sailboat navigation hurdle

*Navigation hurdle for a sailboat Crossword Clue

*navigation hurdle for a sailboat answer is: headwind.

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Recent New York Times March 6, 2023 Puzzle

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Sailboat Navigation: How to Navigate on Water

Mastering sailboat navigation is of paramount importance for sailors of all levels of experience. Whether you’re a seasoned sailor or a novice setting out on your first boating adventure, having a solid understanding of marine navigation is essential for your safety and confidence on the open waters. By honing your navigational skills, you can ensure that you navigate waterways with ease and make informed decisions to avoid potential hazards.

In this guide to sailboat navigation, we will delve into the intricacies of navigating a boat. Whether you prefer electronic or traditional methods, we will cover them both. We will explore electronic navigation techniques, including the use of GPS systems and chartplotters, which provide real-time information and streamline your navigation process. Additionally, we will delve into traditional navigation methods, equipping you with the necessary skills to navigate using natural references such as compasses, charts, parallel rulers, and dividers.

The Art of Sailboat Navigation

Navigating a boat is a unique skill that differs significantly from driving a vehicle on land. Unlike roads and signs, the waterways present a dynamic environment with minimal navigational markers, and visibility can be limited due to fog or the absence of recognizable landmarks. Becoming a proficient marine navigator requires years of accumulated knowledge and advanced learning. However, with a solid understanding of the basics, navigating most inland and nearshore waterways under normal weather conditions becomes a manageable task. Let’s break it down into simple steps.

Electronic Navigation

Electronic navigation has revolutionized the way boaters navigate the waters. With advancements in technology, electronic navigation systems have become remarkably user-friendly, making them a popular choice among boaters. The benefits of electronic navigation include:

• Real-time Information Electronic navigation systems, such as GPS (Global Positioning System) or chartplotters, provide you with accurate and up-to-date information about your boat’s position, speed, direction of travel, and more. This real-time data enhances your situational awareness and helps you make informed decisions while on the water.
• Ease of Use These systems often feature intuitive interfaces, making them easy to operate. They typically have user-friendly menus, touchscreens, and controls that allow you to navigate through various features effortlessly.
• Convenience Electronic navigation systems simplify the process of charting your course. They eliminate the need for traditional paper charts and manual calculations, saving you time and effort.

You can find some helpful tips about GPS Navigation here !

Operating GPS or Chartplotter

To make the most of electronic navigation, it’s crucial to familiarize yourself with the features and operation of your GPS or chartplotter. Here’s a general overview of operating these devices:

• Familiarization Take the time to understand the different functions and settings of your GPS or chartplotter. Refer to the user manual or online resources specific to your device for detailed instructions.
• Position Acquisition Ensure that your device has acquired a strong GPS signal for accurate positioning. This may involve waiting for the system to connect to satellites or adjusting the device’s settings to optimize signal reception.

Creating Waypoints and Route Planning

Waypoints are specific locations on your navigation route that serve as markers for your journey. To create waypoints on your chartplotter:

• Manual Input You can input coordinates manually, usually in latitude and longitude format, to mark a specific location as a waypoint.
• Interactive Method Some chartplotters allow you to scroll a cursor across the digital chart or use a touch-screen to tap the desired position, automatically creating a waypoint.

Route planning involves connecting multiple waypoints to create a planned course. This allows you to chart a path that aligns with your intended destination or desired route. Some advanced chartplotters even offer autopilot capabilities, enabling your boat to follow the planned route automatically.

Following the Route and Chart Considerations

Once your route is established, your chartplotter will provide you with guidance on following the course. The device will display a compass course to steer, directing you toward each waypoint. It’s important to refer to the steering screen on your chartplotter, which shows both the desired compass course and your current heading.

While electronic navigation offers convenience and accuracy, it’s essential to exercise caution and consider chart considerations. Study the chart carefully, paying attention to potential obstructions such as landmasses, restricted areas, or shallow waters that could pose risks to your boat. It’s advisable to have backup plans and be aware of the limitations of your electronic devices. Remember, electronic navigation should be used in conjunction with other navigational tools and techniques for a comprehensive and reliable approach to marine navigation.

Traditional Navigation

While electronic navigation has become increasingly popular, traditional navigation methods still hold significant importance, especially as a backup when electronic devices malfunction or lose power. It’s essential to have a solid foundation in traditional navigation techniques, as they provide valuable skills and knowledge that can save the day in unexpected situations. By familiarizing yourself with traditional navigation, you can navigate effectively using natural references and maintain your course even when modern technology fails.

The compass is a fundamental tool for determining the direction in which your boat is heading. It provides readings in degrees relative to magnetic north and serves as a reliable reference point during navigation. By referencing the compass, you can steer your boat accurately along a chosen bearing, ensuring you stay on course even without electronic assistance.

Charts are detailed maps specifically designed for waterways. They contain crucial information such as water depths, channel markers, lighthouses, and restricted areas. Obtaining and utilizing charts for your intended routes is vital for traditional navigation. You can purchase printed versions or access online resources that provide free digital charts . Understanding how to interpret charts and extract pertinent information is essential for safe and effective navigation.

Parallel Rulers

Parallel rulers are invaluable tools used in traditional navigation to determine the exact compass bearing of a course you wish to steer. These rulers consist of two straight edges joined by adjustable knobs. By “walking” the rulers across the chart, you can align them with the compass rose, providing you with the desired bearing. Parallel rulers allow for accurate and precise course plotting, helping you navigate along your intended route.

Dividers, also known as navigation dividers, are essential tools for measuring distances on a chart accurately. These tools consist of two hinged arms with pointed ends that can be adjusted to the desired width. By adjusting the dividers according to the chart’s scale, you can determine the distance between two points with precision. The chart’s key will provide the necessary scale information in miles or nautical miles. Dividers help you measure distances along your planned route, ensuring you maintain accurate positioning throughout your journey.

By utilizing the compass, charts, parallel rulers, and dividers, you can navigate using traditional methods and rely on these tools as backups or primary navigation techniques when needed. Traditional navigation provides a solid foundation for understanding the principles of navigation and is an essential skill for all boaters, complementing and enhancing electronic navigation systems. It ensures you have the knowledge and capabilities to navigate safely and confidently, regardless of technological advancements.

Basic Navigational Tasks

Determining your boat’s location.

To navigate effectively, it’s crucial to determine your boat’s location on the water. Here’s how you can ascertain your boat’s position using navigational aids:

• Identify Charted Landmarks Look for at least three charted landmarks, such as navigational aids, bridges, or prominent features on the shore. These landmarks should be visible and recognizable from your boat.
• Use a Compass Point your compass towards each landmark one at a time and record the corresponding bearing. The compass readings should be in degrees relative to magnetic north.
• Plot Your Position With the compass bearings obtained, place the parallel rules on the compass rose of your chart. Adjust the rulers until they intersect with the landmarks on the chart, creating a small triangle. This triangle indicates your boat’s location.

By using this triangulation method, you can determine your boat’s location with a reasonable degree of accuracy, even without electronic navigation devices.

Navigating to Your Destination

Once you know your current location and have identified your desired destination, it’s time to chart a course and navigate towards it:

• Determine the Compass Bearing Calculate the compass bearing between your current location and the destination. This involves identifying the direction you need to steer to reach your desired location.
• Set Your Boat’s Compass Set your boat’s compass to match the determined bearing. This ensures that you are steering your boat in the correct direction towards your destination.
• Consider External Factors Take into account external factors that may affect your journey, such as wind and currents. Adjust your course and steering to compensate for these factors and maintain your intended path.

Following Your Course

Maintaining a steady course is essential during navigation. Here’s how you can follow your course effectively:

• Continuously Monitor Your Compass Keep a close eye on your boat’s compass to ensure you stay on the desired bearing. Make small adjustments to your steering as necessary to stay on track.
• Account for Deviations Understand that small deviations from the intended course are inevitable, especially in challenging conditions or due to external factors. Aim to keep your boat within a few degrees of the desired course, making periodic adjustments as needed.
• Utilize Navigation Aids Make use of visual aids and markers, such as buoys or landmarks, to assist you in staying on course. These aids provide valuable reference points and help you maintain a consistent heading.

By diligently monitoring your boat’s compass, making necessary adjustments, and utilizing navigational aids, you can successfully follow your course and reach your destination safely and efficiently.

Remember, mastering basic navigational tasks is essential for any boater. These tasks form the foundation of marine navigation and allow you to confidently explore the open waters while maintaining a clear sense of direction and control over your boat.

Embracing Technology for Enhanced Navigation

Radar systems.

Radar systems offer a valuable technological advancement in marine navigation, providing real-time information about your surroundings. Here’s what you need to know about radar systems:

• Situational Awareness Radar helps enhance your situational awareness by detecting and displaying nearby vessels, landmasses, and potential obstacles. It allows you to identify other boats, track their movements, and take appropriate actions to avoid collisions.
• Navigating in Low Visibility Radar is especially useful during low visibility conditions, such as fog or darkness, when visual references are limited. It helps you navigate safely by providing a clear picture of the objects and vessels around you.
• Understanding Radar Displays Familiarize yourself with the various elements displayed on the radar screen, including radar targets, your boat’s position, and other relevant information. Learn to interpret radar echoes, differentiate between stationary and moving objects, and adjust settings to optimize the radar display for your specific needs.

While radar systems are incredibly beneficial, it’s important to understand their limitations and use them in conjunction with other navigation methods for a comprehensive approach to marine navigation.

Autopilot Systems

Autopilot systems offer convenience and assistance by relieving you of the constant task of manually steering the boat. Here are key aspects of autopilot systems:

• GPS and Compass Integration Autopilot systems utilize GPS coordinates and compass data to maintain a steady course automatically. By inputting your desired destination or following a pre-planned route, the autopilot system can steer your boat while you attend to other navigation aspects.
• Windex Integration By combining GPS, compass, and wind data, the autopilot can follow a specific angle to the wind. It ensures that the sails are properly trimmed to capture the maximum amount of wind and propel the boat forward effectively.
• Monitoring and Override Capabilities While autopilot systems can handle routine navigation, it’s important to continuously monitor their performance. Be prepared to take manual control whenever necessary, especially in challenging situations or when unexpected obstacles arise.

Nautical Mobile Apps

Nautical mobile apps offer a wide range of features to assist boaters with navigation. Here are the benefits and some cautionary notes regarding the use of these apps:

• Real-time Charts and Weather Updates Nautical mobile apps provide access to real-time charts, allowing you to view your boat’s position and track your route. They also offer weather updates, tides, and currents information, enabling you to make informed decisions about your journey.
• Route Planning and Navigation Tools Many apps include route planning functionalities, allowing you to create and optimize your navigation routes. They may provide features such as waypoint creation, automatic route suggestions, and navigation alerts to enhance your overall navigation experience.
• Cautionary Notes While nautical mobile apps offer valuable resources, it’s important to exercise caution when relying solely on them for navigation. Factors such as cell phone reliability, battery life, and connectivity can impact their effectiveness. Always have backup navigation methods in place, such as paper charts and traditional navigation tools, to ensure you can navigate even if your mobile app becomes inaccessible.

By embracing technology in marine navigation, you can enhance your overall boating experience and improve your navigational capabilities. Radar systems, autopilot systems, and nautical mobile apps offer valuable tools and information that, when used appropriately, can increase your situational awareness, streamline your navigation process, and help you navigate safely and efficiently. However, always remember to complement technology with traditional navigation skills and remain vigilant to ensure a comprehensive and reliable approach to marine navigation.

Mastering sailboat navigation is a critical skill for boaters. In conclusion, mastering marine navigation is a continuous journey of learning and practice. By combining the knowledge and skills presented in this guide with hands-on experience, you can become a proficient navigator, ensuring your safety and enabling you to explore the open waters with confidence.

So, set sail, embrace the art of marine navigation, and enjoy the exhilarating adventures that await you on your boating journeys. Fair winds and safe travels!

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*Navigation Hurdle For A Sailboat NYT Crossword Clue

Is there any wonder why crossword puzzles are one of the most popular and addicting word games in the world? They challenge your brain in a fun and engaging way. While the number of new answers may be unlimited, we know that your time is not. So we’ve helped compile the answer to all of today’s crossword clues.

We know that you demand answers for that infuriating clue. For instance, *Navigation hurdle for a sailboat crossword clue may be a real head-scratcher. Find the answer to the clue below. But beware of the obvious spoiler warning. If you notice, there’s more than one answer then please compare our answers to your puzzle clue. Happy solving out there.

*Navigation Hurdle For A Sailboat Crossword Answer

The answer to the *Navigation hurdle for a sailboat crossword clue is:

• HEADWIND (8 letters)

The clue and answer(s) above was last seen in the NYT . It can also appear across various crossword publications, including newspapers and websites around the world like the LA Times, New York Times, Wall Street Journal, and more.

For more crossword clue answers, you can check out our website’s Crossword section. We have a large selection of both today’s clues as well as clues that may have stumped you in the past. Our crossword team is always at work bringing you the latest answers. But we know you just can’t get enough of our word puzzles. Crossword puzzles are just one kind of brain teaser out there. We’re sure you heard of the ever-popular Wordle, but there are plenty of other alternatives as well. You can also enjoy our posts on other word games such as the daily Jumble answers, Wordle answers, or Heardle answers .

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Potential answers for "navigation hurdle for a sailboat".

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*Navigation hurdle for a sailboat NYT Crossword Clue

We’ve prepared a crossword clue titled “*Navigation hurdle for a sailboat” from The New York Times Crossword for you! The New York Times is popular online crossword that everyone should give a try at least once! By playing it, you can enrich your mind with words and enjoy a delightful puzzle. If you’re short on time to tackle the crosswords, you can use our provided answers for *Navigation hurdle for a sailboat crossword clue! To find out the answers to other clues in the NYT Crossword March 6 2023 page.

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*Navigation hurdle for a sailboat NYT Crossword

We solved the clue '*Navigation hurdle for a sailboat' which last appeared on March 7, 2023 in a N.Y.T crossword puzzle and had eight letters. The one solution we have is shown below. Similar clues are also included in case you ended up here searching only a part of the clue text.

NAVIGATION HURDLE FOR A SAILBOAT

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• Headwinds can push them back, in brief

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We have 1 possible solution for the: *Navigation hurdle for a sailboat crossword clue which last appeared on New York Times March 6 2023 Crossword Puzzle. This is a seven days a week crossword puzzle which can be played both online and in the New York Times newspaper.

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*Navigation hurdle for a sailboat Crossword Clue answer

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• 2023-03-06 2023-03-07

*Navigation hurdle for a sailboat Crossword Clue Answer :

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How To Plot a Course on a Chart (Illustrated Guide)

The weather's nice, you've got the weekend off, and you want to go someplace cool with your boat. How do you make sure the place you want to go is where you end up? And how do you get there without running aground, hitting rocks, or ending up in some other danger?

This is an overview of How to Plot a Course on a Chart , or “how to plan your trip to get from one place to another.” We'll use paper charts, since the technique underlies what you use on a chart plotter. If you know how to do this, you will make much better use of your plotter.

How to plot a course on a chart:

• Draw a line from point A to B - using parallel rules, from starting mark to next mark
• Check the line for safety - if not, move end mark until you get a safe leg
• Measure and mark the heading - transfer the leg to compass
• Measure and mark the distance - measure the legs
• Repeat until you get there

Don't worry about that chart and those funny-looking rules and dividers, we'll take you through the basics. After that, we'll walk you through those steps above in detail.

On this page:

Tools of the trade, plotting your first course, about compass headings.

You need four tools to plan a route - a chart, a sharp pencil, a set of parallel rules, and a divider. The rules and dividers are often sold as sets.

The Nautical Charts

Good quality nautical charts with the proper scale for the area you will traverse are essential. You may need multiple charts if your trip takes you much past your harbor, or a Chart Kit which covers the region you will be sailing.

Parallel Ruler

The parallel ruler serves two functions in the navigation process. First, it is your straight edge for drawing course lines between Waypoints. The second is to "walk" lines across the chart to and from the compass rose to determine courses, or draw lines on a specific course.

To "walk" a line, first find the nearest compass rose on the chart. The object is to take the rulers edge to the middle of the compass rose without changing the angle of the ruler. Put the rules together and lay one edge against the line you want to walk. Press down on the ruler edge that is touching the line to hold it in place. Gently slide the other rule towards the compass rose. When you reach extension, press down on the rule you just moved to hold it, then slide the first rule until they touch. If you do it right, the angle of the rules should not change.

Repeat until you get a rule edge through the center of the compass rose. Once you do that, you can then read the course angle on the rose for the line you walked.

The Dividers (or Compass)

Dividers are a measuring tool, to determine lengths and distances on the chart, to measure waypoints and features on the chart to determine their positions, and for plotting points.

Measuring Distance

Many charts will have a distance scale on them showing one mile, but don’t worry if there isn’t since one minute of latitude is always one nautical mile . Every chart will have latitude scales on the vertical edges. You can measure distances by stretching the dividers between two points, then laying the tips against the latitude scale to read off how many minutes and seconds it covers. Do not use the longitude scales , as longitude distances are not constant.

Alternatively, you can spread the dividers a set distance like one mile, then put them on the line and walk them down the line, counting how many miles the line is. The last segment will be less than a mile, so shrink the dividers to match that distance and compare it to the latitude lines.

Plotting Points

Plotting a known point and reading an object’s position on the chart are similar activities. Every chart will have reference lines at the major latitude and longitude on the chart, often the whole numbers of minutes or the fives.

To measure an object’s position, set one end of the dividers on the object. Stretch the dividers to put the other leg on a latitude reference line, making the shortest perpendicular distance you can. Then move the dividers to the same reference point on the latitude scale and record the latitude. Repeat with the longitude scale.

To plot a point, reverse the process. Start at a reference line on the latitude scale and set the other divider to the latitude position of the point. Slide the dividers to approximately where the longitude position will be and draw a small line parallel to the latitude references. Then repeat with the longitude reference, drawing a small line about where the latitude measurement is. Your point is at the intersection of those two small lines.

Different Types of Nautical Charts There are a lot of different types of nautical charts. I've previously written an article explaining the different uses for nautical chart types . If you don't know the difference between a pilot and a harbor chart, make sure to check the article.

To start, we'll do a route from a single point to another - a one leg trip. A full course is just a series of plotted legs from point to point, starting where you are end ending where you wish to go.

Finding your Start and Ending

Whether it's your mooring or a mark just outside your harbor that you can find, plot a starting point. Now, pick a government mark in the rough direction you wish to head with no obstructions or dangers from your start. Keep it simple, only a mile or three long.

Here's how to plot the course:

• Draw a Line from Point A to B - With the parallel rules and a sharp pencil, draw a line precisely from the starting mark to the next mark on the route.
• Check the line for safety - Double check to be sure the line doesn't cross water too shallow for your boat, sandbars, rocks, and other hazards, or that it doesn't come too close to any hazards. You may come through there in rain, fog, or bad weather, and you want to leave plenty of sea room for safety. If you find a problem, move the mark until you can draw a safe leg.
• Measure and Mark the heading - With your parallel rules, walk the line you just drew up to the compass rose and read the magnetic direction from the proper circle - for example 118°. Adjust the heading for variation and deviance (see below) then above the plotted line, record the heading with C 118M, with "C" to show it's the course, and "M" to show the heading is Magnetic, not True. If you measure a course less than 100 degrees, be sure to include a leading zero when you record the course so there is no mistaking it for a missing digit, e.g. "C 090 M" for 90 degrees.
• Measure and mark the distance - Using the dividers, measure the length of the line you drew in Nautical Miles, for example 4.5 miles. Under the line, record it as D 4.5 NM, D for Distance, and NM for Nautical Miles. If you measure another unit, note it.
• Repeat Until You Get There - With the first leg drawn, now pick your next safe navigation point, draw a line, check, mark and measure. Repeat the process until your course reaches the destination.

TIP: As I plot them on the chart, I like to record the course details on a sheet of paper for a quick reference, writing each leg with course and distance, and listing any key waypoints and notes.

True and Magnetic North

A compass rose reads "True" and "Magnetic," and the distinction is important. A True heading points to the absolute north pole at the top of the glob as plotted on a globe or map. However, the magnetic pole does not sit exactly at the geographic pole, it's offset by about 500 kilometers (300 miles). So your compass does not point to True north, but to Magnetic north. It's only a few degrees difference, but since the magnetic pole is off center, the amount it varies is different depending on where you are in the world.

Not only is the magnetic north pole off center, it's moving very slightly in a predictable pattern. So the variation between True and Magnetic changes over time.

Variation for a part of the world is shown in the center of the compass rose. The variation is expressed in minutes and seconds with a direction, a year it was measured, and the amount the variation changes every year. An example might read VAR 4°15'W (1985) and Annual Decrease 8' .

If you wish to record a Magnetic course on your plot, adjust for the annual change to the variation. For much coastal navigation, if the chart is new, and the change is small, it doesn't make a big difference. When the adjustment exceeds half a degree it becomes more significant, or if a trip and plotted leg is very long.

Actual Compass Heading

There's one more step beyond plotting a Magnetic course that seasoned mariners take, which is to calculate the actual heading for the specific compass on your boat. With electronic charting and fluxgate compasses, this isn't something many mariners do anymore.

Ferrous metals, strong electric fields, and magnets can affect a compass' ability to point at magnetic north. Most boats have enough of all of these to knock a compass out of true. "Swinging the compass" on a boat is done by an expert using a gyroscopic compass to build a table of "deviations" in the ship's compass, depending on the direction the ship is sailing.

This "Deviation" is the final difference between a compass which points at magnetic north, and what your ship's compass may show.

If you which to plot a Compass course on your chart instead of a Magnetic course, you need add the ship's deviation from the table. We designate compass courses with a C at the end instead of an M, e.g. "C 092 C" denotes a compass course of 092.

Modern fluxgate compasses usually have a compensation function that you can use to calibrate them for deviation, so this is more of an issue with magnetic compasses and paper navigation. But it bears knowing about, if your compasses aren't lining up with each other this might be why.

great information, thank you.

I am new to sailing. I will take classes on sailing and navigation very soon. I plan to live aboard. I want to say that your article was very informative and we’ll written. I hope to continue reading more of your articles and experience. Again thank you. Herman.

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*Navigation hurdle for a sailboat NYT Crossword

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NYT Crossword Answers 03/06/23

The full solution for the NY Times March 06 2023 Crossword puzzle is displayed below. This Monday’s puzzle is edited by Will Shortz and created by Lynn Lempel . For other New York Times Crossword Answers go to home.

NYT Across Clues

• Greeted a king or queen, say BOWED
• Barcelona bar bites TAPAS
• Bone in the mouth JAW
• Title for Tuck FRIAR
• Roger who wrote “I Hated, Hated, Hated This Movie” EBERT
• Good prefix for Earth Day ECO
• *Region of upstate New York named for its bodies of water FINGERLAKES
• Female pig SOW
• Slippery fish EEL
• Kaitlin of “It’s Always Sunny in Philadelphia” OLSON
• Having no doubt SURE
• Pants leg measurement INSEAM
• *Navigation hurdle for a sailboat HEADWIND
• Marble figures STATUES
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Welcome to Portfolio for the Future™!  

Money for Nothing? Hedge Funds Haven’t Budged on Hurdle Rates (Yet)

• Hedge Funds
• Risk Management

By Chris Stevens, Senior Director, Diversifying Strategies at bFinance.

Although two years have now passed since the Federal Reserve started rapidly hiking interest rates, the likelihood that your hedge fund manager will have a 'hurdle rate' for their performance fees has not changed. Only a quarter of hedge fund, by our count, have such a threshold in place and the practice does not yet show signs of becoming more widespread, even though the risk-free rate has now exceeded 4% for well over a year.

Investors are honing in on the hurdle rate debate. We’ve even seen cases where hedge fund managers have lost out on mandates specifically because of unwillingness to introduce hurdle rates. This, in our view, is likely to become an increasingly common stance among investors as the months pass. Yet, according to bfinance manager search data, only 27% of hedge funds currently use a hurdle rate and this figure does not appear to have increased by any statistically significant margin.

Since most hurdle rates are cash-based, managers that do use them have seen the threshold for earning performance fees rising materially along with interest rates. As such, what used to be an essentially academic distinction in net returns for the two types of fee structure during the ‘ZIRP’ era has now become a very meaningful difference. An investor who deployed $50 million to a hedge fund that delivered 6% gross over a year (a $3 million return) with average fees of 1.2%+17.5% would be paying over $1 million in fees that year with no hurdle versus around $670k in fees with a 4% hurdle. The former sees the manager taking home around 34% of the return; the latter 22% (quite close to the “one-to-five principle” espoused by investors like AP1’s Majdi Chammas ).

Managers’ lack of movement on this subject is mirrored on the private markets side, where hurdle rates—while far more commonplace than in the hedge fund sphere—have similarly remained static since 2022. It’s also worth remembering that certain asset classes (such as private credit ) saw hurdle rates fall during the ‘ZIRP’ era, leaving asset managers in an even more advantageous position now that rates have risen.

So, one might ask: what is going on? A rapid change could not have been expected, of course. New fee structures require changes to offering documents and other legal matters. Initially there was some doubt about whether rates would even remain elevated for the foreseeable future, with a narrative of ‘transitory inflation’ proving quite popular among economic commentators. (Similarly, perhaps, few in 2008 would have predicted that rates for the next 12 years would average just 0.5%, after averaging 4% for the pre-GFC decade!) Yet why has the picture still not changed?

We typically see three styles of argument given by managers for not using a hurdle rate. But how valid are these justifications?

• "It is a low beta strategy” / “our returns are entirely alpha” / “there isn’t an appropriate hurdle rate for us given our strategy.”

This argument is problematic on both a philosophical and a practical level. Philosophically, the risk-free rate does matter and should matter. Investors need to justify—for their stakeholders, for their trustees, for their underlying members, for their own professionalism—how they’re spending fees. The fact that assets could alternatively be parked in extremely low-risk securities or cash is always relevant.

It is quite hard to come up with a mainstream hedge fund strategy which does not in some way benefit from higher rates.

The second, more practical objection to this point is the fact is that better risk-free rates do directly benefit hedge fund portfolios in many cases. Most hedge fund strategies are implemented in such a way that they typically have a large part of their portfolios invested in cash instruments. Managed futures strategies, for instance, typically put up just 10-20% of their portfolio as margin to the futures positions, with the rest of the portfolio in ‘unencumbered cash’ – invested in T-bills or other short-term instruments that earn interest. Equity long/short strategies are similarly cash-rich, with the sale of short positions funding long positions and the rest of the portfolio sitting in cash.

Even for strategies that typically hold less cash, such as merger arbitrage, the arbitrage spreads that they seek to capture will increase with rising rates. In fact, it is quite hard to come up with a mainstream hedge fund strategy which does not in some way benefit from higher rates. This makes the lack of cash hurdles (at a minimum) across so much of the industry even harder to justify.

• "Our fees are already low” / “we have a high watermark.”

Interestingly, we actually find that the managers that use hurdle rates also tend to be more investor-friendly in other parts of their fee structure. For hedge funds with a hurdle rate, we observe the average base fee at 1.02% . For hedge funds without a hurdle rate, the average base fee is more than 25bps higher ( 1.28% ). Average performance fees for both groups are similar, at 17.5% and 17.6% respectively. In other words, investors in funds that lack hurdle rates are not, we would conclude, seeing the disadvantage being offset by lower fees.

High watermarks are, on a positive note, very prevalent across the sector: 92% of hedge funds use them. The 8% that do not use high watermarks do appear somewhat more likely to have a hurdle rate in place (42% versus the average 27%), but it is still a minority practice.

In practice, we have seen significant disparity in the extent to which different hedge funds have been subjected to fee pressure.

In practice, we have seen significant disparity in the extent to which different hedge funds have been subjected to fee pressure. On one side of the spectrum we find managers that have had to become more aligned and in tune with investors’ wishes in order to maintain fundraising. On the other side we find a cohort that has been so popular among investors that they’ve been able to maintain very manager-favourable terms.

• "This fee profile has been in place since inception” / “The fees are appropriate to a full range of market environments.”

In reality, fee structures and sizes certainly do evolve with changing market environments and fundraising conditions. Indeed, we saw a visible decline in average hedge fund fees in the decade following the Global Financial Crisis due in large part to the disappointment that many investors encountered at that time. The world has now shifted again, and fees may well shift with it.

There may even be a psychological subtext at play here, especially for industry personnel whose careers pre-date the GFC. It is true that hedge fund terms did shift meaningfully in investors’ favour after 2008—an adjustment which was not seen, or at least certainly not to the same extent, in private markets. In addition, zero or near-zero interest rates did make it harder to deliver returns (and thus earn performance fees). Rightly or wrongly, some senior hedge fund figures will see the return of a world with 4%-plus interest rates as an opportunity to reverse those tipped scales a little, for the time being at least.

Bearing in mind the volume of investor interest and concern on the subject of hurdle rates, we would now encourage hedge funds to consider instituting a threshold if they have not already done so. Performance fees of 15-20% are still high relative to other asset classes and this fee is supposed to be fair compensation for skill-based alpha generation. Returns under the risk-free rate should not qualify, in our view at least, for this treatment. Over time, we expect investors to increasingly resist paying ‘money for nothing’ – and a refusal to change with the times could ultimately leave some managers in dire straits .

Original Article

About the Author:

Chris Stevens is a Senior Director within the Diversifying Strategies team and is responsible for liquid alternative and multi-asset research. Chris joined bfinance as an analyst in May 2011 from JM Finn & Co where he worked in client services.

Important Notices

This commentary is for institutional investors classified as Professional Clients as per FCA handbook rules COBS 3.5R. It does not constitute investment research, a financial promotion or a recommendation of any instrument, strategy or provider. The accuracy of information obtained from third parties has not been independently verified. Opinions not guarantees: the findings and opinions expressed herein are the intellectual property of bfinance and are subject to change; they are not intended to convey any guarantees as to the future performance of the investment products, asset classes, or capital markets discussed. The value of investments can go down as well as up.

©2024 Chartered Alternative Investment Analyst Association®

Woman pulled from water after boat capsizes in Lake Michigan in Winnetka ID'd

The boat launched from evanston and capsized in lake michigan sunday, according to winnetka officials, published 1 hour ago • updated 1 hour ago.

The woman who was pulled from Lake Michigan waters after a sailboat capsized along the North Shore of Lake Michigan Monday has been identified.

According to the Cook County Medical Examiner, the woman was identified as Cristen Bolan, 53.

Watch NBC Chicago local news and weather without login

Bolan was one of two boaters that fell off a 12-foot sailboat when it capsized Sunday evening, officials said. The other boater swam approximately two miles to shore and alerted authorities that Bolan was missing, officials added.

A search and rescue mission was immediately implemented, with the Winnetka Fire Department working with neighboring municipalities and the Coast Guard to help locate the missing swimmer, officials said.

According to authorities, multiple boats, drones and helicopters were used during the mission.

Later Monday morning, Coast Guard officials said a body had been pulled from the water near the site of the capsized boat. The victim was transported to Chicago's Montrose Harbor, officials added, with the harbor being the "closest location the Coast Guard's 45-foot boat can offload the patient."

Upon being transported, the victim was listed in critical condition. Later Monday, the Chicago Fire Department said the victim was pronounced deceased upon being brought into Montrose Harbor.

Suburban swimmer Ryan Murphy officially qualifies for his third Olympic Games

Midwest athletes make a splash at start of 2024 Swimming Olympic Trials

A preliminary investigation revealed that the boat launched from Evanston and capsized at dusk, the village of Winnetka said. Both boaters were wearing life preservers, officials said.

The incident was part of several drownings and water incidents that took place in Lake Michigan waters over the course of three days, including a 16-year-old boy who died after a raft flipped over, and a man who fell off a boat over the weekend in Lake Michigan's "Playpen" in Chicago .

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Route, schedule for Celtics championship parade on Friday unveiled

• Updated: Jun. 18, 2024, 9:02 a.m. |
• Published: Jun. 18, 2024, 8:40 a.m.
• Charlie McKenna | [email protected]

The route and schedule for the Boston Celtics championship parade on Friday was unveiled Tuesday morning, hours after the team secured its 18th NBA title, knocking off the Dallas Mavericks in five games in the NBA finals.

A team source originally told MassLive that the tentative plan will be to hold the victory parade on Friday. Tuesday morning, Boston Mayor Michelle Wu confirmed the parade will begin around 11 a.m. Friday in front of TD Garden on Causeway Street. The parade will then travel by City Hall Plaza and Boston Common Tremont Street, eventually ending on Boylston Street near the Hynes Convention Center.

As is tradition, duck boats will serve as the vehicles for the Celtics parade. Friday’s parade is the first in the city since the New England Patriots won the Super Bowl in 2019.

Wu’s office is set to host a public safety press conference outlining safety measures for the parade at 1:30 p.m. on Tuesday.

Normally, a parade would occur just a couple days after a championship win, but the city pushed the Celtics to wait until Friday to celebrate due to a record heat wave expected to hit Boston Tuesday through Thursday , MassLive reported .

With a few days to celebrate, the Celtics are scheduled to fly to Miami on Tuesday to keep the party going until celebrating with Boston fans on Friday. Jayson Tatum is one who will be happy to cherish the experience with Boston fans after winning his first title on the Garden parquet.

“I mean, this is going to be a night that I will remember for the rest of my life, from the game, the celebration, these moments,” Tatum said. “You know, over the last couple years, we had some tough losses at home in the playoffs. We’ve lost the NBA Championship at home in front of our fans. We had a chance to beat Miami in Game 6 a few years ago and lost that one. So to have a big win, the biggest win that you could have in front of your home crowd, I felt like that was really important to go out there and do everything in my power to make sure we won this game tonight.”

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Brian Robb of the MassLive staff contributed to this report.

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White Politician Poised for Power Faces Hurdle in South Africa

As John Steenhuisen, who leads the second-largest party, negotiates for a place in the government, he must overcome perceptions that his Democratic Alliance favors the interests of white people.

By John Eligon and Lynsey Chutel

Reporting from Johannesburg

Nine months ago, John Steenhuisen, who leads South Africa’s second-largest political party, the Democratic Alliance, stood before news cameras and signed an agreement not to work with the long-governing party, the African National Congress.

“So help me God,” Mr. Steenhuisen said, raising his right hand and chuckling .

But when the African National Congress failed to secure a governing majority in last week’s election and on Thursday invited its political opponents to join forces in a government of national unity, Mr. Steenhuisen moved to the front of the pack of political leaders looking to work with the party he had sworn off.

He and the Democratic Alliance are now plowing ahead with the most important political negotiations in South Africa since the end of apartheid in 1994 and have drafted a document laying out their core principles for joining a government with the African National Congress, or A.N.C.

The governing party’s slide — taking just 40 percent of the vote, ending three decades of dominance — has left Mr. Steenhuisen, 48, standing at the brink of his political dreams. As head of the party that took second place, with nearly 22 percent of the vote, Mr. Steenhuisen seems likely to get a leading role in the next government, political analysts say.

But even as he is rising, Mr. Steenhuisen must navigate the tricky third-rail of South African society: race.

Mr. Steenhuisen is white, and the national leadership of his party is predominantly white. In a country that is 80 percent Black, many still view him and his center-right party, which is favored by many in big business and the private sector, as champions of white interests. Political analysts attribute this in part to the unresolved trauma of apartheid but also to the Democratic Alliance’s sometimes flip and clumsy handling of racial issues.

“There’s perceptions,” Mr. Steenhuisen said in an interview last year. “One of them is, ‘Oh, the D.A.’s going to bring back apartheid.’ I think there’s a trust deficit still that exists around the race issue.”

Mr. Steenhuisen has cut a sharp path to power, with charm and a quick wit but also a bullishness that some say teeters on arrogance. He started as an ambitious 22-year-old council member in the country’s third-largest city and rose to the top post in the Democratic Alliance, which grew out of an anti-apartheid party led by white South Africans.

The Democratic Alliance as it is known today was formed in 2000 with the merger of multiple parties. By that point it was already the second-largest party in the country, in part because it attracted white voters after the disbanding of the National Party, which led the apartheid government.

Over the years, the Democratic Alliance was able to court the country’s racial minorities — people who are white, Indian or colored, a multiracial classification. The party also grew its base with Black voters, particularly those who believed that the A.N.C.’s efforts to undo racial disparities failed to empower Black South Africans.

Today, the Democratic Alliance’s biggest selling point is less corruption and better financial management in the cities and the lone province, the Western Cape, where it governs.

Some within the A.N.C. vehemently oppose bringing the Democratic Alliance into a governing coalition, saying that the party has opposed efforts to undo the racial disparities that still linger from apartheid, especially in wealth, land ownership and employment. Opponents also accuse the Democratic Alliance of peddling racism.

Some A.N.C. members even started a petition to stop a coalition with the Mr. Steenhuisen’s party, taking issue with its opposition to laws supporting affirmative action, universal health care and land redistribution. They also posted an image of a seven-year-old tweet by one of the Democratic Alliance’s top leaders, Helen Zille, that attempted to put a positive spin on colonialism.

“For those claiming legacy of colonialism was ONLY negative, think of our independent judiciary, transport infrastructure, piped water etc.,” Ms. Zille wrote .

Mr. Steenhuisen took control of the Democratic Alliance five years ago, replacing its first Black leader, Mmusi Maimane, whom he had worked alongside as the opposition’s chief whip in Parliament. Mr. Maimane’s resignation after the Democratic Alliance’s disappointing electoral showing in 2019, as well as the departures of several other prominent Black members before and after him, has fueled the narrative of a party hostile toward Black people.

In a tell-all memoir published this year, Mr. Maimane accused Mr. Steenhuisen of thwarting his efforts to change the party into one that would attract more Black voters.

A spokeswoman for Mr. Steenhuisen declined to comment and said that he was unavailable for an interview.

Mr. Steenhuisen said in the interview last year that he believed that “race plays a role” in South African society. But he differed with the A.N.C. on how to address racial disparities.

He said that taking a colorblind approach to tackling poverty would ultimately uplift Black South Africans. The governing party’s approach to racial redress has mostly helped politically connected Black elites, he said.

Mr. Steenhuisen’s party has proposed dropping affirmative action policies, promoting more private sector involvement in state services like electricity, increasing some welfare grants and lowering taxes on certain food items.

But notably, the principles the Democratic Alliance laid out for its negotiations with the A.N.C. did not include ending racial preference programs.

Critics say the Democratic Alliance does play on race to win support, if sometimes as dog whistles.

For a protest last year against an A.N.C.-backed law requiring some employers to meet racial quotas in hiring, the Democratic Alliance bused in residents from colored townships to march through downtown Cape Town.

“The Black people are getting jobs, and our coloreds don’t get any,” said Reneé Ferris, who attended the demonstration and said she was looking for work as a cleaner.

Mr. Steenhuisen, who grew up in the coastal city of Durban, has said that financial challenges prevented him from finishing college .

He joined his hometown council in 1999 and was quick to volunteer for site visits to inspect city infrastructure, or to hand out leaflets at weekend rugby matches, said Gillian Noyce, who served alongside him.

By age 30, Mr. Steenhuisen became the head of the Democratic Alliance’s caucus in the City Council, leading more seasoned lawmakers. Three years later, he led the party in the province, KwaZulu-Natal, and in just two more years, he was elected to the national Parliament.

He cultivated relationships with colleagues and constituents alike, and several of his critics and champions said he has a distinct ability to read a room. He hosted Christmas parties at his home and organized after-work drinks each week, Ms. Noyce recalled.

But in 2010, it became public that Mr. Steenhuisen had been cheating on his wife of 10 years with a party spokeswoman, who was married to another member of the party. Mr. Steenhuisen resigned as party leader in KwaZulu Natal Province. He is now married to the woman with whom he had the affair. In a country accustomed to political scandal, the episode did not thwart Mr. Steenhuisen’s rise.

He has fought bruising battles within the party, garnering a reputation as someone who brooks no dissent, former members said.

Three days after last week’s election, Mr. Steenhuisen was in a Zoom meeting with the leaders of several smaller parties who also signed the pledge last year not to work with the A.N.C. Some of them scolded the Democratic Alliance over reports that it would not uphold its commitment to the pact, according to a recording of the meeting obtained by The New York Times.

It seemed, to Mr. Steenhuisen’s critics, that at the whiff of power, he and his party were ready to abandon principles that he had advocated.

“Nobody will trust them in the future again,” the leader of a small party said of the Democratic Alliance.

“With respect, you speak with no authority about the D.A. and what it is going to do or not going to do,” Mr. Steenhuisen shot back. “You need to understand that very, very clearly.”

John Eligon is the Johannesburg bureau chief for The Times, covering a wide range of events and trends that influence and shape the lives of ordinary people across southern Africa. More about John Eligon

Lynsey Chutel covers South Africa and the countries that make up southern Africa from Johannesburg. More about Lynsey Chutel

China blames Philippines for a ship collision in the South China Sea, which Manila says is deceptive

TAIPEI (AP) — A Chinese vessel and a Philippine supply ship collided near the disputed Spratly Islands in the South China Sea on Monday, China’s coast guard said, in the latest flare-up of escalating territorial disputes that have sparked alarm.

The coast guard said a Philippine supply ship entered waters near the Second Thomas Shoal, a submerged reef in the Spratly Islands that’s part of territory claimed by several nations. The Philippine military called the Chinese coast guard’s report “deceptive and misleading.”

The Chinese coast guard said in a statement on the social media platform WeChat the Philippine supply ship “ignored China’s repeated solemn warnings … and dangerously approached a Chinese vessel in normal navigation in an unprofessional manner, resulting in a collision.”

“The Philippines is entirely responsible for this,” it added.

In Manila, the Philippine military said it would “not discuss operational details on the legal humanitarian rotation and resupply mission at Ayungin Shoal, which is well within our exclusive economic zone.” It used the Philippine name for the shoal, where Filipino navy personnel have transported food, medicine and other supplies to a long-grounded warship that has served as Manila’s territorial outpost.

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“We will not dignify the deceptive and misleading claims of the China coast guard,” military spokesperson Col. Xerxes Trinidad said. “The main issue remains to be the illegal presence and actions of Chinese vessels within the Philippines’ exclusive economic zone, which infringes on our sovereignty and sovereign rights.”

“The continued aggressive actions of the CCG are escalating tensions in the region,” Trinidad said.

The Philippines says the shoal, which lies less than 200 nautical miles (370 kilometers) from its coast, falls within its internationally recognized exclusive economic zone and often cites a 2016 international arbitration ruling that invalidated China’s expansive claims in the South China Sea based on historical grounds.

Several incidents have happened in recent months near the shoal, where the Philippines maintains an outpost aboard the BRP Sierra Madre, which had been encrusted with rust since it was deliberately grounded in 1999 but remains an actively commissioned military vessel, meaning an attack on it could be considered by the Philippines as an act of war.

China has increasingly become assertive in pressing its claim to virtually the entire South China Sea, which has led to a rising number of direct conflicts with other countries in the region, most notably the Philippines and Vietnam.

A new law by China, which took effect Saturday, authorizes its coast guard to seize foreign ships “that illegally enter China’s territorial waters” and to detain foreign crews for up to 60 days. The law renewed a reference to 2021 legislation that says China’s coast guard can fire upon foreign ships if necessary.

At least three coastal governments with claims to the waters — the Philippines, Vietnam and Taiwan — have said they would not recognize the law.

The territorial disputes have strained relations and sparked fears the conflict could bring China and the United States, a longtime treaty ally of the Philippines, into a military confrontation. Washington lays no territorial claims to the busy seaway, a key global trade route, but has warned that it’s obligated to defend the Philippines if Filipino forces, ships and aircraft come under an armed attack in the South China Sea.

Aside from China, the Philippines, Vietnam and Taiwan, Malaysia and Brunei are also involved in the long-seething territorial disputes, which are regarded as a flashpoint in Asia and a delicate fault line in the longstanding U.S.-China rivalry in the region.

Indonesia has also confronted Chinese coast guard and fishing fleets in the past in the gas-rich waters off the Natuna islands in the fringes of the South China Sea where it blew Chinese fishing boats it had taken under custody. Its navy also fired warning shots at Chinese vessels straying into what Jakarta regards as its exclusive economic zone.