The scene at the Royal Yacht Squadron (RYS) couldn’t have been more glamorous. Everything was in place. All the legends of the America’s Cup were gathered for this and last year’s AC Hall of Fame induction ceremony. The Cup arrived in its brand-new Prada travelling case and all was set for the Overture; as the opening crescendo of the 36th America’s Cup was ready to begin in earnest!
But wait, isn’t this supposed to be the Royal New Zealand Yacht Squadron middle-class party? Isn’t Grant Dalton on a budget? By the looks of it, other than a few ETNZ team members and management that were in attendance, most the Kiwis at the event were probably working it, waiting tables and washing dishes. Not a criticism, I would be too!
It was the consummate British dressed down, black tie tuxedo affair with the men looking all dapper and dandy with their girlfriends and wives in tow as they all watched videos of the foiling AC 75’s on a new America’s Cup race course that looked more like it was set for Live and Let Die or a backwoods Louisiana swamp. It didn’t seem to have the panache that the in your face sailing intensity of San Francisco Bay was or at least what we remember of a temperamental Hauraki Gulf!
It’s time for the Kiwi’s to “chopski up” (sorry, my terminology) and crash their own party, before it’s too late. This extravagance must be the push back after Russell Coutts and Larry Ellison kicked the Flinstone generation to the curb last time in an incessant call up for young sailors to take over the sport.
This led to the Red Bull Youth America’s Cup which was a major success and led to a generation of new young talent like Kiwi’s Peter Burling and Blair Tuke, who are not only AC superstars now, but the Volvo Ocean Race as well! Now the youth in this cycle are merely getting lip service as the old America’s Cup folks come out of the woodwork again. Most of the old fossils were in attendance last week.
Trust me, I know party crashers when I see them and this party needs to be crashed. Yeah for me, I had the invite but I have higher priorities in Flint, MI. Ha ha! I loved when the Kiwis threw their Louis Vuitton bags into the crowd much to their delight and much to the horror of the Kiwis wives and girlfriends.
Cowes, UK was the place to be for the first opportunity to officially meet the teams entered in the 36th edition of the America’s Cup. Even though the social media numbers were a bit anemic and there is no American television rights agreement in place to date, the party got started.
Just to show you a comparison my nephew, Cory Wharton, who stars on MTV’s reality show The Challenge, took his daughter to a LA Dodgers game and got 47,493 views among his 462,000 followers. The AC Overture received 4,469 views on Instagram among their 91,000 (Yeah?) faithful and only 418 views on YouTube. Maybe ViaCom/MTV needs to bid on this thing and let Snooki do the commentary!
Anyway, back to the Flintstones.
On behalf of the Royal New Zealand Yacht Squadron, Grant Dalton officially named Auckland as the venue for the 36th America’s Cup Match presented by Prada and that racing will take place March 6-21, 2021. The defender, Emirates Team New Zealand, will race against the winner of the Prada Cup, the Challenger Selection Series, in a best of 13 (first to seven points), in the America’s Cup Match.
In accordance with the Protocol for the 36th America’s Cup, the race course area was also announced. The racing area is defined by a varied area outlined across the wider Hauraki Gulf, running south along the North Shore beaches around North Head encompassing the inner Waitemata Harbor right up to Auckland’s iconic harbor bridge and downtown CBD, across Auckland’s Eastern suburbs and all the way out the Tamaki Strait between Waiheke Island and Maraetai.
The Waitemata Harbor and the Hauraki Gulf are widely regarded as the jewel in Auckland’s crown and will offer a plethora of race course options, with a full range of wind directions and conditions. Including many volcanoes!
“Having the race course so close to the coast will give spectators the opportunity to follow the racing even from the shore with the spectacular backdrop of Auckland. The City of Sails,” commented Prada’s Skipper Max Sirena. “We cannot wait to get started!”
“We’re very fortunate that the geography of Auckland allows us so many exciting and challenging race course options in close proximity to elevated vantage points for spectators on land,” said Grant Dalton.
“We needed to define a wide racing area to cater for all wind and tide directions and conditions, which we have done across the racing area. But the one overarching objective in identifying the specific race courses within the race area was to bring the racing as close as possible to the land based spectators, and we are incredibly lucky to have both North Head and Bastion Point where the public will literally be able to hear the AC75s whistling above the water and see the wind shifts on the water without having to set foot on a boat. In saying this, catering to the huge expected spectator fleet does provide its own challenges, but we have been working closely with the Harbor Master and all related agencies that have fully bought into the objectives and to do everything we can to make this America’s Cup the most inclusive and spectator friendly America’s Cup ever,” further stated Dalton.
There has been specific consideration given to the ideal time of day for racing to start. A tentative race time window is estimated between 1600-1800 local time in order for a typical March sea breeze to reliably establish itself across the Waitemata Harbor and Hauraki Gulf race courses based on a leg length of between 1.3 to 2.2 nautical miles (NM).
Along with the proximity to public, consideration has been given to minimizing race day cancellations due to too much wind or swell as was seen in the 34th America’s Cup in San Francisco. The course area, directly between Eastern Beach and Waiheke Island provides a sheltered, all wind direction race course and was the training ground of ETNZ for their successful 35th America’s Cup challenge in Bermuda.
The definitive race distance will depend on the wind speed and selected race course each day with an anticipated 35-minute race duration, including pre-start, based on a typical windward leeward configuration with potential for a dramatic final reaching leg to the finish line.
The sterling silver America’s Cup, the oldest trophy in international sport, travelled to Cowes from Auckland specifically for this event and shone on the stage with her new Prada travelling case. Handcrafted by Prada artisans, this trunk will now accompany the Auld Mug on the road to the 36th America’s Cup.
“Getting the courses today is a big deal because the teams will be basing their design decisions around this information,” said Terry Hutchinson Executive Director and Skipper for American Magic, the NYYC’s American challenger. “Exactly what we are going to be doing, how much time you will have to a boundary (if that is in fact the case), versus how much time you will have on the course, all impact the boat design decisions. Today is a huge day for the 36th America’s Cup,” further stated Hutchinson.
The Herreshoff Marine Museum/America’s Cup Hall of Fame inducted John K. Marshall, Doug Peterson, Syd Fischer and Ken McAlpine into the America’s Cup Hall of Fame at the Royal Yacht Squadron, in Cowes, England.
John Knox Marshall (United States)
John Marshall exemplifies the elite level sailor who uses a brilliant technical mind to make boats go faster. His remarkable ability to blend the art and science of sailing helped him win the America’s Cup three times, once as a sailor, and, twice, as leader of Dennis Conner’s design/technology team. Conner remarked that Marshall “is the guy who talks the languages of both the eggheads and the jocks.”
Marshall competed in nine Cup campaigns, for the first five as a crew member starting in 1974 aboard Intrepid. In 1980, he had his first Cup win as Freedom’s mainsail trimmer. His greatest victory, however, was in 1987 as design coordinator for the Stars & Stripes campaign in Australia where he brought together aerospace technology and skilled yacht designers.
In 1988, he earned his third Cup victory managing design for the wing-sailed Stars & Stripes catamaran.
He also played a major role in the Cup’s IACC era, chairing a five-nation panel to write the new rule, used from 1992 to 2007, and later forming a research partnership to provide IACC baseline data to U.S. defense teams. After 1992, Marshall founded the Young America syndicate which competed in the 1995 and 2000 events.
Marshall could always find ways to make a dinghy, keel boat or ocean racer go faster. A collegiate champion, he went on to win North American Championships in the 505 and Enterprise. At the 1972 Olympics, Marshall won a bronze in the Dragon Class. Racing extensively offshore as well, he won the Two Ton and Maxi World Championships as tactician/sail trimmer.
Marshall specialized in molecular genetics in college earning his A.B. from Harvard in 1963 and conducted gene research at the Rockefeller Institute. He studied mathematics and fluid dynamics at the Stevens Institute of Technology to help understand the science of sailboats. His broad technical education was a major asset as he spent most of his career overseeing projects that advanced sail, foil and hull design. Marshall joined North Sails in 1969, and for the next 23 years worked there. As its Director of R&D and as President/CEO he oversaw advances in sail design, materials and construction.
Doug Peterson, a two-time winner of the America’s Cup, was a member of the design teams for America3 (winner in 1992), Team New Zealand (winner in 1995), and Luna Rossa Challenge (2000 and 2003). Peterson’s brilliant understanding of the art of yacht design and a strong grasp of measurement rules made him one of the best naval architects of his generation.
“He had a huge talent for designing a boat that can go through waves, any kind of waves. Plus, his knowledge of yachting was second to none,” declared former colleague, David Egan.
Peterson’s talent is best exemplified by his work as a lead designer of Team New Zealand’s Black Magic (NZL-32), one of the most dominant yachts in America’s Cup history.
Black Magic’s boat-speed, estimated to be about three and half minutes faster on the Cup course than the American defender, helped Team New Zealand deliver a 5-0 victory in the 1995 match. Including the match, Team New Zealand achieved an incredible 42-1 record with an average margin of victory of 3:06.
Black Magic’s advantage in speed was due in part to Peterson’s decision to design her with a narrow beam and a mast positioned further aft than her conventional counterparts, establishing a new paradigm in America’s Cup Class yacht design.
Peterson further attributed the success of the boat to using a total approach to design: “We started on a path with the hull, but then interconnected other components like mast and sails, always looking at it as a whole. That is our strength.”
In addition to his success in the America’s Cup, Peterson is also well known for dominating the IOR offshore racing scene in the 70’s and 80’s and for designing scores of fast, popular and successful one-off and production racing and cruising boats. He was a self-taught naval architect whose influences included his father, an aerospace engineer and yacht designer Wendell “Skip” Calkins.
Peterson reflected a few years ago that; “I started putting boats down on paper when I was 10 and have never wanted to do anything else.”
Australia’s Syd Fischer stands among Sir Thomas Lipton and Patrizio Bertelli, as the only yachtsmen to have mounted five self-funded challenges for the America’s Cup in the event’s 166-year history.
Now, at age 91, Fischer is also noted for launching the America’s Cup careers of some of today’s most famous Australian yachtsmen, in particular Jimmy Spithill, Iain Murray and Hugh Treharne, who was tactician aboard the 1983 Cup winner, Australia II.
Fischer entered the America’s Cup arena in 1983 with his challenge contender, Advance. Then, for the Cup defense in Fremantle in 1986-87, he campaigned the whimsically named Steak’n’Kidney (rhyming slang for his home city, Sydney). In 1992, it was Challenge Australia; in 1995, Sydney ’95, and, in 2000, Young Australia, with Spithill at the helm. Fischer, who on many occasions sailed aboard his Cup yachts, also took a direct interest in the administration of the America’s Cup as a member of the Challenger of Record Committee.
Outside of the America’s Cup, Syd Fischer is recognized as Australia’s most successful offshore sailor. He has claimed victory in two of the world’s major ocean racing events, the Sydney to Hobart and the Fastnet race, won the One Ton Cup world championship and led six Australian campaigns for the Admiral’s Cup in England. His achievements in yachting have earned him the Order of the British Empire (OBE), was made a Member of the Order of Australia (AM), inducted into the New South Wales Sports Hall of Fame, and was twice-named Australia’s Yachtsman of the Year.
Ken McAlpine has been at the heart of the competition for the America’s Cup for over 30 years, witnessing the America’s Cup evolve from the 12-Metre Class through the America’s Cup Class to the foiling catamarans of the 35th America’s Cup Match. During this period, he measured more America’s Cup yachts than any other person in the history of the Cup.
In this role, he demonstrated an intimate knowledge of the class rules; and, he also assisted in the development of the 12-Metre Class rule and the AC Class rule. McAlpine’s love for the sea developed during his childhood in Sydney, Australia, and so it was natural that he went on to train as a naval architect.
His involvement with the America’s Cup began in the seventies, and in 1983, on behalf of the Australian Yachting Federation, he was appointed measurer for Australia II and Challenge 12. Following the success of Australia II, McAlpine was appointed a member of the Measurement Committee for the Cup’s defense in Fremantle, Australia.
McAlpine has lived in a world of secrecy and discretion: he was often the first to learn about loopholes found by design teams and was often faced with the extraordinary pressure to safeguard the deepest secrets of Cup yacht designs. He has ruled on complex technical matters such as Australia II’s winged keel and Team New Zealand’s Hula hull.
Few people realize what it means to deal with the brightest minds in the sport lead by the wealthiest men on earth who, each in their own way, are experts in exerting pressure to have matters swing their way.
“Ken McAlpine is one of the unsung heroes of the America’s Cup,” said America’s Cup Hall of Fame Selection Committee Chair, Steve Tsuchiya. “You can’t do what Ken did for as long as he did it without being both supremely talented and incredibly diplomatic!”
During his long America’s Cup tenure, Ken McAlpine has used his naval architectural and engineering skills, along with tact, patience, and interpersonal skills to deliver a playing field as level as possible within the confines of the sport. His dedication and integrity in performing these tasks had a profound peacekeeping and stabilizing influence in the ever-growing complexity of the technology-driven competition for the America’s Cup.
The America’s Cup Hall of Fame was founded in 1992, as an arm of the Herreshoff Marine Museum by Halsey Herreshoff, a four-time America’s Cup defender and grandson of legendary yacht designer Nathanael G. Herreshoff. Over eighty legends of the Cup have been inducted into the Hall. Candidates eligible for consideration include members of the crew, designers, builders, syndicate leaders, supporters, chroniclers, and other individuals of merit.
Each nominee is judged on the basis of outstanding ability, international recognition, character, performance, and contributions to the sport. The members of the Selection Committee are persons intimate with the history and traditions of America’s Cup and committed to the integrity of the Hall of Fame.
The Herreshoff Marine Museum is located in Bristol, Rhode Island as a maritime museum dedicated to the history of the Herreshoff Manufacturing Company and the America’s Cup.
The Herreshoff Manufacturing Company (1878-1945) was most notable for producing fast sailing yachts, including eight America’s Cup defenders, and steam-powered vessels. The museum, situated near Narragansett Bay on the grounds where the manufacturing company once stood, has a collection of over sixty boats including Nathanael Greene Herreshoff’s Clara, built in 1887, Harold Vanderbilt’s Trivia, and the 1992 ACC yacht, Defiant.
Remembrances can evoke powerful memories of images we carry with us from our past. It is good to look back, just as long as you don’t trip going forward. We all hope to learn from our mistakes, but we cannot always rest on our past laurels.
First there is an exploration of an unsettling story of what was, at first, a worthy endeavor that morphed into an unsavory money or attention grab for headlines.
Then we look back when Dennis Conner went down to Australia to win back the trophy he had lost. It truly was one of the great comeback stories in sports! Unfortunately, it was a quick trip down memory lane as no sooner did Dennis bring the hallowed hardware back to San Diego that the squabbling began.
It became, what has now become a classic subject for debate with possession of the America’s Cup .Who actually controls the event? Is it the winning team or the winning yacht club?
African Diaspora Maritime
This wasn’t Amistad. There was no William Wilberforce. Clergyman John Newton’s song for the ages, Amazing Grace, has no place here. Teachers in underprivileged school districts in North Carolina won’t be sharing this lesson in their classrooms. At the end of this saga there will be nothing more than a sad story.
In spite about everything you read about how admirable Charles Kithcart’s quest to enter and create a Defense Syndicate through the Golden Gate Yacht Club may have seemed, if it truly wasn’t about the money or self-recognition, it could have made a nice chapter in the long rich history of the America’s Cup.
Kithcart was African Diaspora Maritime (ADM) Founder and CEO. The foundation was initially created to provide sailing opportunities for underprivileged black youth in North Carolina and blossomed into an ambitious plan to enter an America’s Cup Defense Trials.
There are many tacks this sailing story could have taken, first certainly foremost, teaching the kids from the city about sailing and black Maritime’s storied history. Those tales aren’t told on the webpage in question here. There aren’t any news bulletins or updates about how this non-profit organization is working with the urban youth from the city.
You would think if you were rolling into court trying to sue one of the richest men in the world, you would at least fake it on your website. The Club Nautico Espanol de Vela (CNEV) (the fake Spanish challenger of record) at least held a youth sailing event, even though they pathetically tried to pass it off as their annual regatta!
This story isn’t a praise piece about the other side either, but in the end the losers will probably be a lot of kids. If the court had any sympathy in this case they should order both sides to fund youth sailing programs in the South, North, East and West. It makes no difference!
In early 2013 the Appellate Division of the New York Supreme Court ruled on Golden Gate Yacht Club’s (GGYC) motion to dismiss Africa Diaspora Maritime’s (ADM) lawsuit against them which had denied them entry into the 34th America’s Cup.
“Why don’t we view this as a Jackie Robinson moment,” Charles Kithcart.
The Appellate Division upheld the lower court’s decision dismissing ADM’s claims for breach of trust and breach of fiduciary duty. This is the same branch of the NY court system that five years ago during the litigation between the GGYC and Alinghi sent shock waves into the GGYC legal team and has again reversed the decision of the lower court, this time on ADM’s breach of contract claim.
In a statement at the time by GGYC Vice-Commodore Tom Ehman: “We are pleased to report that the Appellate Division of the New York Supreme Court ruled today on GGYC’s motion to dismiss ADM’s lawsuit against GGYC. The Appellate Division upheld the lower court’s decision dismissing ADM’s claims for breach of trust and breach of fiduciary duty. It reversed the decision of the lower court on ADM’s breach of contract claim. The issue before the court was a preliminary issue of whether the complaint if true, states a cause of action” said Ehman.
“As the court noted whether the plaintiff can ultimately establish its claim is irrelevant at this juncture. Essentially the court ruled that the one remaining claim breach of contract presents factual issues that cannot be decided on a motion to dismiss,” said Ehman. “GGYC looks forward to proving, in the appropriate forum at the appropriate time, that it acted in good faith and that ADM’s claims are meritless.”
The court scheduled August 23 to hear oral arguments on the recently filed submissions. A ruling may come a mere few days before the scheduled start of the America’s Cup finals on September 7th. The ADM legal team are the NYC heavy hitters and (not cheap) firm of McDermott, Will & Emery.
“If you are wondering about this lawsuit by ADM, that the trial court in New York long ago summarily dismissed, you should know that after GGYC carefully considered then rejected ADM’s application as a Defender Candidate in early 2011,” said Ehman. “It was not until Christmas of 2011 that they sued. Does that sound like a viable AC defender candidate serious about entering as a defender and in a hurry to do so? Or is there some other devious game afoot here? One other point,” Ehman says, “it is only now, after more than two years of litigation, and just weeks before the match, that ADM has filed a motion to delay the Cup. Our lawyers are confident that GGYC will prevail and the Match will go on as scheduled.”
“I am no longer associated with ADM Sailing. The organization is fraudulent and has no interest in helping the youth in our community!” Mona Horton ADM filed their application just before the March 31, 2011, deadline. GGYC initially denied the application, saying it was unsigned and that the $25,000 fee was not received in time. Then two weeks later, April 15, 2011, GGYC rejected ADM stating that it was ‘not satisfied’ that it had the resources to be compliant or competitive as outlined in the AC Protocol for the 34th America’s Cup.
“Why don’t we view this as a ‘Jackie Robinson’ moment and understand the importance of a free country allowing its free citizens to express themselves in a gainful manner,” said Charles Kithcart, ADM’s founder and chief architect. “SF needs fans, the 34th needs teams, ADM needs an event.”
Looking back over this case over the last couple of years it would be great to believe the African Diaspora Maritime (ADM) story if in fact the non-profit organization was more than just a litigation machine. The under privileged of Raleigh, North Carolina would be better served if in fact there was any hint of activity in youth and sailing programs.
If a picture could tell a thousand tales it would the board room shot of what could be the ADM administration and legal team on their website plotting their next move against the Golden Gate Yacht Club (GGYC), which should never have opened the door with the prospect of “defense trials” in the summer’s America’s Cup races in San Francisco.
“This is nothing more than a shakedown of Larry,” said Tom Ehman.
This case has only survived because ADM felt disrespected by GGYC’s ignorance and then denial of their application to create a defense syndicate to serve and educate the young people in their community whose lives would then become enriched by their participation in the America’s Cup.
The reality is that when Larry Ellison formed his alliance between his Oracle Racing team and the GGYC, it was with the expressed purpose of being able to be in control of all aspects of an America’s Cup defense. Ellison found an interested and willing radiator mechanic to bring his dream to fruition.
“This is nothing more than a shakedown of Larry,” states Ehman. “The question is who is funding these guys.”
The ADM mission statement reads like this: “The nation will be watching and excited about the America’s Cup Team from North Carolina featuring some of the world’s top black sailors for the first time in Cup history. With the uniqueness of our program we feel attention from around the U.S. and indeed the world will be focused on ADM.”
“We think ADM’s lawsuit is completely meritless,” said Phil Bowman in a statement at the time. Bowman is a partner at Boies, Schiller & Flexner and attorney for GGYC. “The New York Supreme Court agreed with us and dismissed the entire case and wrote a well-reasoned and thoughtful decision. We hope the appeals court sees it the same way.”
Last year ADM asked the Supreme Court of the State of New York to force GGYC to accept its application, hold a defender series, provide the group with at least two 45-foot catamarans and pay more than $1 million in damages. The group at the time also wanted GGYC removed as America’s Cup trustee.
At the time of the lawsuit which was filed last year, Ehman said: “We believe the lawsuit is utterly without merit and that GGYC will prevail. You only have to read the last paragraph of the complaint to realize what this is really about.” Ehman statement concluded that, “ADM’s application was late, lacking and lamentable.”
The whole quagmire began because of language in the original America’s Cup Protocol’s Section 8 on the acceptance of Defender Candidates at the time:
GGYC will accept applications to be a Defender Candidate from 1 November 2010 until 31 March 2011. Thereafter, applications may be accepted at the discretion of GGYC upon such terms as it may determine. (Refer amendment 8)
Defender Candidates shall comply with the Protocol and shall submit the documents and fees as set out in Article 9.
GGYC will review Defender Candidate applications and will accept those it is satisfied have the necessary resources (including but not limited to financial, human, and technological) and experience to have a reasonable chance of winning the America’s Cup Defender Series.
The sad truth for me began last year when this note arrived on my Facebook doorstep. “I am no longer associated with ADM Sailing. The organization is fraudulent and has no interest in helping the youth in our community and is only interested in the financial gain of the Ed and Lynn Fitzpatrick. I am sorry I ever recommended them to anyone.” OK. Unsolicited posting, so I followed up and identified myself as a journalist and got this:
“I think we became FB friends when I worked at ADM Sailing. I was really interested in learning as much as I could about sailing and the AC and I read some of the things you wrote. I was the one who put out the press release in June prior to the oral arguments. I resigned due to many reasons but I had encouraged my friends to support the organization and I had to let them know that this is not a good idea. Things are not always what they seem and since I will no longer support Charles Kithcart or his partner Lynn Fitzpatrick, I wanted to let my friends know,” posted Mona Horton, who at one time worked for ADM on their marketing and promotion team as a consultant.
Which brings us to the inevitable question, why? There is no criteria in George L. Schuyler’s America’s Cup doctrine; The Deed of Gift that specifies defense trials in any respect. Though for many America’s Cup the only action on the water for most of the summers was the trials between sailing teams that wanted to defend the Auld Mug for the NYYC.
Given Ellison’s mandate for control, why was any language inserted into the Protocol for Defense Trials? It makes no sense. ADM had no assembled sailing team, just a wish list of hopefuls and a legendary Cup designer who got caught up in the middle of all the propaganda.
The ADM website lists yacht designer Bruce Marek as chief designer of an ACC (boat), with a sailing team of Alan Sun, Donald Lawson, Curtis Florence and Dalton Tebo.
They have not practiced on any multi-hull element. You would think if they wanted to convince a judge of their legitimacy, ADM would have some sort of sailing program on the water. Kithcart stated that they needed to be accepted before they could begin to raise money. That shows you that were never serious about competing. The whole effort appears to have been a litigation machine from the onset.
It’s sad, because had they been legitimate and set up an AC45 program, they could have gone a long way towards raising awareness for the young sailors in their community. Maybe a challenge through the Cayman Islands? Jamaica? They could have done a Red Bull Youth America’s Cup program. Not that the GGYC is blameless in this mess, but the judge should see this for what it really is.
“We think ADM’s lawsuit is completely meritless,” Phil Bowman, GGYC Lead Attorney.
Kithcart told Sail Revolution’s Jeremy Leonard in an interview that his America’s Cup history comprised of; “starting out as crew on Shamrock IV” and then some marketing work on America Cubed. “I project managed the Age of Russia in the IACC World Championships. Then in the ’95 America’s Cup, I was on the Sydney 95 tender almost every day. They invited me out.”
Not much of an America’s Cup resume, certainly not enough to be taken seriously. There were multiple defense start-ups in the early 90’s that went nowhere but had some AC pedigree. The Beach Boys created a team, along with Peter Isler and the Yankee Syndicate out of Cleveland, to name a few.
It’s nice to look back, but again don’t trip looking over your shoulder! Write me at firstname.lastname@example.org H