trans superior yacht scoring

What is VMG?

• What is 'Corrected Time'?

VMG stands for " Velocity Made Good " and basically tells you the speed at which a boat is reducing the distance between themselves and the finish. For example, a boat that is going very fast, but in the wrong direction, could have a lower VMG compared to a boat going steadily in the right direction.

VMG has to be based on the boat's performance up til now, and we provide you with two different ways to compare VMG: " VMG since the start ", which gives an indication of a boat's average performance from the beginning of their voyage. Or " Recent VMG " mode which is based only on the last few position reports and gives you an an indication of a boat's current performance. You'll see a button allowing you to switch between these two modes.

About Corrected Times

Each boat has a TCF (time correction factor) based on the size of boat, type of sail etc. It allows a fair race to take place between different kinds of boats. Much like a golfing handicap allows players of different skill levels (size of boat) to play against each other, without the most highly skilled player (biggest boat) winning all the time.

The Estimated Finish Time is the time when we think boat will actually reach the finish - the time the boat will physically arrive there. The Corrected Finish Time takes the finish time, and applies (multiplies by) the TCF (handicap).

The leaderboard is then sorted in that order, so you can see who will "win" out of the group of boats. This is an imaginary time, but allows comparison of a fleet of disparate boats.

StarTribune

Lake superior as race course: first yachts sail into duluth to finish trans superior.

DULUTH — Talisman was the first yacht to cross an imaginary finish line between a temporary buoy and the lighthouse on the north pier in Canal Park — giving skip Bruce Aikens and the his crew bragging rights, if not the outright win, in the Trans Superior Yacht Race.

It was a mostly quiet first finish on Monday afternoon. A race official honked a horn from the pier in front of a handful of onlookers. Back at race headquarters, behind the Garden, the celebratory sparkling wine was on ice.

The biennial race started Saturday in Sault Ste. Marie, Ontario with three dozen yachts from a mix of classes competing. Each vessel has a handicap rating — like in golf — that plays into its final standings. In preliminary scoring, Amante 2, with Saginaw, Mich., skip Greg Velez, was listed as fastest finisher, followed by mc2, led by Dan Lewis, out of North Oaks.

Regardless of where it falls in final standings, Talisman's finish is its own victory.

"We do make a big deal about the first one to finish," said Stacy McKenzie, president of the Duluth Yacht Club, holding the title of commodore. "We've got a big plaque for them and we bring Champagne to the boat."

As of Tuesday morning, just five boats had finished. More were expected in the afternoon and into the night, according to McKenzie. Some would likely miss the awards ceremony.

"It's real slow," McKenzie said.

On Monday afternoon, Talisman, a 58-foot slate-grey yacht, circled near the shore while it waited for the Aerial Lift Bridge to rise. Then it passed through the canal to park in the bay behind the Duluth Entertainment Convention Center.

"What a race," Aikens said from aboard, sails down, as the crew of 10 others tended to the yacht.

Aikens, of West Bloomfield, Mich., has competed on this course five times, but this is his first time earning first-to-finish honors. Stories from along the route would take two days to tell, Aikens said, but the short version is that the winds were fickle. As is the standard, the crew members were on watch for four hours, then off for four hours to maintain clear focus. It's hard work, Aikens said, and if you're tired, you're stupid.

"I cannot stress enough how great a racecourse Lake Superior is," Aikens said. "There are so many dimensions that are hard to figure out."

And, he added, it's gorgeous.

Aikens and company were still dealing with the complexities of this course in the final 5 miles, where Talisman could get caught in a lull — then off it would go as the water turned scaly and rippled.

"That was a sweet little puff," said Dave Johnson, watching the final miles of the race from the yacht club's boat.

McKenzie said optimal conditions are a consistent 10-20 knot breeze out of the northeast, but yachters were facing lighter conditions for this race. A few were stuck bobbing while they waited for shifts in winds.

"I think some of the boats are getting a little bit of cabin fever out there," she said.

Christa Lawler covers Duluth and surrounding areas for the Star Tribune. Sign up to receive the new North Report newsletter.

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Trans Superior International Yacht Race

Weather forecasting resources.

Yacht racing and weather forecasting are intrinsically linked. Experienced Trans Superior sailors understand that developing a pre-race weather forecast and monitoring its evolution on the racecourse is an important strategic and safety aspect of participating in the race. Misjudging the wind forecast can quickly send you to the back of your fleet, while failing to properly assess the risk for severe weather can unnecessarily jeopardize the safety of the crew.

This article introduces several resources for developing your pre-race forecast, as well as, the more challenging task of monitoring development weather conditions after the starting gun.

A Quick Look At Climatology

The average direction and speed of the wind at a specific location is predominantly influenced by the large-scale weather patterns across Lake Superior, but it is also subject to geography and other local effects. These localized effects can produce remarkably different wind and wave patterns even when the observation stations are relatively close to one another. Understanding the average wind patterns of Lake Superior can be advantageous, particularly for those participating in the time Trans Superior race for the first time.

The wind roses and wind class frequency distribution charts for NDBC station 45006 (located 30 nm northeast of Outer Island, WI), NDBC station 45001 (60 nm north northeast of Hancock, MI), NDBC station 45004 (70 nm northeast of Marquette, MI) and NDBC station STDM4 (Stannard Rock) appear below. In order to present a climatological analysis of the wind conditions associated with the Trans Superior Race, the wind roses and wind class frequency distribution charts present the data from July 28 to August 3 from 1995 to 2014.

The average wind speed at the three offshore buoys are quite similar -- 9.2 knots at 45001, 8.79 knots at buoy, and 9.04 knots at 45006. Consistent with these averages, winds of 10 knots or less occur 61.6% of the time at 45001, 65.6% at 45004, and 63.0% of 45006. Although the wind roses indicate differences between the buoys, the prevailing wind direction near the time of the Trans Superior is southwesterly. Surprisingly, the average wind speed at Stannard Rock (STDM4) in Lake Superior's eastern basin is 15.02 knots -- nearly 50% higher than the buoys.

NDBC Station 45006

NDBC Station 45001

NDBC Station 45004

NDBC Station STDM4

While an understanding of the long-term average conditions during the race are important, it is the short-term weather patterns that will dictate the conditions and your strategy on the course.

Forecast The Big Picture First

Large-Scale Dynamics Your Trans Superior forecast should begin with an understanding of the large-scale weather features. Is a low pressure system expected to transit Lake Superior during the race? If so, when is the warm and/or cold front and accompanying wind shift expected to arrive? Is the system expected to produce strong winds, large waves, or thunderstorms? Or, will the race be dominated by the fluky, thermally-driven lake and land breezes associated with a high pressure system?

NOAA’s Weather Prediction Center (WPC) (click here ) produces a variety of products that focus on predicting the development and evolution of large-scale weather features. The WPC’s surface forecasts are divided into short-term and long-term periods with the short-term period covering the first 2 ½ days of the forecast period (in 12-hour intervals) and the long-term period covering days three through seven in 24-hour intervals. By carefully reviewing the forecasts in chronological order, you can determine how large-scale weather features will affect the racecourse, and then use the data to chart the fastest course to the finish line.

Graphics published by the WPC contain a variety of unique symbols and meteorological shorthand to show the anticipated position of high pressure systems, low pressure systems and their accompanying frontal boundaries, and additional features such as ridges, troughs and squall lines.  Sailors who are unfamiliar with this meteorological shorthand are encouraged to review the legend published by the WPC (click here ).

WPC products, along with the majority of weather forecasting materials available on the Internet, are based on Greenwich Mean Time (GMT) sometimes called Zulu Time (Z) or Universal Time Coordinate (UTC). Converting from GMT to Central Time during the summer is straightforward – simply subtract five hours from GMT. Below is the legend for a 24-hour surface forecast which provides an opportunity to review the GMT conversion process and other nomenclature used to describe the graphics.

The first line contains the acronyms for the various NOAA entities that contributed to the preparation of the forecast. The second and third lines describe the parameters that are included in the forecast product. The term Issued in the fourth line provides the time and date the graphic was published. In this example, the graphic was published at 1605Z or 11:05 am Central (1605Z minus 5 hours) on May 13, 2013. The fifth line indicates when the forecast is Valid, which is the date and time for which the forecast was prepared. The surface forecast shown above displays the surface weather features as they were expected to be at 1200Z / 7:00 am Central time on Tuesday, May 14, 2013.

Precipitation The WPC also issues Quantitative Precipitation Forecast Graphics (QPF) (click here ) which show the amount of liquid precipitation anticipated across the country. This product covers the first three days of the forecast period in 24-hour increments, and combines days four through five and six through seven into two separate 48-hour forecasts.

Thunderstorms

Storm Prediction Center Thunderstorms, and the associated hazards of downburst winds, lightning, and locally higher wave heights, are a relatively common occurrence across the Great Lakes during the summer. Forecasting the location, timing and type of severe weather that is expected to develop across the United States is one of meteorology’s most challenging tasks – a task assigned to the staff of NOAA’s Storm Prediction Center (SPC) in Norman, Oklahoma.

Note: It is important to understand that the NWS defines a severe thunderstorm as one that produces 1” diameter hail, a wind gust of at least 58 mph, or a tornado. Although frequent lightning is an obvious hazard to sailors, it is not a factor in meeting the threshold of a severe thunderstorm.

SPC Convective Outlooks Each day, the SPC issues Convective Outlooks for days 1, 2, and 3, and a combined Outlook for days 4 through 8 (click here ). The Outlooks contain a graphic that identifies the areas of the country where organized storm development is expected, along with a narrative describing the details of the risk.

The Convective Outlooks present the risk by category – Marginal, Slight , Moderate and High – based upon the statistical probability of severe weather occurring within 25 miles of any given point in the highlighted area. A description of the risk categories used by the SPC can be found on its FAQ page (click here ).

Because the risk of severe weather affecting a specific location on any given day is very small, even a Slight risk deserves a sailor’s respect, as it represents a significant increase in the potential for severe weather. It should be noted that even thunderstorms that fail to meet the NWS’s severe threshold often present a significant risk to mariners in the form of strong winds and frequent lightning.

In addition to the traditional Convective Outlooks, the SPC also publishes Thunderstorm Outlooks (click here ) which identify the regions at risk for any strength of thunderstorms and the probability of development. In contrast to the one-day period covered by Convective Outlooks, each Thunderstorm Outlook covers only a 4-hour period and they are not issued beyond the current day.

In addition to the traditional Convective Outlooks, the SPC also publishes Thunderstorm Outlooks (click here ) which identify the regions at risk for any strength of thunderstorms and the probability of development. In contrast to the one-day period covered by Convective Outlooks, each Thunderstorm Outlook only cover a 4-hour period.  

Hazardous Weather Outlooks In contrast to the Convective and Thunderstorm Outlooks from the SPC, Hazardous Weather Outlooks (HWO) are issued in text form by each local office of the National Weather Service (NWS) and describe the risk of severe weather for the general public. HWOs are issued each day and address the overall probability, geographic coverage, storm type (single cell storms, squall line, etc.), and timing of severe weather for the current day along with a combined summary of days 2 through 7.

While SPC Convective and Thunderstorm Outlooks cover the entire United States, Hazardous Weather Outlooks focus exclusively on the County Warning Area (CWA) assigned to each NWS office. There are two NWS offices with CWAs that cover a portion of Lake Superior -- Marquette, MI and Duluth, MN. In order to assess the risk of severe weather where you intend to sail, you must consult the HWO of the NWS office which has responsibility for that area of the lake. Click here for a map showing NWS responsibilities for Lake Superior. 

• NWS Marquette, WI Hazardous Weather Outlook (click here )
• NWS Duluth, MN Hazardous Weather Outlook (click here )

MARINE FORECASTS

Text Forecasts The Marquette, MI NWS office is responsible for issuing off-shore (beyond 5 nautical miles) marine forecasts for all of Lake Superior. Several times each day, NWS Marquette publishes a text version of the marine forecast which begins with a synopsis of the current weather pattern and a forecast covering the next several days. This synopsis is followed by a forecast of wind and wave conditions covering a five-day period. Because conditions often vary dramatically across the expanse of Lake Superior, the text wind and wave forecast focuses on pre-determined regions that allow mariners to quickly obtain the forecast for their area. A chart showing these regions may be found here .

• NWS Marquette, MI Offshore Marine Forecast (click here )
• NWS Marquette, MI Nearshore Marine Forecast (click here )
• NWS Duluth, MN Nearshore Marine Forecast (click here )

Graphic Forecast Products from the NWS The NWS offices surrounding the Great Lakes cooperatively maintain an excellent website devoted to marine weather forecasting (click here ). While the home page provides forecasts for the entire Great Lakes basin, the data for an individual lake can be accessed by clicking the appropriate hyperlink along the left-hand column of the home page. The graphics, which are designed for the recreational marine community, are easy to interpret and don’t require a conversion from GMT to local time.

The forecasts extend for 4 ½ days in three-hour increments for the following meteorological parameters:

• Wave Height : in feet and shown using color-shading and values at selected locations.
• Wave Period : the time interval between each wave presented in seconds using color-shading and numerical values at selected locations.
• Wind Speed & Direction : in knots, using standard wind barbs, color-shading and numerical values at selected locations.
• Wind Gust : in knots, using color-shading and values at selected locations.
• Weather : color-shading is used to indicate if precipitation is expected during the three-hour period covered by the graphic. In addition, a short text code is provided at selected locations to describe the type of weather that is expected. For example, the appearance of a “T” in the code indicates that thunderstorms are forecast for the 3-hour period.
• Surface Water Temperature : in degrees Fahrenheit, presented using color-shading and values at selected locations.

A Plan For The Trans Superior The next several weeks are a perfect time to investigate and get comfortable with the resources presented in this article and on the Lake Superior Marine Weather Dashboard (click here ). There is no better way to learn a new skill than practicing. Over the next few Wednesdays, I encourage you to prepare a trial forecast for the upcoming weekend. In addition to analyzing the graphics and making the necessary GMT conversions, these practice forecasts will allow you to witness how high and low pressure systems evolve and how the speed and direction of the wind changes in response.

The accuracy of weather forecasts diminishes as the forecast period increases. For example, a forecast valid in 48 hours is typically more accurate than one valid in 7 days. For this reason, beginning the preparation of your final Trans Superior forecast more than a week before the start isn’t recommended.

I typically start a daily review of the WPC surface forecasts and SPC Convective Outlooks a week before an event and will often save the graphics in a folder to compare to later forecasts. This allows me to track the movement of the large scale weather systems across the country and gauge the changes in the forecast from day to day. I typically begin a daily analysis of the wind and wave forecasts on Monday or Tuesday for a weekend event.

The final forecast should be based upon the most current forecast data available and is usually prepared the morning of the event. If you have been analyzing the forecast for the preceding week and using the data to steadily hone in on your strategy, the creation of your final forecast shouldn’t be too time-consuming. And hopefully it won’t reveal any surprises.

Managing Weather Conditions After The Start

Managing the forecast and keeping tabs on rapidly deteriorating conditions becomes far more difficult once you are offshore. Monitoring the evolution of weather patterns and reviewing updated forecast data after the race has started can help you adjust your strategy based upon whether an off-shore or in-shore route holds the best chance for a steady breeze. In addition to aiding your strategic goals, checking the weather regularly and remaining apprised of National Weather Service watches and warnings will spare you from being surprised by thunderstorms, a relatively common occurrence across the Great Lakes during late July and early August.

ACCESS TO DATA

Introduction There is no shortage of weather data on the Internet. The sheer volume of data, combined with the ease of access, may contribute to a case of ‘data overload’ in the days preceding the race. However, once you are on the racecourse and your trusty Wi-Fi connection is no longer available, you will likely find yourself quickly transitioning from ‘data overload’ to ‘data deprivation’. There are technological solutions to address your data deprivation, but each possesses its own set of problems.

VHF Radios VHF radios are a reliable and relatively inexpensive method of obtaining basic weather information. Modern marine VHF radios contain a “WX” button used to select the seven channels (WX1 to WX7) dedicated to receiving weather observations and forecasts.

Through its NOAA Weather Radio (NWR) program, the National Weather Service (NWS) continuously transmits NWS general and marine forecasts, regional weather observations, and severe weather watches and warnings in the VHF range. The NWR transmissions are automatically rendered from typed text to audio and, unless interrupted by warnings of severe weather, cycle repeatedly through information of interest to mariners and non-mariners, these include:

• Synoptic Overview – a description of the large-scale weather pattern affecting the region where the NWR transmitter is located.
• General Forecast – a non-marine forecast for the next four days divided into 12-hour periods.
• General Observations – local and regional meteorological observations such as barometric pressure, temperature, wind speed, wind direction, etc.
• Near Shore Marine Forecast – a forecast for waters within five nautical miles from shore.
• Extended Forecast – a general forecast for the next five to seven days.
• Marine Observations – wind and wave observations from nearby buoys and waterfront stations.
• Climate Summary – a review of the local and regional climate data, such as high and low temperatures, total precipitation, etc.

Because this information is presented in a continuous loop, you may have to listen to the broadcast for several minutes or more until it returns to the marine-related portion of the program. I find that it is helpful to take notes as you listen to the forecast.

Several NWR transmitters, each operating on an assigned frequency so as not to interfere with nearby stations, serve the waters of Lake Superior. The range of each transmitter is approximately 25 miles, however, this range may be diminished by the height or placement of the antennae, operational integrity of the station’s equipment, or weather conditions. The distance at which you are able to receive a NWR broadcast is also dependent upon the equipment onboard your vessel. The height and quality of your antenna and condition of the coaxial cable and ancillary fittings connecting it to your fixed VHF radio all influence the quality of your reception. Handheld VHF radios have a much shorter effective range than fixed units.

There are two NWS offices with County Warning Areas (CWA) covering a portion of Lake Superior -- Marquette, MI and Duluth, MN. Each NWS office is responsible for preparing the weather information that is broadcast by the NWRs located in their CWA. The marine observations and forecasts you hear on your VHF radio are specifically prepared for the portion of Lake Superior falling within the NWS’s warning area.

Since the NWR system broadcasts weather information for a specific portion of the Lake, and the operational limit of the transmission is approximately 25 miles, you will need to select the WX channel associated with the NWR transmitter closest to your location. This is particularly important if a severe thunderstorm prompts the issuance of a watch or warning for a portion of the Lake. A map showing the location and associated WX channel of the NWR transmitters serving Lake Superior can be found here , while a map showing the marine zones for each NWS office is located here .

Cellular Internet Although your VHF radio is a reliable source of weather information, it does not provide the ability to access Doppler radar or the wide array of weather forecast graphics discussed above. Accessing the Internet or creating a Wi-Fi hotspot using a cellular connection, provides access to the weather resources and Doppler radar, but cellular access more than 10 miles offshore is typically unreliable. It is possible to improve cellular reception by installing an external antennae and signal booster; however this technology only improves an existing signal and therefore provides limited value in areas where shore-based cellular access is spotty.

Cellular Internet should not be your primary source of weather information. However, when it is available, Internet access provides the ability to view Doppler radar imagery – a particularly useful resource if severe thunderstorms are expected to impact the racecourse.

Satellite Weather Data Accessing weather information via XM satellite offers many advantages over VHF and cellular, but at a relatively high cost. A typical XM setup requires a satellite antennae, receiver, a display device (such as laptop or chartplotter), and a monthly subscription from a provider of meteorological data. The cost of the antennae, receiver and software typically exceeds $1,000, and data subscriptions can reach $50 per month.

If cost isn’t a barrier, satellite technology avoids the broadcast range limitations of both VHF and cellular Internet and assures reliable, consistent access to weather data – including Doppler radar -- regardless of your location on Lake Superior. You’ll be limited to the products and resources offered by your data provider, but this limitation is more than outweighed by reliable access.

MISCELLANEOUS TOPICS

Barometers An accurate barometer, particularly a digital version, is a relatively-inexpensive, low-tech method of monitoring large-scale weather patterns and the potential for severe weather. Typically, falling barometric pressure, particularly rapidly-falling barometric pressure, announces the approach of a squall line or cluster of thunderstorms. Your on-board barometer may provide your first clue that the atmosphere is brewing some excitement. (Check out my article Feeling The Pressure: The Value of A Barometer by clicking here .)

National Weather Service Terminology The National Weather Service uses a variety of terms to simplify the forecast process and warn the public about the potential for hazardous weather. Misunderstanding this terminology may lead to poor decision-making that places you and your crew at increased risk during inclement weather. Several terms of interest to the marine community are presented below:

• Near Shore Marine Forecast : Issued for the Great Lakes from the shoreline out to five nautical miles.
• Offshore Marine Forecast : A marine forecast for waters beyond five nautical miles from shore.
• Small Craft Advisory: There is no precise definition of a small craft.   Thresholds governing the issuance of small craft advisories are specific to geographic areas. Any vessel that may be adversely affected by Small Craft Advisory criteria should be considered a small craft. Sustained winds or frequent gusts (on the Great Lakes) between 22 and 33 knots inclusive, and/or seas or waves greater than 4 feet may prompt the issuance of a Small Craft Advisory
• Watch : A watch is used when the risk of a hazardous weather event has increased significantly, but its occurrence, location, and/or timing is still uncertain. It is intended to provide enough lead time so that those who need to set their plans in motion can do so.
• Warning : A warning is issued when a hazardous weather or other event is occurring, is imminent, or has a very high probability of occurring. A warning is used for conditions posing a threat to life or property.
• Marine Weather Statement : A National Weather Service product that provides mariners with details on significant or potentially hazardous conditions not otherwise covered in existing marine warnings and forecasts. Marine weather statements are also used to supplement special marine warnings.
• Special Marine Warning : A warning product issued for potentially hazardous weather conditions usually of short duration (up to 2 hours) producing sustained marine thunderstorm winds or associated gusts of 34 knots or greater; and/or hail 3/4 inch or more in diameter; and/or waterspouts. Also used for short duration small-scale events such as a strong cold front, gravity wave, squall line, etc., lasting less than 2 hours and producing winds or gusts of 34 knots or greater.
• Severe Thunderstorm : A thunderstorm that produces a tornado, winds of at least 58 mph (50 knots), and/or hail at least 1" in diameter. A thunderstorm wind equal to or greater than 40 mph (35 knots) and/or hail of at least 1" is defined as approaching severe status.
• High Wind Warning : Issued when high winds may pose a hazard or are life threatening. The criteria vary from state to state. In the Great Lakes, the criteria is sustained non-convective (not related to thunderstorms) winds greater than or equal to 40 mph lasting for one hour or longer, or winds greater than or equal to 58 mph for any duration.
• Gale Warning : A warning of sustained surface winds, or frequent gusts, in the range of 34 knots (39 mph) to 47 knots (54 mph) inclusive, either predicted or occurring, and not directly associated with a tropical cyclone.
• Storm Warning : A warning of sustained surface winds, or frequent gusts, in the range of 48 knots (55 mph) to 63 knots (73 mph) inclusive, either predicted or occurring, and not directly associated with a tropical cyclone.

Doppler Weather Radar There is no better tool for tracking the development and movement of thunderstorms than Doppler radar from the NWS. The NWS maintains the only nationwide network of radar stations and freely shares its raw data and imagery with the public. The stations are strategically located to ensure that all areas are served and to allow overlap in the event that a station fails. There are two NWS stations collecting data over Lake Superior: Marquette, MI and Duluth, MN. A map of these stations may be found here .

A few important facts about radar imagery:

• You will need a reliable cellular or satellite connection to view NWS radar data.
• Radar imagery can be viewed on each NWS office’s web page, or through a third-party application purchased for your laptop, smartphone, or tablet.
• Radar imagery is NOT live. The process of scanning the atmosphere, processing the data, and preparing the imagery takes time -- anywhere from 3 to 6 minutes depending upon the scanning strategy being used at the station. A fast-moving thunderstorm or squall line can easily cover ten miles or more between image updates. In addition, a rapidly developing thunderstorm may strengthen dramatically between image updates. Most radar applications will display the time of the image to allow you to determine how ‘stale’ the data is. If you are using radar to monitor the approach of threatening thunderstorms, keep in mind it may be much closer and much stronger than it appears on the outdated image.
• The quality of a radar signal degrades as distance from the site increases. When you are monitoring approaching storms, it is advisable to select the radar site closest to the storms in question rather than the site closest to your location.

Have A Safe And Speedy Trip To Duluth!

Disclaimer: The user assumes all risk related to the use of this data. The crew of each participating yacht must determine their ability and willingness to accommodate weather-related challenges. Please consult the current National Weather Service forecast before and during the race.

The 28th Biennial

Trans superior, august 5, 2023.

Final Results 2023 Trans Superior

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2025 Trans Superior will be held  August 2, 2025!

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28th Bi-Annual Trans Superior International Yacht Race set to sail

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The 28th Bi-Annual Trans Superior International Yacht Race starts at Gros Cap Light on the  southeast end of Whitefish Bay on Saturday at 1 p.m.  

The racers will leave the George Kemp Marina in Sault Ste. Marie at 8 a.m. Saturday, make their way through the Soo Locks on their way to Gros Cap Light.

Nearly three dozen sailboats of different sizes and shapes and their crew members will battle a Lake Superior that sometimes can be dangerous.

"This race has a little bit more challenging conditions. The storms are a little bit bigger.  Changes in the wind conditions happen a lot faster and are a lot more extreme," said Tighe Case, who arrived in the Soo with his crew a couple days ago on the MC^2.

While it is a very competitive race covering 326 nautical miles from Sault Ste. Marie to Duluth, Minnesota, it's more about the camaraderie. 

"Sailing is a sport...a Corinthian sport. It's never anything more about bragging rights...and drinking some beer after the race is done," Case chuckled.

Crew members are spending a lot of time getting their vessels ready for the Saturday start.  Checking and double checking supplies and equipment is crucial before Saturday morning's departure to Gros Cap Light.

But that doesn't mean they don't make time to explore Sault Ste. Marie.

Tim Buck and his crew arrived late Wednesday night to the marina on the Narwhal. 

Thursday morning, they knew where to go for breakfast.

"We went to Frank's and were over-served food! I heard that was their reputation and it's true," said Buck, who is from Duluth.

Many of these same teams recently raced in the Port Huron to Mackinac Island race (204 nautical miles) or the Chicago to Mackinac Island race (289 nautical miles).

But this particular race across Lake Superior is special because it's longer and more challenging, but it's also the final race of the season for most of them.

You can follow the race LIVE online at this link:  https://www.transsuperior.com/home

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Duluth Yacht Club History

A few good men. That's all that was needed back in February 1969 to start the present day Duluth Yacht Club. A group of men, who informally raced each other across Lake Superior under the auspices of the Cruising Club, decided to come together formally and solidify sport sailing in the Duluth-Superior area.

The Cruising Club, including longtime sailors Jack Soetieber, Jack Arnold, Dave Poulin, Jim Robinson and Dale Sola, in the early days would begin their races off Park Point. The group called itself the Cruising Club because they wanted to differentiate themselves and their sailboats from a scow club that raced in the bay.

Because of the success of the Cruising Club, some members felt the Club should be more formal and promoted as an area-wide sailing club. The Apostle Island Yacht Club, which had already been in existence for thirteen years, was established with the help of Jack Soetebier and Dr. John Pierpont - two founding members of the Duluth club. Duluth hadn't seen a formal yacht club since the 1920s and 30s when Park Point had an elaborate establishment which operated under the name Duluth Yacht Club

The Cruising Club drew up a constitution, established by-laws, changed its name to the Duluth Keel Club (DKC) and named Bill Soetebier its first Commodore. The Duluth Keel Club's purpose was "to act in the best interest of sailing; to create, foster and encourage a comradery amongst all sailors in the Duluth-Superior area; to support that which is in the best interest of sailing and boating as a sport and recreation". Membership was granted to males 21 years of age or older and dues were set at ten dollars. By April 1969, the Duluth Keel Club had 26 paid members.

The early races were more informal than racing today. Ten races were scheduled for the year with a Spring Series and Fall Series. The DKC scheduled their races around the Apostle Island Yacht Club season which started around the Fourth of July. Because many sailors participated in both clubs, the Spring Invitational Series held May 31 and June 1, 1969, were DKC's first formal races. Boats ranged from a Cal 20 to a Rhodes 41 with a no spinnaker or family rules adopted for Saturday's race and anything goes on Sunday.

Jack Soetebier remembers the early races as being much more laid back than they are now. There were more cruising races - racing up to Knife River on Saturday, anchoring for the night and racing back to Duluth on Sunday. Jack remembers many boats included wives and children which fostered a social atmosphere. Soetebier also recalls the early days on the starting line. All boats anchored and when the starting horn blew they would pull up anchor and begin the race.

The Duluth Keel Club initially adopted a high-point scoring system. The first six places were given points starting at six points for first down to one point for sixth. The boat with the most points at the end of the season won. In 1977, the DKC adopted a low-point scoring system. The first boat received half a point, second boat scored two points and so on down. So the boat with the lowest number of points at the end of the season wins. Sailboats also received a large number of points for not starting, not finishing, being disqualified, or for finishing last. Also in 1977, the DKC changed its rating system. Before 1977, sailboats were rated based on a modified version of the International Offshore Rules (IOR) developed by Stu Sivertson. Now the DKC uses the Performance Handicapped Racing Formula (PHRF).

Duluth can boast the beginning of one of the most prominent Lake Superior sailboat races, the Trans-Superior. The Trans-Superior was a race thought out between Duluth sailor Jack Soetebier and Dr. John Pierpont, from White Pine, Michigan. The two men set up the race more as a challenge to each other and other Lake Superior sailors. It was organized before the 1969 conception of the Duluth Keel Club. The race is a 326 nautical mile race from Sault Ste. Marie, Michigan to Duluth. It is held every odd year and is sponsored by the Lake Superior Yachting Association in conjunction with the Duluth Keel Club and the Algoma Sailing Club in Sault Ste. Marie. The course was reversed in 1983, but due to finish line logistics, it was changed back to the traditional Sault to Duluth direction.

The Richardson Cup race is another sailing event the Club has been active in over the years. The Richardson Cup is a series of match races where boats pair up and race one on one. The event is the Great Lake's championship of match racing and is held in a different location every year. In 1980, the Duluth Keel Club hosted the Richardson Cup and Club members have represented Duluth in 1977, 1978, 1980, 1990, and 2001. The Richardson Cup event returned to Duluth in September of 1997 and 2002. In 2002, a team of DKC sailors representing Lake Superior Yachting Association won the coveted Richardson Cup.

In 1990, the beginning of a new decade ushered in a new name for the club. It changed from the Duluth Keel Club to the Duluth Yacht Club. Along with a new name came a new clubhouse and docks centered at the heart of waterfront activity. With the elimination of family rules prohibiting spinnakers on Wednesday nights, the Duluth Yacht Club expanded the Club's sailing expertise.

Another major event, which Duluth had the pleasure of co-hosting in 1990, is the Midget Ocean Racing Club International Regatta. Boats from all over the United States and Canada came to Duluth to compete on an unpredictable Lake Superior. The event was co-hosted by the Duluth Yacht Club and Wayzata Yacht Club. MORC sailboats and ratings are built around a measurement system. Before the boats touched water, each had to be measured and weighed to determine the rating allotment and were assigned to their respective classes. Duluth boats fared very well earning top places in the Production and Classic Divisions.

In 1992 renewed interest in one-design racing brought the San Juan 24 North American Championship to Duluth. Eleven Duluth Yacht Club crews participated in the 20 boat event which brought competitors from the West Coast, Thunder Bay, Sheboygan, and Minneapolis. Duluth was well represented with the top three places going to local boats. As the host site in 1996, the DYC had fourteen crews compete in the 23 boat fleet. Hosting again in 2000, DYC teams took the top three spots. Duluth hosted three additional years, most recently in 2006.

2008 was an exciting year with new achievements for club members. Former Commodore Eric Thomas completed the Solo TransPacific finishing 1st in his class and 2nd overall. And placing sixth in the U.S. Sailing Women's National Championship was Susan Mattis Turnham and crew Connie Bloom, Amy Carlson and Kari Jacobson Hedin.

Today the club continues to use the assumed name Duluth Yacht Club. The original, legal name of the Minnesota non-profit corporation, i.e., the Duluth Keel Club, remains unchanged. The Duluth Yacht Club currently offers family, individual, social, and student memberships. The membership is comprised of male, female and youth sailors. The Duluth Yacht Club continues to look towards the future.

2020 Note: We are sad to report the passing this spring of two of our founding members and past Commodores, John “Jack” Soetebier and John “Jack” Arnold.

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Luxury rules at the moscow yacht show.

by Maria Sapozhnikova

The windy Russian autumn weather might be a little bit tricky for sailing, but it doesn’t stop brave yachtsmen from all over the world from flocking to Russian capital in the beginning of September when the Moscow Yacht Show commences. The main Russian Yacht exhibition gathers professional and amateur yacht lovers together under the wing of The Royal Yacht Club.

This year it took place for a fourth time already. The exhibition is considered the principal event on the sporting and social calendar. The Moscow Yacht Show 2010 united in one area three of the largest Russian yachts distributors: Ultramarine, Nordmarine and Premium Yachts.

A wide range of yachts were on display for a week. An exhibition showcased yachts both from Russian manufacturers and world famous brands: Azimut, Princess, Ferretti, Pershing, Riviera, Doral, Linssen, etc.

It was a real feast for seafarers as visitors of the show had a unique chance not only to take a look at the newest superyachts before they hit the market, but also to evaluate their driving advantages during the test drive. The show provided an excellent opportunity for yacht enthusiasts to choose and buy a new boat for the next season.

The event started with the grandiose gala evening. It included grand dinner, the concert and professional awards ceremony for achievements in Russian yachting industry. The guests also enjoyed the annual regatta.

Special guest Paolo Vitelli, Azimut Benetti Group president, opened the evening.

Next year organizers assured guests they would bring more yachts, the scale of which will even make oligarch Roman Abramovich envious. Sounds very promising indeed.

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