizing 

this race in 1975. 

2008 – QUELLE SURPIRSE, Val Matison, RCYC 

2009 – SHOCK THERAPY, Gary Benner, RCYC 

2010 – STRIKER, Jan Steyn, YYC 

Jim has been a member of Port Credit Yacht Club since the mid 1960s, first as a 

junior member then instructor. Jim has crewed on many boats at PCYC like Ayesha 

& Caliban, and he was the proud owner of maxi-yacht Toscana, a Frers 51. 

2008 – XTRA XTRA, Ron Barr, BHYC 



THE BEROLINA TROPHY 

The Berolina Trophy is awarded to the mono hull yacht 

with the best corrected time in the single handed spinnaker 

divisions in the Long Distance Race. 

It was donated by Echardt Priebe whose Redwing 30, 

Berolina campaigned on Lake Ontario. The trophy is 

a fine Indian totem carving depicting man’s triumph 

over the sea. The trophy was hand carved by the noted 

D. Nahanee of the famed West Coast Squamish Indian 

Tribe. From 1982 to 1986 this trophy was awarded to 

the overall winner of the Long course. Since 1987, it is 

awarded in the spinnaker division of the Long Course. 

2008 – LES, John Hagen, EYC 

2009 – GOLDEN EYE, Peter Ashby, QCYC 

2010 – LES, John Hagen, EYC 

THE WALTER PENZ MEMORIAL TROPHY 

The Walter Penz Memorial Trophy is awarded to the mono 

hull yacht with the best corrected time in the single handed 

white sail divisions in the Long Distance Race. 

This trophy was provided in honour of Walter Penz 

from the Genesee Yacht Club, New York, who is fondly 

remembered as one of New York’s avid single handed 

sailors with his yacht Puppy Love. Donated by the Lake 

Ontario Single Handed Committee. 




Double Handed 

THE JIM SCHOENHARDT TROPHY 

The Jim Schoenhardt Trophy is awarded to the mono 

hull yacht with the best corrected time in the double 

handed spinnaker divisions in the Long Distance Race. 

It was awarded for the first time in 2004, donated by Jim 

Schoenhardt. 

HERMAN SCHNEIDER MEMORIAL TROPHY 

This trophy is awarded for the best low point total in the 

double handed spinnaker 1 fleet. 

This trophy was donated in memory of Herman Schneider, 

an avid single handed participant in the LOSHRS. 

He was a long standing member of PCYC and ran a 

marine store in Port Credit called Distance Horizon. 

2009 – PHOENIX, Sheila Smith, RCYC 

2010 – EXODUS, Paul Bradbury, CBYC 

Port Dalhousie Race Weekend 

Single Handed 

SPORTECH PLAQUE – FLYING SAILS 

Since 2008, this is awarded to the mono hull yacht 

for the best total corrected time in the single handed 

spinnaker divisions in the two day Port Dalhousie Race 

Weekend. 

Prior to 2008, it was awarded to the mono hull yacht 

with the best corrected time in the single handed spinnaker 

division. 


2009 – THAT DAMN THANG, Diane Reid, ABYC 

2010 – WHY NOT, Chuck Watson, FBYC 

SPORTECH TROPHY – NO FLYING SAILS 

2008 – EXPOTITION, David Hymers, EYC 

2009 – VAGUE LOCATION, Jim French, PCYC 


Double Handed 

THE IAN MCALLISTER TROPHY 

The Ian McAllister Trophy is awarded to the mono hull 

yachts with the best total corrected time in the double 

handed spinnaker and double handed white sail divisions in the two day Port 

Dalhousie Race Weekend. 

Awarded for the first time in 2002, it was donated by Ian McAllister, an avid sup-


porter of yacht racing, and current Vice Chair of LOSHRS. 

2008 – (Non-Flying Sails) THE LITTLE PENGUIN, Malcolm Little 

& David Bird, EYC 

(Flying Sails) XTRA XTRA, Ron Barr & Sue Sproule, 

BHYC 

2009 – (Non-Flying Sails) NAXOS, Anita Boudreau, RCYC 

(Flying Sails) NO NAME, Jan Steyn, YYC 

2010 – (Non-Flying Sails) NAXOS, Anita Boudreau, RCYC 

(Flying Sails) 1-800, Alison Jones, OYS 

After all the races have been run, overall series trophies 

are calculated. 

Overall Series Trophies 

These are prestigious trophies, awarded to sailors and crew that have exhibited 

the skill, consistency and perseverance to come out on top of their 

individual divisions, and in some cases, the entire fleet. 

Single Handed 

THE CAPTAIN’S CUP 

The Captain’s Cup is awarded to the mono hull yacht 

with the best low point total for the overall series in the 

single handed white sail divisions. 

This trophy was donated by Mr. Herman Schneider in 

1991, and is determined by comparing the lowest low 

point total in each fleet within a division. 




THE G.S. PARKE MEMORIAL TROPHY 

The G.S.Parke Memorial Trophy is awarded to the mono 

hull yacht with the best low point total for the overall 

series in the single handed spinnaker divisions. 

Frances and Robert Parke donated this trophy. Bob was 

active in racing and was Chairman of the Race Committee 

at PCYC for many years. 

2008 – THAT DAMN THANG, Diane Reid, ABYC 

2009 – LES, John Hagan EYC 

2010 – PEARL, Brent Hughes, FBYC 

THE LABATT LOW POINT SINGLE HANDED TROPHY 

The Labatt Low Point Single Handed Trophy is awarded to the mono hull yacht 

with the best low point total for the overall series in the single handed fleet. 

It was donated by Labatt Ontario Breweries to encourage 

and promote responsible competition in single handed 

racing. In order to qualify for the trophy, a yacht must 

finish the Long Distance Race and a minimum of three 

other races. 


2009 – DIFFERENT DRUMMER I, Brian Mitchell, BPYC 


Double Handed 

THE LABATT LOW POINT DOUBLE HAND- 

ED TROPHY 

As of 2008, this trophy is awarded for the best low point 

total for the overall series in the double handed fleet. 

It was donated by Labatt Ontario Breweries to encourage 

and promote responsible competition in single-handed 

racing. In order to qualify for the trophy, a yacht must 

finish the Long Distance Race and a minimum of three 

other races. 

2008 – NEMESIS, Michael Innell, CBYC 



THE SCOTIA BANK TROPHY 

The Scotia Bank Trophy is awarded to the mono hull 

yacht with the best low point total for the overall series 

in the double handed spinnaker division. This trophy 

was donated in 2004 by Maria French to encourage 

and promote responsible double handed racing on Lake 

Ontario. 

In order to qualify for the trophy, a yacht must finish the 

Long Distance Race and a minimum of three other races. 




MEMORIAL CUP 


best low point total for the overall series in the double 

handed white sail divisions. 

It was donated by Albert Beaulieu and Lynn McAllister 

in memory of Albert’s wife and Lynn’s mother.


In order to qualify for the trophy, a yacht must finish the Long Distance Race 

and a minimum of three other races. 

2008 – OTALIA, Pat O’Brien and Susan Slachta, DYC 


2010 – JAEGER, Corey Sawchuk, PCYC 

THE LEONARD ALKSNIS LOSHRS MEMORIAL TROPHY 

This trophy is awarded to the mono hull yacht 

with the best low point total for Weekend Races 

(Youngstown and Dalhousie) in the double 

handed spinnaker divisions. In order to qualify 

for this trophy, a yacht must participate in all 

races on both weekends. 

It was awarded for the first time in 2008 in 

memory of Leonard Alksnis, who successfully 

campaigned Trimpus from ABYC. 


2009 – GIZMO, Marc Doedens, PCYC 

2010 – 1-800, Alison Jones, OYS 

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THE ROGER SHAW LOSHRS MEMORIAL TROPHY 

This trophy is awarded to the mono hull yacht 

with the best low point total for Weekend 

Races (Youngstown and Dalhousie) in the 

double handed white sail divisions. In order to 

qualify for this trophy, a yacht must participate 

in all races on both weekends. 

Awarded for the first time in 2008 in memory 

of Roger Shaw, who successfully campaigned 

Southerly Buster from ABYC. 

2008 – THE LITTLE PENGUIN, Malcolm Little, EYC 


2010 – LIVELY, Murray Gainer, ABYC 

THE PERSEVERANCE CUP 

Dedicated in 2002 by Al J.C. O’Marra, this trophy is awarded at the discretion 

by the chair or co-chair to the short handed competitor who displays the highest 

standards of seamanship and reverence by enduring and overcoming great 

obstacles in the Lake Ontario Short-Handed series. 

2005 – John Ball – ANNE BONNEY, QCYC 

2006 – Carolyn Archibald – EMERALD, QCYC 

2007 – Roger Shaw – SOUTHERLY BUSTER, ABYC 

2008 – Not Awarded 

2009 – Pat O’Brien – OTALIA, DYC 

2010 – Not Awarded 

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Lake Ontario Offshore Racing Guide

Offshore - Lake Ontario 300

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