30 ADRIFT AUTHOR STEVE CALLAHAN
38 B ENETEAU OCEANIS 30.1
NOVEMBER 2020
26 THANKSGIVING ABOARD
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FEATURES 26 Thanksgiving Aboard
The Yahtzee crew revisits formative Turkey-Day-themed cruises.
48º NORTH
30 Steve Callahan - 48° North Interview
The author of Adrift shares his background and survival story. By Joe Cline
34 Historic Coupeville
Exploring a storied Whidbey Island cruising stop. By Greg Larsen
38 Beneteau Oceanis 30.1
A sail test on the smallest cruiser in the new Beneteau line. By Joe Cline
COLUMNS 20 Lessons Learned Cruising
Night watch protocols, practices, tips, and wonders. By Behan and Jamie Gifford
22 Close to the Water
Cathlamet's warm hospitality and Small Craft Association activity. By Bruce Bateau
24 Galley Essentials with Amanda
Harvest bounties make beach picnics warm and satisfying. By Amanda Swan Neal
RACING 40 Tasar North American Championship
An incredibly talented fleet and a world-class event. By Michael Karas
42 Puget Sound Sailing Championship
Great turnout and variable conditions for the fall classic. By Patrick Doran
44 Women at the Helm 2 - Going the Distance Success and enthusiasm lead to another fun new event. By Jennifer Harkness
ON THE COVER, The crew aboard Tolga Cezik’s J/109, Lodos, readies for a spinnaker hoist during CYC Seattle’s Puget Sound Sailing Championship. They went on to win their class. Photo by Jan Anderson.
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Background photo courtesy of Jan Anderson.
CONTENTS
By Andy Cross
NOVEMBER 2020
06
Editor THE CASE FOR GENERALISM
In this month’s issue, I’m proud to publish part of an interview with Steve Callahan — the man who survived 76 days on the Atlantic Ocean in a life raft and wrote the book Adrift about his ordeal. Steve’s experience with boats is vast, and his appreciation for anything that floats, and the sea itself, runs deep. Describing his life around boats, Steve told me: I don’t consider myself anything. I’m not a designer. I’m not a writer. I’m not a boat builder. I’m fortunate that I’ve been able to play around with all this stuff, and each one has cross-fertilized the other. I think you can’t be a great boat designer or boat builder if you don’t have a fair bit of sailing experience ... To me, it’s been a lifelong college experience of learning about boats, and I’ll never know it all. This statement resonated with me. It got me thinking about the ways that sailing attracts and cultivates generalists. Idea One: Experience on a boat is synonymous with versatility and broad understanding. Steve mentioned his preference for shorthanded sailing, and the well-rounded, self-reliant sailors who thrive in that environment. Here’s the thing — I’m not sure I know any sailors who are detrimentally specialized. Inexperienced, sure; or more specialized than a salty shorthander. Sailing requires us all to accept and process so many variables simultaneously because everything affects everything. Driving affects trimming, and vice versa; and this affects boat trim, all of which is influenced by navigational decision making; and it’s all built on a foundation of the ever changing breeze. So, good sailors who might seem pigeon-holed into a single role always seem to have knowledge of other roles, tasks, and principles on the boat, too. Idea Two: Several of the best racing sailors I know are building their own boats right now. The skill set required to be highly competitive on the race course is very different from the one required to build (let alone modify, or even design) a boat. While there are intellectual overlaps, it comes as no surprise to me that some of the keenest minds in one sailing pursuit are driven to explore and create in such a disparate sailing realm. Idea Three: Racing and cruising cross-pollination. Many sailors have waxed philosophical with me about the skills honed on the race course that enhance their cruising — deeper understanding of tidal currents, tactical principles of efficient navigation and velocity made good (VMG), and savvy approaches to light or heavy air sailing, to name just a few. On the flipside, Al Hughes, skipper of the winning crew of the inaugural Race to Alaska in 2015, Team Elsie Piddock had significant cruising experience in the Inside Passage, which was indispensable to their success. Al knew there was a lift in that cove; or current relief over here; or there’s no kelp against that cliff wall, so you can sail right up to it. He learned all of this cruising those waters, and it helped him guide the team to a win on a race course no one had ever sailed before. Idea Four: Almost all sailboat design serves generalists. In this issue, I review the new Beneteau Oceanis 30.1. Like so many new cruising designs, the influence of modern racing technology and innovation is found throughout the boat. It is the latest in a long line of versatile performance cruisers, spanning generations, designers, and builders. I can think of very few designs that don’t honor sailors’ diverse interests. Even when a boat seems highly specialized, great stories often come from using a boat for something outside of its intended lane. The world is full of examples of increased utility and productivity from specialization, and I support that type of progress. But I am heartened to see generalism’s prevalence in the endeavor that inspires me. Indeed, it’s part of why I love sailing so much.
I’ll see you on the water,
Volume XL, Number 4, November 2020 6327 Seaview Ave. NW Seattle, WA 98107 (206) 789-7350, fax (206) 789-6392 www.48north.com
Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Art Director Twozdai Hulse twozdai@nwmaritime.org Advertising Sales Kachele Yelaca kachele@48north.com Advertising Sales: Katherine Kjear katherine@48north.com Classifieds classads48@48north.com Contributing Editor Amanda Swan Neal Photographer Jan Anderson 48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery. Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best, but submissions via mail or delivered in person are still most welcome! We are not responsible for unsolicited materials. Articles express the author’s thoughts and may not reflect the opinions of the magazine. Reprinting in whole or part is expressly forbidden except by permission from the editor.
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Letters
YAGER SAILS & CANVAS We design & create custom sails!
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To the editor, Great article on Walsh Cove, a favourite anchorage for boaters. In 2018, BC Marine Parks Forever Society, in cooperation with BC Parks, installed 15 stern ties in the cove. This project met with immediate approval of visiting boaters, since natural and safe stern tie locations were limited and the available trees were showing signs of line damage. In future years, the society hopes to have many more stern tie pins and chains installed in several more BC Marine Parks.
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George Creek President BC Marine Parks Forever Society www.bcmpfs.ca Response to Wendy Hinman’s 48north.com Article about the Virtual Wooden Boat Festival (from Facebook) Dear Wendy and 48° North, Belly laughs. Your article about the Virtual Wooden Boat Festival was such a great way to start the day! Wendy, that bit about signing in as your hubby, Garth totally cracked me up! It was this passage that spoke to me most: “When you bring enthusiastic people together who share a love for wooden boats, boatbuilding, fine craftsmanship, and adventure, it’s hard to go wrong. I got caught up in it, posting reactions to many of the movies, videos, and sessions on the running festival website chat under the incognito handle of “Garth.” In very un-Garthlike language I gushed, “Wow! Amazing stories! Fascinating!” I even recorded my reactions on Facebook as I watched. It felt like a race against time to see as much as I could. I think I soaked up everything on the Boat Building and the COVID Builds Stages, and visited many boats “Around the Harbor.” Through it, I felt reconnected to my boating community.” 48º NORTH
9
NOVEMBER 2020
Me, too, Wendy! Kaci Cronkhite Author, Finding Pax Former Wooden Boat Festival Director
All the Power You Need
Wendy’s Response: Thanks, Kaci! It was pretty fun to write. My fingers just flew across the keyboard. Perhaps it was a case of creative procrastination, but what I think really made it such a treat to write was how much fun I had with the festival. I could hardly contain my enthusiasm. Enjoying 48° North Afloat
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Aloha Joe and Andy, Burr…it’s chilly out here! After last week’s sweltering conditions I didn’t think I’d be needing my 48° North touque for a while, but I’m glad I’ve got it! Pictured here, Pacific NW sailors Richard, Jim, Lisa, and I round Turn Point Lighthouse on our way to Henry Island as a part of a 350-mile sail-training experience in the Pacific Ocean. It was a grand trip! During expeditions or in our free time, we appreciate 48° North for reading enjoyment and as a great resource for information.
Pacific Northwest Dealer Network Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com Oregon Marine Industries Portland, OR 503-702-0123 info@betamarineoregon.com
Cheers, Amanda Swan Neal San Juan Island, WA
Access Marine Seattle, WA 206-819-2439 info@betamarineengines.com www.betamarineengines.com
Sea Marine Port Townsend, WA 360-385-4000 info@betamarinepnw.com www.betamarinepnw.com
Hey 48° North, Great series! The best time I’ve had on my J/33, Keet, has been these doublehanded distance races in everything from light wind to 35+ knots. I’d like to keep that rolling. Thanks for putting it on North Sound Party Circuit organizers!
Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH
Response to North Sound Party Circuit Wrap-Up (from Facebook)
Mike Powell Bellingham, WA
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NOVEMBER 2020
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NOVEMBER 2020
low tides >> News & Events ONLINE MARINE WEATHER WORKSHOP
Saturday November 14, 2020, 9 a.m. to 4 p.m. Learn to read the weather before you head out on the water. Washington Sea Grant and Jefferson County WSU Extension are co-sponsoring a Marine Weather Workshop. TOPICS TO BE COVERED INCLUDE: • The relationships of atmospheric pressure and wind • Determining the path and speed of squalls • The strong wind systems found in the Northwest and how to avoid them • The key features of low pressure systems • How 500mb wind patterns can help you find “weather windows” for safe passages • How pressure gradients affect wind in Washington waters • What a computer model is, how it works and what it can give you • How to get National Weather Service and associated weather, forecast and model data on your computer This workshop will be held over Zoom. Fee $60. To register, contact Sarah Fisken at 206-543-1225 or sfisken@uw.edu
2021 VANCOUVER INTERNATIONAL BOAT SHOW CANCELED For the past 58 years the Vancouver International Boat Show has signaled the upcoming boating season in British Columbia. In February of this year, the show hosted over 250 exhibitors and welcomed upwards of 30,000 guests to the five day event held simultaneously at two locations — BC Place Stadium and an in-water display at Granville Island. Recently, the Board of Directors have made the difficult decision to cancel the 59th annual show, originally scheduled for February 3–7, 2021 due to COVID-19 and the ongoing uncertainty related to large-scale events in BC. Don Prittie, President of Boating BC, owners of the Vancouver International Boat Show, says the Board reached the difficult decision following extensive exploration and consultation with stakeholders, including health authorities. “Although we are incredibly disappointed, there is nothing more important to our organization than the health, safety and well-being of our hundreds of exhibitors and tens of thousands of British Columbians who visit our show annually,” says Prittie. Planning is already underway for a great show in 2022. www.VancouverBoatShow.ca
SWIFTSURE YACHTS EXPANDS TO MILL BAY MARINA, BC Located in picturesque Mill Bay, British Columbia on Vancouver Island, Swiftsure Yachts is excited to announce that Mill Bay Marina has recently become the newest location for yacht sales and moorage. Less than 40 minutes from Victoria and easily accessible to customers traveling from up island or Vancouver, Mill Bay Marina offers newly renovated facilities and a welcoming bistro. A natural choice as the newest display location for Swiftsure’s new boats and premiere brokerage listings, there is over 80 feet of linear dock space for larger or multiple vessels. Contact Swiftsure Yachts representative Simon Cox at 778.558.9237 or simon@swiftsureyachts.com
SOUTH WHIDBEY SCHOOLS AND NW MARITIME CENTER TEAM UP WITH BAY WATERSHED EDUCATION TRAINING GRANT How do you grow your experiential learning programs during a global pandemic? That question is being tackled by South Whidbey School District with support from the Northwest Maritime Center. The two organizations received a NOAA BWET (Bay Watershed Education Training) grant to increase hands-on watershedbased learning in grades K-12. Originally, the grant included an outdoor learning unit for each grade level, with an intensive on-the-water unit for 7th graders. Since South Whidbey schools are currently teaching online, the partners are developing and adapting projects that get kids in touch with their local watershed, explore student interests, and support stewardship of resources in a way that protects communities. 48º NORTH
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NOVEMBER 2020
MAHINA EXPEDITIONS ANNOUNCES 2021 PACIFIC NORTHWEST OCEAN EXPEDITIONS Sail-training completed on the ocean can be a rare opportunity. Such training in our own backyard is truly uncommon. John & Amanda Neal, owner/operators of Mahina Expeditions recently conducted four 7-day training expeditions out into the Pacific aboard a Jeanneau 45.1 chartered from San Juan Sailing. Building on the positive response and success of these expeditions (while acknowledging continuing uncertainty about international travel in the coming months), the Mahina crew have just opened five 9-day expeditions starting in May 2021. The expeditions start and end in Bellingham and sail a total of 350-400 miles, including a 200-mile non-stop overnight passage out the Strait of Juan de Fuca, into the Pacific. As if these offerings weren’t enticing enough, the teaching platform for the 2021 expeditions will be a 2015 Garcia Exploration 45, a sistership to the boat Jimmy Cornell had built for high latitude voyaging. Just as it would be on Mahina expeditions aboard the Neal’s Hallberg Rassy 46, the objective is to provide the opportunity to become totally competent in all aspects of operating, navigating, and maintaining a modern cruising boat. The unique range of topics taught include: mastering marine weather, celestial navigation, storm sailing tactics, hands-on sail repair, and splicing. Also included is a half-day diesel engine and electrical training course at Skagit Valley College’s Marine Tech Center. Due to Covid-19, John and Amanda Neal have delayed (at least the first half of) their scheduled 2021 South Pacific sail-training expeditions until the South Pacific island nations reopen. Meanwhile, they are excited to be sailing their home waters. Learn more at www.mahina.com/2021
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Products News
SIRIUS XM MARINE Typically thought of as a streaming music and news service, Sirius XM has jumped into the marine market with their Sirius XM Marine WM-4 receiver. Compatible with Raymarine, Garmin, Furuno, Simrad, Lowrance, and B&G multifunction displays, the receiver is designed to make tracking weather onboard easier than ever. The WM-4 provides live, up-to-date weather information and forecasting to help give you peace of mind in your decision making. The weather information is obtained from the weather industry's leading experts and is delivered via a digital receiver through SiriusXM's Marine Weather services. You’ll get detailed NOAA marine zone forecasts; weather radar, lightning alerts and watch boxes; wind and wave forecasts, buoy data, and more. Price: $449.99. www.siriusxm.com/sxmmarine
WINCH WIDGET Proving that your sailboat’s winches are more than just a mechanism used to trim sheets, halyards and control lines, the Winch Widget turns them into a multi-purpose tool. How it works all starts with the durable plastic base that fits into any of your winches and then tightens down for a secure fit. From there, you can purchase attachments that allow your winches to have multiple uses. Options include a slotted cup holder that fits standard can and cup sizes, but also fits handled mugs. The smartphone and GoPro (or similar camera) mounts enable you to take pictures or video while sailing and can be mounted on mast winches. A solar light bracket is perfect while anchoring out or for extra light in the cockpit. And the table top mount turns your winch into a small platform. Never has a winch been so handy. Price: $19.95. www.boat-gadgets.com
EPROPULSION SPIRIT 1.0 PLUS 3HP ELECTRIC OUTBOARD ePropulsion recently announced that their Spirit 1.0 Plus electric outboard motor is now available in the United States (Mack Boring and Four Seas). The Spirit 1.0 Plus outboard is a lightweight, efficient, easy-to-use, quiet propulsion that is vibration, emission and exhaust free. Equivalent to a 3-hp four-stroke gasoline outboard, it can easily propel a 10-foot RIB or can be an auxiliary power source for a daysailer up to 1.5 tons. Featuring a 1276Wh battery, it can reach up to 5 knots with a range of 6.4 nautical miles and 1-hour, 15-minute runtime at full speed. At lower speeds, runtime can be extended to around 20 hours and a range of 46 nautical miles. The floating battery, which can be charged via solar panels, weighs 19 pounds and can be changed in as little as one minute. The motor weighs 24 pounds and comes in three shaft sizes: Extra Short, Short and Long. Price: $1,999. www.epropulsion.com
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Crossword and Trivia
DID YOU KNOW? by Bryan Henry
Three of the dozen longest rivers and three of the dozen largest lakes in the world lie within Africa. Africa’s longest river is the Nile, but its largest river in volume is the Congo, which pours more than a million cubic feet of water every second into the Atlantic. The Niger also contains more water than the Nile. Malawi’s name means “flaming waters” and refers to Lake Malawi at sunset. Lake Malawi, formerly called Lake Nyasa, is located in the southern part of Africa’s Great Rift Valley and is the third largest lake in Africa. It is bounded by the countries of Malawi, Mozambique, and Tanzania. Lake Malawi has also been called Calendar Lake, because it is roughly 365 miles long and 52 miles across at its widest part. The lake is known for violent gales that pass through. Lake Malawi contains more species of fish than any other lake in the world, with about 3,000 species. It contains more than 500 species of African cichlids alone.
ACROSS
DOWN
1 Large sailing vessel and a beer glass!
1 Skill in navigating the ocean
2 Listens to the captain's orders
5 Use the wind at sea
3 Electrical resistance measurement
4 Meetings where products are displayed
6 Place where vessels are secured
7 One of a boat's measurements
8 Every ship needs this (good care and attention, abbr.)
11 Pub staple
9 Alongside 10 Large warm water sea bird
11 ___ Derek, 60s actress
12 Nickname for people "down under" 14 Left at sea 15 Memo note start 17 Crew men and women 19 High temperature
13 Slang term for autopilot, 2 words
21 Berg material
16 Pequod and other such vessels
22 Portuguese ___ o'war
18 Anger
24 Moray or conger
20 Glacier Bay's state
25 7 days
23 Compass point
28 English Captain who explored the Pacific islands
27 Cirque du Soleil show
30 Tropical winds 32 Microbrew choice 33 Fuel 34 Roll a flag 35 Sun in Spain
26 And others, abbr. - 2 words 28 PC "brain", abbr. 29 Crew member 31 Latin gods 32 "__ I ruled the world....." song 33 Depart
Lake Tanganyika is the world’s second oldest lake (after Lake Baikal in Russia) and the deepest in Africa. It’s about 400 miles long by 30 miles wide and is shared by Tanzania, Congo, Burundi, and Zambia. The Nile catfish swims upside down to feed on algae from the undersides of aquatic vegetation. The roar of Victoria Falls is so loud that it has broken windows up to five miles away. Waves as high as ocean swells sometimes form on Lake Victoria. Lake Nakuru in Kenya was made a national park for the sake of its flamingos, the first national park established in Africa primarily for birds. Off the southwest coast of Africa, diamonds are mined from the sea, and Namibia has the richest source of marine diamonds in the world.
36 Costa ____ Solution on page 49
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DONATE YOUR BOAT
Seventh Wave Marine
www.seventhwavemarine.com
seventhwavemarine@olypen.com
SUPPORT PROGRAMS The Northwest Maritime Center is seeking tax deductible donation of vessels in good programs. condition to raise money for our programs We will consider boats of all types and sizes, though most appealing would be fiberglass boats on trailers or ones with a proven track record for cruising.
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NOVEMBER 2020
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Artist's View
Sketches and story by Larry Eifert
Striped Sun Star Top Dog of the Food Chain
eter and m ia d in inches eedy Up to 20 ms, these are sp . ar ute usually 10 lling 2 feet a min ave stars, tr
Can be yellow or tan, the re d and purple varietie s are truly be autiful.
A fierce predator, others flee when this guy comes to town.
Starfish are not fish, of course, but are echinoderms like sand dollars and sea cucumbers. There are many here, from the tiny blood star that can fit in the palm of your hand, to some that would easily fill a bailing bucket. This one, the striped sun star, might look attractive, yet it is anything but—it’s actually a fearsome predator. Think big mountain lion, fast and dangerous...at least by sea star standards. When other sea stars, urchins, or smaller ocean animals sense one of these coming, they move out of the way as fast as their arms or spines or fins can carry them. Sometimes it’s not fast enough. These many-armed warriors can move more than 2 feet per minute, amazingly fast for a creature with hundreds of suction cup feet. They pump water into the suction cups for movement, but they also use them to grab prey and transfer it to their waiting mouth. Prey too big to fit? Well, there’s a special adaptation. They
48º NORTH
can extrude their stomach out through the mouth to engulf the hapless still-kicking victim. Stomach acids then take care of things in short order and the stomach returns into the mouth. This allows for the consumption of larger prey that wouldn’t initially fit into their flat bodies. Could I make this up? These stars live a long time, some topping 30 years—meaning they’re successful at what they do. An armored exterior increases longevity, and they can regrow a severed arm. It may take years to complete, but injured stars can become whole again. Like us, they’re not immune to viruses or diseases and, like most other stars, they have been ravaged by Wasting Disease in the past few years, another obvious result of warming oceans and climate change. With increased responsibility from their human neighbors, these stars will continue to live long and prosper in the Salish Sea.
Larry Eifert paints and sails the Pacific Northwest from Port Townsend. His large-scale murals can be seen in many national parks across America, and at larryeifert.com.
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NOVEMBER 2020
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NOVEMBER 2020
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Lessons Learned Cruising
by Jamie and Behan Gifford
KEEPING WATCH Topside, Totem’s deck has been cleared and the dinghy is securely stowed. Down below, in anticipation of variable conditions, fiddles and lines keep loose items in place. “We’ve picked out our movie!” the girls announce. It’s their tradition to have a passage marathon. I’ve prepared the simple homemade hamburger helper type meal that is usually dinner for our first night at sea. PFDs and tethers lie waiting for use, laid out on the settee. The forecast is reassessed with each update. E-readers are loaded with fresh books. The cache of snacks is stocked, and my stash of night-watch-chocolate (90% or darker, please) is close at hand. We’re ready! You might think major passage preparations were taking place, though you’d be mistaken. In fact, this was prep for a single night at sea. But it’s emblematic of two things: first, that our crew sorely craves putting miles under the keel, and spared 48º NORTH
nothing in anticipation of a simple overnighter. Second, that there is no such thing as “just an overnighter,” and traditions often stem from the value of consistency in preparation. As I tucked my 92% dark (bittersweet perfection) next to a travel mug for my midnight slot, the routines in keeping watch come back in sentimental hues. Totem’s watch has a particular approach, guided by the foundational principle: safely manage the boat and crew while underway. It doesn’t take depth of experience to stand watch, or night watch. The goals are simple: To be diligently aware of change about the vessel and surrounding area. To safely respond to a changed situation in a timely manner. And, if uncertain about a given or potential problem, to alert the captain and/or appropriate crew immediately.
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THESE ARE THE BASELINE SKILLS THAT ON-WATCH CREW SHOULD POSSESS: • Proper use of personal safety equipment
• Basic understanding of vessel electronics, including chartplotter, AIS, radar, depth, wind speed/direction, and autopilot controls
• Basic skills in using the VHF radio (cheat sheets are fine!), and awareness of other communication devices
• Understanding engine controls – start, forward/ neutral/reverse, throttle, and engine shut down
• General knowledge of onboard safety equipment, including fire extinguishers, medical kit, ditch kit, MOB gear, life raft, EPIRB, and references to emergency procedures
• Location of electrical panel and basic familiarity with important circuits, such as navigation and deck lights
• Use of the stove, including solenoid switch, and location of snacks/food while on watch. (Location of the chocolate stash is on a need-to-know basis)
• Use and care of binoculars • Constant bearing, closing range is a MUST understand phrase
Guidelines for watchkeeping on Totem are muscle memory for our crew, but whether they are new or second nature, the processes must be steadily followed. When transitioning on a new watch, the outgoing watch shares a status report on boat, crew, conditions, and any hazards. It’s also a moment to assess each other for tiredness or fatigue. If there is concern, then discuss how to make the crew change so there is no lapse in safety. During night watch change, we ease the transition, helping each other by putting on the kettle. On-watch crew performs a visual 360-degree scan every 10 to 15 minutes when in open, non-busy waters. Do this more frequently when there are hazards nearby, traffic, or unsettled weather. Some situations require constant attention! Using binoculars helps, even at night. Nighttime passages can be magical, but they can also be stressful. Senses are impaired, and it’s riskier to move around. Most important to remember: eyes take time to adjust to low light. Checking radar and chartplotter impairs eyes adjusted to the dark, so do the visual 360-degree check first. While these and other electronic aids to navigation are helpful tools, they don’t replace visual scans or ears. Off Sri Lanka, a fleet of tiny wooden fishing boats defeated all but the eyeballs. On an inky night near Baja, the groan of an unlit panga was the first alert of fishermen nearby. Fatigue is the enemy, meaning keeping rested is a priority. If crew aboard is prone to seasickness, pre-medicating is our standard. A sick crew takes the time and effort of healthy crew for their care, increasing the impact. On multi-day passages, we sleep as much as we can during the day—forcing naps as needed—until the new biorhythm is established. Single-night jaunts are the hardest for that reason—the night is easy enough, and we’re probably too busy enjoying stars or avoiding hazards to rest anyway; it is the arrival day that follows that carries a lethargic hangover. But fatigue on a longer passage is more than just being tired. It’s a fuzzy head, difficulty completing clear sentences or thoughts, unsteady feet, and more. Fatigue is perhaps the biggest root cause of offshore emergencies, and 48º NORTH
it’s best prevented by working as a team to ensure all crew get enough rest. We follow common sense rules for personal safety, which support the primary goal of staying ON the boat. At night and during moderate to rough weather any time of day, wear your PFD, safety tether, and other safety gear as per the setup onboard the boat. If there’s a need to leave the cockpit, always alert another crew first. Good watchkeeping is about being ready, being alert, and responding quickly if necessary. But watchkeeping can also be the space between busy and occupied, then you can let your senses refocus to the sounds and smells and sights of the natural world around you with utter impunity. It is careful attention to these three that are at the core of the task. Listen: is that a pump running? Smell: is something burning? See: is that a planet or a navigation light on the horizon? To the uninitiated, sailing at night could seem like driving through New York City on Friday night while jet lagged during a city-wide power outage. It’s not really like that, 99% of the time. Mostly, it’s like being on a long stretch of open highway, without towns to rest and repair in. Stay on the road, awake while driving, and slowed when the weather isn’t right, and you reach your destination feeling good about the journey. Life afloat is steeped in traditions and routines. They permeate through nearly every decision we make and are treated as a welcome opportunity to learn and experience the world around us. And while it was funny to see how the 24-hour run we’re doing up to Puerto Peñasco right now got everyone excited for even the superfluous among our passage traditions. We honor them and adhere for a reason — safety.
Behan and Jamie Gifford set sail from Bainbridge Island in 2008 and are currently aboard Totem in Mexico. Their column for 48° North has traced Lessons Learned Cruising during a circumnavigation with their three children aboard and continued adventures afloat. Follow them at www.sailingtotem.com
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Close to the Water
DOWN BY THE RIVER WITH FRIENDS
by Bruce Bateau No matter where I’ve ventured, I’ve always found boaters a friendly crowd. But rarely have I been welcomed as warmly as I was a few years ago by folks at the Elochoman Marina in Cathlamet, Washington. A quaint waterfront town, Cathlamet is about 30 miles upstream from the Pacific. While better known for fishing boats than rowing boats, I find it a pleasant and convenient place to experience the Lower Columbia River estuary; its shallow waters are a perfect place to explore via small craft. As I was stepping my masts on that first visit, two friendly fellows approached, examined Row Bird’s lapstrake hull, and started chatting away, almost as if they’d been expecting me. We talked for some time before I eventually launched, but only after promising to come back and row with them sometime. I’ve returned to Cathlamet several times since then and even 48º NORTH
joined their club, the Lower Columbia River Chapter of the Traditional Small Craft Association (TCSA). The TCSA’s mission is to, “preserve and continue the living traditions, skills, lore, and legends surrounding working and pleasure watercraft whose origins predate the marine gasoline engine.” Recently I caught up with Allen Bennett, one of the chapter’s leaders, who spoke proudly about the area’s rich history of fishing boats, such as the double-ended Columbia River gillnetters, as well as the local boat building families who have been around for generations, and who Bennett described as “anchors to our boating community.” I was curious about how the group has weathered the summer and the pandemic. But there was no need for concern. Bennett, a retired geologist and Navy officer, exudes positivity about boating and hanging out with sailors. He and fellow
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TCSA leader Julius Dalzell are like big gleeful kids when they start talking about events and getting out on the water with other boaters. The TCSA has had two bona fide messabouts this summer, Bennett told me. Although the group’s membership extends from 60 miles upriver in Portland all the way to Long Beach, Washington, right on the ocean, a core group lives around Cathlamet. “They’re mostly impromptu affairs,” Bennett said of the gatherings. “We try to stay away from each other at the dock and just get out there and have fun.” I wondered how Bennett’s Navy service influenced his feelings about boats, but it didn’t have much of an impact, he said. What did? “Growing up on Lake Erie and developing an appreciation for small wooden boats,” he explained. “In a way, my Navy experience with fast boats made me appreciate the quiet and solitude of sailboats, row boats, and kayaks — anything without a motor.” The Lower Columbia members are on friendly terms with the marina, regularly meeting there for rowing or sailing sessions. On clear days the group might head out onto the main Columbia River, but if the weather is a little rougher, a variety of sheltered sloughs, channels, and backwaters are at their disposal. One of the things I like best about the Lower Columbia group is that you don’t have to own a boat to be a member. They really want you to get on the water; to that end, several years ago the group built an Ian Oughtred-designed St. Ayle’s skiff. These double-ended rowboats hold four rowers and a coxswain. Bennett tells me that they make it out many weekends and are excited about teaching newbies to row or sail, as well as encouraging boatless folks to come along for a row.
Happily looking for wind outside Elochoman Marina. Even off the water, members find community — through potlucks, sitting around a campfire together, or doing more boaty things ashore. The TCSA has occasional meetings, a boat show, guest talks, and even field trips to places like the Columbia River Maritime Museum. Dalzell’s pole barn serves as an unofficial boat storage yard and museum; another member, Michael Baccellieri, leads the annual construction of a small boat at his Welcome Slough Boatworks shop. Most years, the group builds and raffles off a boat, often a Salt Bay Skiff, with the proceeds going to fund club activities. On an early October visit to Cathlamet, I was standing on a dock, enjoying the sunshine on a pleasant 65 degree day, and looking at the commercial fishing craft in the harbor. Bennett was keen to point out the club’s “chase boat,” a plywood replica of a 1940’s work skiff moored alongside. Although he didn’t have time to take me out that day, he smiled as he invited me back for the club’s next event: their annual New Year’s Day row. “And if the weather stinks, you should come anyway,” Bennett said. “Because we can sit around talking, eating cinnamon rolls, and drinking coffee.” That sounded pretty good to me. I know where I’ll be on January 1st.
Bruce Bateau sails and rows traditional boats with a modern twist in Portland, Ore. His stories and adventures can be found at www.terrapintales.wordpress.com
A single rower in the St. Ayle’s skiff.
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NOVEMBER 2020
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Galley Essentials
FALL HARVEST SEASON IN THE PACIFIC NORTHWEST by Amanda Swan Neal
Now that the foliage on San Juan Island is revealing autumnal hues, I focus on the ever-changing landscape instead of gazing out wistfully across the blue Strait of Juan de Fuca. As reductions in both temperatures and daylight hours signal the coming winter, I find myself craving heartier meals than the light refreshing salads of summer. Recently, as I scoured the San Juan Island Saturday morning farmers market for meal inspirations, small, brightly colored brussel sprouts caught my interest—a sure sign of the season. My early months of autumn were spent alternately sailing the Salish Sea and exploring some of its landside gems. Although our chartered expedition yacht was well stocked, we continued to find opportunities to visit local produce stands, like the one on the west side of Orcas Island that displayed the results of a welltended garden, including some exquisite zucchini that begged to be tasted. I adore zucchini and love how adaptable it is—it can be added to so many dishes. Among recipes in which zucchini is truly the star, Cheddar Lime Zucchini Fritters are particularly delicious. As you know, my husband, John, and I typically spend most of the year sailing the world, leading training expeditions aboard our Hallberg Rassy 46, Mahina Tiare III. In this most unusual year, one of our highlights has been being home in the Pacific Northwest to rediscover the beauty and bounty of its changing seasons. While we never forget the hearty blackberry vines that line San Juan Islands’ roadsides, it was reinvigorating to renew 48º NORTH
our personal experience of the constant temptation drawing passersby into prickly foraging for their dark, juicy berries. Blackberries are terrific on morning oatmeal and I even managed to freeze a few bags of them with the intention of making a buckle for a special occasion. In this dish the cornbread rises in patches, buckles beneath the berries in select spots then crumbles when unexpected. Evening dinner picnics at Jackson Beach have become a weekly ritual for John and I as we both treasure the clear skies and expansive views, plus the peace and tranquility. For a recent picnic, we made a rich, creamy autumn curry that lent a heartwarming vibe to a chilly beach meal, with its tart cranberries offering a seasonal twist. We have no major plans for Thanksgiving, but we’re certain we’ll be spending many evenings at the beach, where we’ll also give our thoughts to loved ones who are scattered throughout the world. However you’ll be spending and celebrating the harvest holiday, we hope your Thanksgiving is full of flavor and connections that transcend distance.
In between beach picnics, this month Amanda is enjoying frequent kayak excursions to Posey Island and preparing for virtual Seattle Boat Show seminars. Follow her adventures on www.mahina.com.
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ROASTED BRUSSEL SPROUTS PASTA
20 oz brussel sprouts, about 5 cups – sliced in half 2 tablespoons garlic infused olive oil ½ teaspoon salt ½ teaspoon black pepper
1 cup walnuts 10 oz pasta Aged cheddar - shredded
Preheat oven 350⁰F. Toss brussel sprouts with 1 tablespoon olive oil, ¼ teaspoon salt, and ¼ teaspoon pepper. Spread them across a lined baking sheet and roast for 15 minutes. Add walnuts and bake 5 minutes more. Meanwhile cook pasta as per instructions. Drain pasta reserving ¼ cup pasta water. Toss brussel sprouts with pasta, pasta water, remaining oil, salt and pepper. Garnish with cheese. Serves 4.
CHEDDAR LIME ZUCCHINI FRITTERS 1 lb. zucchini (2 medium) - grated 1 teaspoon salt 2 scallions - sliced 1 egg black pepper and salt
½ cup flour ½ teaspoon cheddar cheese - grated 1 tablespoon lime juice Canola or another high heat oil for frying baking powder ¼ cup aged
In a bowl, toss zucchini with salt and set aside 10 minutes. Wring out zucchini using one of the following methods: press it against the holes of a colander, squeeze out handfuls at a time, or wrap it in a clean dish towel and wring away. Return zucchini to bowl, stir in egg, scallions, salt and pepper. Add flour, baking powder, cheese, and lime juice. In a pan, heat a thin layer over the bottom and dollop in small mounds of the batter flattening them with your spoon. Once browned, about 2 minutes, flip and brown the other side. Repeat with remaining batter. Keep fritters warm in hot oven. Serve with a squeeze of lime juice and a dollop of sour cream or plain yogurt. Serves 4.
AUTUMN CHICKEN CURRY
4 cloves garlic - chopped 2 tablespoons fresh ginger - minced 3 red chili peppers - chopped ¼ cup coconut oil ½ cup unsweetened shredded coconut 1 tablespoon curry powder 2 cups cherry tomatoes 2 tablespoons vegetable oil
1 onion - chopped 1½ lbs. pumpkin – peeled and chopped 2 cups shredded cooked chicken 1 14oz can garbanzo beans 4 cups chicken broth 1 cup coconut milk Kosher salt
In a large pot sauté garlic, ginger, and chili in coconut oil for 1 minute. Add coconut, reduce the heat to low and cook for 4 minutes. Add curry powder and tomatoes. Increase heat to medium and cook tomatoes while stirring until they blister and burst; about 4 minutes. Transfer tomato mix to a blender and puree on high until smooth. In same pot, sauté onion in vegetable oil for 3 minutes. Add pumpkin and cook for 5 minutes. Add chicken, garbanzos, broth, and tomato curry mix. Stir in coconut milk and bring to a simmer. Place lid on pot, turn heat to low and cook for 15 minutes. Season to taste with salt. Serve with Cranberry Nut Rice and garnish with pomegranates and green onions. Serves 6.
BLACKBERRY BUCKLE
Berries 4 cups fresh or frozen blackberries ½ cup sugar 1 teaspoon vanilla extract 1 teaspoon ground ginger
Cake 1½ sticks unsalted butter, room temperature 1½ cups sugar 1 teaspoon vanilla extract ½ teaspoon salt
3 eggs 1½ cups flour ¾ cup cornmeal 2¼ teaspoons baking powder 1 cup milk
Topping ½ cup rolled oats ½ cup flour 1/3 cup packed light brown sugar 1 teaspoon cinnamon ½ stick unsalted butter, melted
Preheat oven to 350° F. Butter and flour an 8-inch square pan. In a medium bowl, combine blackberries, sugar, vanilla, and ginger. In a large bowl, cream together butter and sugar. Mix in vanilla and salt, followed by the eggs, one at a time. Combine flour, cornmeal, and baking powder. Alternately add flour mixture and milk stirring until the batter just comes together. Spread batter into pan and top with blackberries. In a medium bowl, combine oats, flour, brown sugar, cinnamon, and butter until clumps form. Distribute oat topping over the berries. Bake about 70 minutes, until a toothpick inserted in the center comes out with a few moist crumbs. 48º NORTH
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THANKSGIVING
ABOARD
REWARDING NO MATTER WHERE YOU GO OR WHAT YOU EAT
by Andy Cross
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T
he sweet smell of pumpkin pie wafted through the cabin and out of the companionway as Jill hoisted the tasty dessert up to me. Admiring it, I gently placed it under Yahtzee’s dodger on a folded towel to let it cool in the late November air. Ready to take its place in the oven was the traditional turkey dinner, along with green bean and corn casseroles. Atop our Force 10 stove sat potatoes ready to be boiled and mashed, the preparations for gravy were underway, and a colorful salad waited to be dressed. Yes, Thanksgiving Day was upon us, and — with due respect to the heartwarming traditions of most landlubbers — there was no place we’d rather have been than right there on the dock at Blake Island. Fifteen minutes later, the park ranger came by to say hi on one of his jaunts around the premises and remarked, “That pie smells delicious. But if you want to enjoy it tonight, I’d put it down below to cool before the racoons get into it.” No way were Blake’s famously pesky raccoons getting our pie, and it was quickly and securely tucked away in the cabin to finish resting. That evening, we devoured a savory Thanksgiving dinner aboard our beloved boat home for the very first time. We’ve certainly dabbled in more customary shoreside holiday festivities, too, but we’ve now done Thanksgiving on the boat several times, each in a different location with a slightly different twist on the fare. That first one at Blake Island, though, was memorable because we were figuring it out as we went along. While Yahtzee’s galley is plenty big for preparing most meals, cooking a full turkey smorgasbord was a new ball game. Without the convenience of a large kitchen, it took some planning and creativity to get it all right. Fortunately, we did get it right and, despite the threat of sharing our scrumptious meal with curious raccoons, we revelled in the joys of spending our favorite holiday on our boat as a family. We also savored all that Blake Island has to offer in the offseason. When not preparing food, we hiked around the island, stopped to skip rocks, and had a fire in a warming hut on shore. For central Sound boaters looking for a Thanksgiving getaway, Blake is hard to beat. The fun of our Thanksgiving weekend didn’t end there. From Blake, we caught a southerly breeze and skimmed up the west side of Bainbridge Island and on to Poulsbo. Winter holiday cruises around Puget Sound and the greater Salish Sea seem to have a choose-your-own-adventure nature — especially for those working a traditional 9 to 5, as we were at the time. With an extra long weekend, you can play the winds and tides. There are so many options, no matter where your homeport is. Had there been a northerly, our plan was to sail for Gig Harbor. As one would expect, the feast continued in Poulsbo at Sluy’s Bakery and a couple of our favorite local eateries, all washed down by beers at Valhöll Brewing. Full and happy, we then set sail for the top of Bainbridge for our last night out and anchored at Port Madison. With our diesel heater keeping the cabin cozy and rain pitter-pattering on the cabin top, we snacked on leftovers from our Thanksgiving dinner and
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Porter and Magnus play in the rocks at Blake Island. talked and laughed about various highlights from the weekend. The next morning, we made our way back to Shilshole and felt pangs of triumph as we tied Yahtzee up in her slip. Our first Thanksgiving aboard had been a success, and we were excited to see what future adventures would bring. PLAN AHEAD Having celebrated many holidays aboard in the years since,
Making sure to get all of the holiday goodness. 48º NORTH
experience has taught us that the key to a stress-free celebration is preparation. For liveaboards or full-time cruisers, this can be a bit easier because you’ll probably have most of the spices and many ingredients in your ship stores already. And you’ll likely already have all the pots, pans, and cooking utensils that you’ll need to whip up your holiday delicacies. It’s a good idea to take stock of what you have so that you can grab anything you’re missing—last minute trips to the store get more difficult once you’re underway. Even with a pantry and galley stocked with the essentials, you’ll need to make a heavy holiday provisioning run before setting off. For those who don’t liveaboard and are stocking the boat for the occasion, it’s imperative to make detailed lists of what you’ll need and plan well in advance. From every last ingredient to the cookware and utensils to go with them, you don’t want to forget anything. A traditional turkey won’t fit into many boat ovens, so plan accordingly. One suggestion is to go with a turkey breast or smaller cornish game hens. Another tip for those who are coming to the boat from home, rather than living aboard, is to prep as much as possible beforehand. Putting together your casseroles or other larger dishes in advance can save time and you might not have to pack as much. You can also do a good bit of chopping and prepping things like salads before coming to the marina and setting sail. If you know you’ll be on shore power when cooking your meal, using a crock pot or similar cooking device can help spread the
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load from your stove and oven. And that grill on the stern pulpit isn’t just for summertime steaks, it can be indispensable when the galley gets overstuffed on Turkey Day. And don’t forget the drinks. Whether you responsibly imbibe a few adult beverages or prefer other refreshments, having a plethora of drink options will keep things feeling festive. Take your pick of regional craft beers or wines to pair with your meal. And, given that it’s late November in the Pacific Northwest, hot drinks such as coffees and teas are imperative while sailing or just hanging out. When docked or anchored, a steaming hot toddy is a favorite of ours and can be made with whiskey or rum — and a good Irish coffee will do the trick as well. Hot cocoa with marshmallows or hot cider with a cinnamon stick are great options for the kids. TAKE YOUR TIME While Thanksgiving is technically one day, we’ve come to view the holiday as a days-long event and have treated it as such since that first foray to Blake Island. A couple years after that inaugural adventure, we found ourselves cruising the San Juan Islands for the holiday, delighting in empty anchorages and marine parks throughout the week. With a ‘take-our-time, be flexible, and see what happens approach,’ we stocked up in Anacortes the weekend prior and then hit Obstruction Pass State Park, Blind Island, and West Sound before stopping in Friday Harbor early on Thanksgiving morning. We made it there in time to run in the town’s Turkey Trot 5K and then watched the first Thanksgiving day football game with friends before heading home for our family’s meal. Still digesting, we set sail the next day and spent the weekend
Yahtzee (left) sits at the dock at Blake Island with other cruisers on Thanksgiving Day. 48º NORTH
Heading across Rosario Strait for Thanksgiving week in the San Juan Islands. at Patos Island as the only boat in the cove. We were full-time cruisers at this point, with no homeport, so our approach was much more laid back than it had been in years prior. Having the time to explore and change plans on a whim meant we weren’t planning every little detail but rather enjoying each day as they came. I highly recommend the takeyour-time method to Thanksgiving cruising. If you’re fortunate enough to be able to work from your boat — which is more common now than ever — or can take the full week off, do it. The extra time will allow you to account for any hiccups in the weather and can give you another night or two in a favorite anchorage or port, if you’re so inclined to stay put instead of moving to a new spot every day. From appetizers to dessert, at the dock or on the hook — having Thanksgiving on your boat is pure gravy. Whether you make a traditional turkey feast or opt for something different, what makes the holiday special is those you share it with and the places you visit. And for mariners in the Pacific Northwest, there is certainly no shortage of potential marine parks, secluded anchorages, quaint towns, or bustling cities to spend your holiday. So fill the boat with food, friends and family; make a thoughtful plan, toss the dock lines aboard, and head out — you won’t be disappointed. Have a safe and warm Thanksgiving!
Andy and his family cruised their Grand Soleil 39 Yahtzee throughout the Salish Sea and Alaska for 7 years before sailing for Mexico in the fall of 2019. Follow their adventures at SailingYahtzee.com.
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by Joe Cline
STEVE CALLAHAN PART ONE OF AN INTERVIEW WITH THE AUTHOR OF ADRIFT 48° North: Steve Callahan may well be familiar to many 48° North readers. He’s the award winning author of the book, Adrift: 76 Days Lost at Sea. He is renowned as an expert about survival at sea, but also has 50-plus years of experience around boats — designing, building, and voyaging. Steve: What was Rat’s quote in The Wind in the Willows? “Believe me, my young friend, there is nothing — absolutely nothing — half so much worth doing as simply messing about in boats.” By that measure, I guess I’ve had a very worthwhile life. I’ve been very fortunate, most of all, because this meandering, serendipitous path of my life has led me to meet a great number of incredible sailors, designers, builders, and adventurers. So I feel very lucky about that. Please tell us about your background as a naval architect. My father was an architect, so I grew up drawing. You develop sort of a three-dimensional eyeball looking at two-dimensional plans — you can envision it. I remember writing a letter to the late, great Gary Mull. Here I was, this kid of maybe 13 asking, “How do I get into designing boats?” He was so kind to send me a response. Gary said, at the time, that there was Westlawn [Institute of Marine Technology], the University of Michigan, or MIT; the latter of which was mostly specializing in large ships. I didn’t really pursue that. I got out of school and stumbled into helping people build boats as part of the ‘back to the land’ movement. Jim Brown, father of legendary Port Townsend builder and designer Russell Brown, coined the term 48º NORTH
“Seasteading,” which suited that era too because a lot of people were building their own boats. I had enough skill, not great skill, to help out in that regard. I really stumbled into boat building. When I moved to Maine, I had done a little catamaran design. A local designer, Bob Ballstrom — who had been partners with Ted Brewer — was running Yacht Design Institute (YDI), which was a competitor to Westlawn. He hired me, and I worked with Bob and YDI off and on for about ten years. I worked with designers as we developed the school, writing texts, helping edit and publish, correcting papers, all while doing my own designs on the side and finishing Bob’s. I don’t consider myself anything. I’m not a designer. I’m not a writer. I’m not a boat builder. I’m fortunate that I’ve been able to play around with all this stuff, and each one has crossfertilized the other. I think you can’t be a great boat designer or boat builder if you don’t have a fair bit of sailing experience. My primary interest has been doing more voyages and offshore sailing. To me, it’s been a lifelong college experience of learning about boats, and I’ll never know it all. What’s going on with design now, I just think it’s incredible. I wrote an article about foils in about 1983, which were starting to be applied in speed trial boats. Foils then merged with the multihull movement and were being applied to offshore shorthanded racers. Things like the America’s Cup have blown it out of the water, literally. Rodger Martin, another fantastic designer (and, fortunately, a friend) once said to me for an article, “If you want a new idea,
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look in an old boat.” That’s true even of these AC foilers. People forget that in the early 1950s, J.G. Baker started building a boat called Monitor, which was the first really successful sailing hydrofoil, and it was a monohull. So we’ve really come full circle.
molding boats, but that process wasn’t as uniform as it is today — we didn’t know about scantlings and things like that. I should have done some things differently with Solo, and I only have myself to blame for her failure. And of course, I did blame myself for it; I beat myself up pretty badly when she went down. She handled beautifully. She was a little tender, but had a really good range of stability. And she could steer herself. Everybody goes, “Oh, fin keel boats can’t steer themselves, especially not little ones.” Our autopilots were pretty unreliable at the time, and I remember once having the boat steer itself for three days on the way to England when the autopilot went out. I didn’t touch the helm at all. I could really balance the boat and get it to go anytime the wind was around or forward of the beam. It was a really good experimental boat. Anytime I would pull into a port, I’d wake up in the morning and all the local fishermen would be looking down at me through the hatch waiting for me to get up. They couldn’t believe that this little boat came from America. It was this wonderful welcome mat to the locals. I remember once I was tied up behind a Swan 75, and the locals would come down every night and stroll up and down the quay for entertainment. They would literally put distance between themselves and this big Swan, but as soon as they got to me they would be right over the boat wanting to talk to me. It was wonderful. Napoleon Solo really lived up to what I wanted to do. By the time I got to England with my friend Chris, who helped me build the boat and who introduced me to Russell Brown, I had fulfilled all these childhood dreams. I was about to turn 30 years old. I wasn’t sure what was going to happen next, but I was signed up for the Mini Transat Race, which is limited to boats of that size. Today, it’s a big race that's fully professional, and a feeder for all of the big names who are in the offshore singlehanded scene. At the time, it was a mix of amateur boats — people sailing whatever they had, old Muscadets and the like — and there were some boats that were specifically designed for it. It was such an interesting time in design, because we were really trying to sort out what works and what doesn’t. So you had a wide variety of approaches. Now, there are differences if you know what you’re looking for, but generally speaking, the boats are quite similar. I started that race in the fall of 1981. It was very stormy. We lost a lot of boats. One sailor got killed before the race. One American sailor got caught in the hurricane and was flipped upside down 12 times. By the time he got to England he was beaten to pieces, broken ribs and everything. So he didn’t get to start. I had damage in the Bay of Biscay, so I dropped out and just kept cruising. I went down the coast of Portugal to Spain, to Madeira and then down to the Canaries. I left on what was supposed to be the Milk Run. The trade winds take you across to the Caribbean. I figured I’d go visit my buddy who lived there, and see if he could give me some work because I was totally broke. Everything I had was in that boat. But, it wasn’t to be.
I appreciate your description of this training as college-esque, because as you were describing it, I kept thinking of liberal arts education. I was a philosophy major. And my mother would say things like, “Don’t you wish you had studied something more specific?” I think it all has done me really well through the years, because you learn an approach to life. People think philosophy is really arcane, but I also studied symbolic logic, which is the guts of every computer program we have. In fact, every science we have comes out of philosophy. I think all this generalization has been useful. I probably am about the last of the generalists. Even in boat design, everything is very specialized. When I was designing boats, you sat down and designed the boat. Now, you have your interior specialists, and your finite element analysis specialists, and on and on. It is wonderful, it’s a lot of collaborative work now, but I grew up in a different era. How did this lead you to decide to build the boat you lost, Napoleon Solo? What went into the considerations for that design? I love everything that floats and even a few things that don’t. From rafts to multihulls to traditional boats — it’s all good. I love the idea of living aboard, of using boats not as a sport but as a lifestyle. You build yourself a 22-foot boat and you have a ticket to two-thirds of the world. It doesn’t take that much. Napoleon Solo is about the size of your average camper van. There are a lot of good boats out there that you can get for way cheaper than buying a house. I was attracted to that and the possibility of voyaging. It had always been a dream of mine to go across the Atlantic, which is my playground more than the Pacific. I wanted to go either singlehanded or shorthanded. I love the shorthanded races — OSTAR was the big thing at that time, which has led into the Vendee Globe now. At the time, it was very much an amateur kind of operation. Still, building a boat for OSTAR would have been very expensive. I was living on a 28-foot trimaran I built, so I traded down to Napoleon Solo. I figured I could build a small boat. I had these plans for a 21-foot proa, and I talked to the famous multihull designer, Dick Newick, about it. And he said, “No, no, no. You don’t want to do that. You want to build a monohull.” As you shrink the size range, things like stores and crew weight amount to a much larger percentage of the hull. So, you don’t get as much bang for the buck, if you will, as you do on a bigger boat. The second thing was that I thought I could make it a lot safer (or so I thought), with watertight compartments and making a self-righting design. I also thought I could have reasonable accommodations in it. The whole idea wasn’t as a racing machine, but as a solo cruising boat. It was actually one of the best cruising boats I ever had. I designed it in 1978, and I made errors. I had been cold 48º NORTH
What kind of repairs did you have to do in advance of the trip across to the Caribbean, after the Mini Transat experience? They weren’t permanent repairs. I had some cracks in the
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hull, actually, just below the sheer. It was kind of an open plan boat. I had major bulkheads and stuff, but also big open spaces. I should have built the bulkheads a lot tougher and put stringers into it. The Bay of Biscay is pretty nasty, but we’d already been across the Atlantic. I’d already been through several gales with the boat at that point. We got knocked down over 90-degrees once. Green water was over the hatch, but we popped back up and everything seemed fine. The boat was pretty tough. But especially going to weather over these big waves — bam, bam, bam.... I don’t know if I hit something in the water, some kind of flotsam, there were streaks in the hull. There’s tons of stuff out there as most people know, especially out in your area with logs. I think I probably should have used a different wood in the construction, too. Anyway, I reinforced the sheerline crack and a few others. I got some glass in Spain, glassed it all up and it seemed ok all the way down to the Canaries. The night I lost the boat, it was blowing. I’m pretty cautious generally. I’m constantly looking around the boat. The best thing to do is preempt things and always look for where potential problems might be. So, I’m up every hour looking at all the joints and making sure everything is ok. I laid down finally to go to sleep and stupidly took all my clothes off except a t-shirt. And then… BAM! And the rest, they say, is history.
side and push me up to windward a bit. It was a huge crash, and the boat was holed. I bailed out into a standard six-person Avon life raft, which is not quite big enough in diameter on the inside for me to lie flat (I’m 5’10”). I spent the next two-and-a-half months drifting across the Atlantic and learning to live like an aquatic caveman. Everything that floats in the ocean is really a little island. At first, it is a new island, but eventually it develops this whole ecosystem. We see light bulbs float that grow weeds and barnacles. For whatever reason, fish tend to school around these objects. That’s what we rely on as ocean survivors. Eventually, I learned to live off the environment, as did the people before me — Maurice and Maralyn Bailey, for example, and Dougal Robertson and his family who were adrift in the Pacific for 38 days and wrote Survive the Savage Seas. I actually carried a survival manual written by Dougal, for which I was very thankful because it gave me a lot of practical advice. He and his family were real inspirations. I had traveled the world enough to realize that a lot of people spend their entire lives in survival mode. At least I could see if I’m making progress on the raft — if I could hang on long enough, this was going to end. That was really inspiring. One of the famous parts of your story is that after you had abandoned ship into the life raft, you realized that your ditch bag was still in the boat, and you had to make several dives back into the boat to retrieve some essentials. Was that survival resources book in the ditch bag? I had been in a life raft before — not under fire — with our 28-foot trimaran. One of my first offshore trips was a Bermuda Race. Three of us got in a four-person life raft and we looked at each other and said, “I hope like hell we’re never in one of these things.” So I knew enough to realize that there was not that much room for equipment in a life raft. You want something the size of a pack of cards, and when you pull the ripcord and have the QE2 inflate next to you. Weight, size, and cost keep gear packages for life rafts pretty basic. Most people are picked up within 48 hours — very few people drift around for weeks and weeks and weeks, but it does happen. I was pretty serious about it, and I had this specially made duffel bag with extra watermakers and the manual, and little pads of paper and pencil (which I still consider one of my most important pieces of survival gear), knives — all the essential stuff that I can use to solve problems. When the boat first went down, it was nose down and completely underwater. Because I had built watertight compartments and an airlock had formed in the back of the boat, the stern was sticking up a bit. Even though every wave was burying the whole boat and I wasn’t sure how long it was going to stay afloat, I had a chance to get back on board and get some really vital gear. I was hoping to stay with the boat until at least daylight to get some food and more water, which I had in five gallon jugs, but I got separated from the boat just before dawn. One of the concepts about survival — and probably life in general — is that there’s a yin-yang kind of balance to
Steve on Napoleon Solo at the start of Mini Transat 1981. You’ve written an acclaimed book about what followed, so we clearly won’t get the full story in an interview, but how do you sum up the experience for those who are unfamiliar? The briefest summary is that something hit the boat, pretty hard — my best explanation is a whale, but we’ll never know. There’s lots of big stuff in the ocean. I think it was something moving through the water. It seemed to come from the leeward 48º NORTH
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everything. And you can look at anything as a blessing or a curse, and sometimes there’s a little bit of both. Breaking away from Napoleon Solo was heartbreaking, but being tied to it was like being tied to the world’s best sea anchor in this light, bobbly life raft that was getting absolutely pounded by breaking waves. It was like being in an auto accident every few minutes. I was really worried about the raft being ripped apart. In a way, it was kind of a blessing that I got separated when I did. I knew that I was just about dead-smack in the middle of the Atlantic Ocean, and I wouldn't be drifting to the Cabo Verde islands — which were a lot closer — because it was across the winds and currents. Instead, I’d be drifting downwind 1,800 nautical miles or so to the Caribbean Islands, if I was lucky. Fortunately, I was very lucky and moved pretty steadily toward the Caribbean every day, with one 24-hour period when I got blown into a little circle and then continued on my way. Again, the blessings and/or curses — I couldn’t have gone any direction further without hitting something; yet on the other hand I was in steady winds and steady currents carrying me ever forward, so I could measure this little distance on the chart every day.
refined in that scene. That very much interested me. Of course, I tremendously admire these people who can take off in a boat and drive themselves like crazy for months on end. I’ve done enough singlehanded and doublehanded Bermuda races; and I did a TWOSTAR in 1986, which is doublehanded across the Atlantic… It is tough! How people like Ellen Macarthur can do this stuff is just mind boggling to me. When I did the TWOSTAR, a headsail weighed 300 lbs., and you’re out there trying to hump this thing around when it’s full of water. It ain’t easy. It’s like being in an almost-unending marathon. When I did it, I was in really good shape. But you were singlehanded for your Mini Transat attempt, and when you were cruising afterward. And obviously, you were alone in the raft. Again, that is kind of a split thing. There were a lot of times where I regretted being by myself. There were all kinds of problems that I was confronting and I didn’t necessarily have the right answer, or I wasn’t smart enough to have the right answer. I did a radio program some years after coming back, and I was explaining how the fish were so smart and how I was never able to catch them by my line. A dorado would come up and bite the line off. Then I remembered I had a piece of wire in my ditch kit that was on the radar reflector, so I made a hook. I’d get a fish hooked, and it would swim really fast forward and bite the line off, and now I don’t have any more wire! So on that radio program, a 10-year-old kid calls up and said, “Hey, I read your book, and didn’t you say there was a light on the top of the raft?” I say, “Yeah.” He goes, “well didn’t you say that was driven by batteries that get soaked by water and produced the current up to it?” I said, “Yeah.” “Well wasn’t there a piece of wire between the two?” No adult had ever brought that up to me. I felt like a complete dunderhead, of course. So, there were times I missed that feedback from other people. But at the same time, I was using these very primitive solar stills that were produced during the second World War. I’d read lots of books that had mentioned them and talked to World War II survivors, and I never found anybody else who has actually gotten one to work in the real world. I was able to get them to work, but they were producing only a pint of water per day, which is enough for maybe one person. I had almost no rainfall. So, if there had been two of us, at least one of us would have died. You take what you can get. I’m older and I’ve had a lot of health problems the last decade, and Kathy and I have a couple of mantras which also fit my experience at sea. One is: move forward, at least when you can. The other is: be thankful for what you’ve got, and try not to be too regretful of the things you don’t.
You told me you think of every sailing experience as a survival experience. Of all sailing pursuits, solo offshore voyaging is perhaps closest to that survival experience. In what ways are you particularly well suited to offshore voyaging in the first place? And how had solo offshore voyaging prepared you for the Adrift experience? I’m not so sure I am particularly suited to singlehanded sailing. I’m not the world’s most experienced sailor, but I’ve done seven ocean crossings and scores of other offshore passages. Out of that, only a handful were singlehanded. Most of my trips have been with one or two other people — like my wife Kathy, who is a great companion aboard, or my friend Chris who helped me build Napoleon Solo. I find that a lot of people on the boat can be as much of a challenge as having nobody aboard. It depends on who it is. The trip I did with the biggest crew was part of the BT Challenge from Cape Town to Boston with a crew of 13. I was actually a little freaked out even thinking about it before I got there. Fortunately, I found the whole crew delightful, really interesting characters. So that was a good experience. I’ve enjoyed being with people on board, generally, but I like to have the boat not too crowded. It is a strain being shorthanded. I think I’m a pretty self-reliant person. As a generalist, I like doing everything. I remember doing ¾ Ton North Americans and everybody was so specialized — this person trims the sails, this person navigates — and that was weird to me. I like everybody on board to be able to do everything, everyone can be the captain. If the captain goes overboard, guess what, they’re going to have to be. I think it just suits me to be shorthanded. I always loved the shorthanded offshore racing scene, because I’m techy enough that I’m really interested in development. If you think about cruising boats today — sheet stoppers, self-tailing winches, roller furling, self-steering gear. You can go down the list of virtually every modern development in boat design; and if it didn’t have its direct roots in that scene, it certainly was first 48º NORTH
Don’t miss next month, where we’ll publish more of the interview with Steve. It'll have more details about his Adrift experience, and he'll share some of his ideas about the stages of survival, and the associated survival mindset and philosophy.
Joe Cline is the Managing Editor of 48° North.
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HISTORIC
COUPEVILLE
EXPLORING AN UNSUNG ANCHORAGE AND SEAPORT
T
his year created cruising challenges and opportunities around the Salish Sea, with the Covid-19 pandemic and the border closure between the U.S. and Canada. Reduced guest moorage capacity and increased activity left popular anchorages in the San Juan Islands bursting at the seams with boaters. This was not a problem for the crew of Nordic Sun II, our Hylas 44. We treated it all as a catalyst to think “out of the boat” and it led my wife, Heather, and I to new ports that we hoped would not be frequented by the masses. The historic seaport of Coupeville fit our criteria, and was a very rewarding stop. As we enter the winter cruising season with less daylight, many of us will be looking for less-trafficked local destinations
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that do not require crossing the Strait of Juan de Fuca in volatile weather. Again, Coupeville fits the bill, with protected access from the north and south. OUR ARRIVAL We approached Coupeville on one of those very smoky days in September. With limited visibility, we approached the wharf at almost dead slow speed. About a quarter-mile out, we could make out the big red building on the end of the historic wharf. It sported a prominent welcome sign, and I could imagine the old steamers pulling in with their skippers yelling, “Next stop Coupeville!” After dropping the hook in front of the wharf near another
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accessibility by boat, judging by the number of cars parked along the street, I believe most of the tourists came by car—using State Route 20 and crossing the historic Deception Pass Bridge. MOORAGE, FUEL AND PUMP OUT FACILITIES There is overnight moorage at the guest dock next to the wharf or you can anchor out in the bay, as we did. There is only 400 feet of dock space, which is available on a first-come firstserved basis. When we were there, only two guest boats were at the dock, along with the historic schooner, Suva. A LITTLE HISTORY Coupeville has a long history, and it’s proud of it. Historical information is on display around the town and wharf, and the following was especially interesting to us. By the time the first Europeans sailed into the cove, the Salish people had already lived in Penn Cove for centuries. The first documented arrival was when Joseph Whidbey, of Captain Vancouver’s crew, visited here in May of 1792, during the Voyage of Discovery. At that time, there were a number of villages in the cove, the largest of which was located where present day Coupeville is today. Coupeville gets its name from the sea captain, Thomas Coupe, who settled in Penn Cove in 1852. He was later joined by his wife Maria and their children in 1853. The Coupes did not initially file for ownership of their property, instead it was C. H. Ivans who first filed a claim. The Coupe’s paid Ivans for the property and were eventually granted ownership. In 1881 the town became the Island County seat and started to grow as more people settled in the area. In those days, the best way to get to Coupeville was by ship. Coupeville was a main stop for the early steamers running between Bellingham and Olympia. The steamers brought people to Coupeville and the islanders shipped out grain. The town was incorporated in April, 1910. In 1935, the bridge over Deception Pass was completed. The bridge allowed Whidbey Island residents to visit the mainland by car, and vice versa. The new road brought tourism, which is now the mainstay of the Coupeville economy. Coupeville is the home port for the pilothouse schooner, Suva. It was built for Thomas Pratt, a Coupeville local, in 1925. A prominent Seattle naval architect L.E. (Ted) Geary designed the schooner. It was built in Hong Kong out of old growth teak. It is now open for public tours and sailing charters.
by Greg Larsen
anchored sailboat, we dinghied in to the guest dock and proceeded up the narrow gangway. We paid the harbormaster the $5 fee, which is required for docking a dinghy. A faint outline of Front Street, the main drag along the waterfront, could be barely seen from the end of the wharf through the fog-likesmoke. This wharf has seen a lot of supplies and people move across its planks over the years. However, today there were only a handful of tourists and a maintenance truck using the pier.
THE WHARF The wharf that sticks out into Penn Cove, with its big red building, is known as the Grain Wharf. It was built in 1905 to facilitate easier shipment of locally grown grains during the low cycles of the tide. Today the Grain Wharf houses a marine education center, with a collection of marine mammal skeletons hanging from the ceiling. Each of these skeletons was found on Island County beaches, with the biggest one being from a gray whale. The building also houses the harbormaster’s office, a restaurant, and a gift shop that caters to boaters and tourists. The wharf is one of the most photographed structures in Coupeville.
WHERE IS COUPEVILLE AND HOW CAN YOU GET THERE Coupeville is located on the east side of Whidbey Island, on the southern shores of Penn Cove. You can get there by boat from either the north or south. We approached Coupeville from the north, along Skagit Bay via Deception Pass. There is another northerly route, which passes Anacortes heading for the Swinomish Slough—this route takes you past the charming seaport of La Conner. You can also get there from the south, by heading up Possession Sound and Saratoga Passage to Penn Cove on the east side of Whidbey Island. Even with all of this 48º NORTH
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lots of artifacts and information from the area. It is a must see if you would like to learn more about the geology and history of the Coupeville area.
The Skeleton Collection Winter storms and the “The King” high tides have taken their toll on the old wharf, so it is now in need of some repairs. The Coupeville Historic Waterfront has ongoing fundraisers if you’d like to help preserve the wharf for future generations. WHAT TO SEE AND DO IN TOWN As I reached the end of the wharf, I finally got a good look at the waterfront portion of town. Most of the buildings are the original structures built here in the late 1800s and early 1900s.
Looking East down Front Street The quaint old buildings of Coupeville—which used to house businesses such as the livery stable, butcher shop, barber shop, and saloon—now support niche boutiques, wine tasting rooms, restaurants, art galleries, and other specialty gift shops. Each surviving structure has a historical plaque stating its age and the name of the original business or owner. This gave a real sense of the types of businesses that helped this old seaport grow in those early years. The old Gillespie Meat Market, established in 1887, was the first building east of the wharf that I came across. It now houses a boutique. I went to the old fire station, one block up from the wharf. Nowadays, it houses the visitor center. I used the information from the center to plot my course for what to see and where to go. Across the street from the visitor center, I noticed an old block house and some dugout canoes. They were outside the Island County Museum. Open seven days a week, it contains 48º NORTH
Historical Registry Marking at Gillespie Meat Market. While Heather was visiting the unique boutiques and shops around town, I explored beyond the waterfront. I found lots of historic points of interest using the walking tour map I obtained at the visitor center. I didn’t have to stray too far to find the oldest home in town, the one owned by Captain Thomas and Maria Coupe, which was built in 1854. By the time I was done walking and Heather was done shopping, it was time for refreshments. There were a number of different eateries in town. We went to Toby’s, which is famous for its mussels. The pub occupies the old Whidbey Mercantile Company building. The atmosphere of this hometown restaurant and tavern was warm and friendly and they served us huge portions of local seafood at an affordable price. Our day exploring the town wouldn’t be complete without stopping by the ice cream store for a triple scoop waffle cone. Their building was originally built to hold the Island County Abstract Office in 1890. If you are a Seattle’s Best Coffee lover, it is notable that its founders, Jim and Dave Steward, opened their first coffee shop here in 1969 in the same shop that now serves up delicious ice cream.
The Re-Purposed “Whidbey Mercantile Co” of 1890
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boat or automobile, you can’t go wrong checking out Coupeville. Historical information for this article provided by the Coupeville Historic Waterfront Association, the Coupeville Visitor’s Center, and Margaret Riddle’s essay on Coupeville for historylink.org.
A cruiser/racer with a lifetime of sailing experience, Greg and his family have been cruising the waters of the Salish Sea from Olympia to Alaska for decades. Island County Historical Museum Coupeville hosts a number of events every year that bring people to this historic town. One of those is the annual Penn Cove Water Festival, held in the springtime. The festival is familyoriented with crafts, great food, and Native American canoe racing. Canceled in 2020, it is expected to be back in the spring of 2021. OTHER THINGS CLOSE BY We came by boat and only had one day to explore this historic seaport, therefore only had time to see the sites within walking distance. If you come by car or catch some other mode of transportation, like the free county bus service, there are other beautiful and historic sites to explore, including: • Fort Casey State Park (https://parks. state.wa.us/505/Fort-Casey) • Ebey’s Landing National Historical Reserve (www.nps.gov/ebla/index.htm) • Admiralty Head Lighthouse (www. lighthousefriends.com/light.asp?ID=31) • Take a sail aboard the historic schooner SUVA (www.schoonersuva.org/) • Deception Pass State Park (www.parks. state.wa.us/497/Deception-Pass) The old seaport of Coupeville still maintains much of its yesteryear look and personality. Grain and supplies may no longer be shipped from the wharf, but it is still well used by boaters and tourists. We really enjoyed our time in this historic seaport of the Salish Sea. We will be back to soak up more of this old town’s salty air charm, and to visit some of the other historical sites nearby. If you are considering taking a short trip from the Seattle area and beyond, whether by 48º NORTH
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Beneteau OCEANIS 30.1 A 48° NORTH BOAT TEST
by Joe Cline
I’ve been excited to get out on the new Beneteau 30.1 for a while now. In large part, my interest is driven by an appreciation for this size of “entry-level” performance cruiser. Such options seem to be increasingly rare in the new sailboat market. It’s an important class — how many sailors got their first real taste of cruising when they bought or sailed on a Catalina 30, C&C 30, Cal 29, Islander 30, and so many others? We hear a lot of sentiments along the lines of, “40 is the new 30,” which presumes bigger is better. In many ways, it certainly is. In other ways, though, bigger just means more boat to moor, to dock, and to handle under sail. Smaller boats have their advantages, and it is especially true when the smaller boat is as thoughtfully designed as the Beneteau 30.1. The 30.1 is one of the latest in Beneteau’s new Oceanis “point one” generation. All of these designs display a commitment to modern design compared to the models they replaced. In the case of the 30.1, this involves utilizing full-length hard chines, which reduces wetted surface at the waterline, boosts interior volume from stem to stern, contributes to hull form stability, and adds bow buoyancy in wavy conditions. The model also employs twin wheels (a tiller is optional), twin rudders, a plumb bow with bowsprit for flying sails, as well as a vastly different cockpit layout that shows the influence of wide-flat racing yachts. All of these things not only serve a more cuttingedge aesthetic, but they also provide utility and improve performance, or both. 48º NORTH
I’ve heard the 30.1 described as “sporty” on several occasions, and after sailing it (even in light breeze), I’d say that the characterization is objectively fair. But it is most true in comparison to its predecessor. The Beneteau Oceanis 31 was an extremely popular design, but put next to the new 30.1 it looks more… classic. The Oceanis 31 was a soft-chined cruiser with a single-helm, single-rudder, a smaller, more enclosed cockpit. The new 30.1 is notably 1,500 lbs lighter and is more than one foot narrower in beam than the boat it replaces. Its standard draft is also deeper by a few inches, and it has new optional lifting or swing keel configurations as well. The cockpit of the 30.1 really is my favorite part about this design. It is as simple and clean as it is enormous, and would be the envy of sailors familiar with the 30-foot cruising boats of yesteryear. The twin helms make movement fore and aft effortless. The permanently affixed metal bar between the deep and comfortable bench seats serves as a hand-hold while providing the structure to the hinged cockpit table leaves. The bar itself felt sturdy enough for most situations, but I wondered if it would stay anchored if someone my size actually fell against it with some force in choppy seas. The whole cockpit table set-up is low profile and allows easy movement along either side. The sole runs literally right to the open transom with a hinged swim step, and the entire area behind the twin helms is flat (save two low-profile foot pushes). It all feels like the right combination of big and modern, and definitely makes
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you feel like you’re on a larger boat. A fairly standard appointment of self-tailing winches, one at each helm station and one on either side of the cabin top, facilitate all of your necessary sail controls. It’s worth noting that the mainsheet — which utilizes the increasingly-common bridle rigging with no traveler — is trimmed at the cabin top, and is unreachable at the helm station. Electronics displays and the compass are also consolidated near the starboard cabintop winch, easily visible from either helm station, but out of reach of the helm. These factors make the boat simple and efficient for doublehanded sailing, but don’t facilitate the dead-easy singlehanding of some modern cruisers. The Beneteau 30.1 comes in multiple sail configurations with: either a traditionally rigged flat-top main or in-mast furling, and the choice between a self-tacking jib or a standard-sheeting 105% genoa. There’s 26% more sail area in the main with the flat-top option, and 40% more sail area with the genoa over the self-tacker. Those are significant increases, especially for Pacific Northwest sailors who might spend most of their time on the water during the light-air summers. The boat I sailed had the batten-less furling main option paired with the genoa. For sailing enjoyment, I think most folks would choose at least one of the larger-sail options, and I’d personally go with both. I say this in every review, but the fixed bowsprit begs for a code zero or spinnaker. Either would up the fun factor in a big way. Our test sail day was light, but sailable. It actually allowed the boat’s performance design elements to shine — the lighter displacement with a narrower profile and less wetted surface kept the boat moving well on all points of sail in 3-7 knots of breeze. Beating in puffs was, of course, when we had the most fun in those conditions. It’s a lively boat, and I found it maneuverable and responsive, but not tender. The sails were simple to trim into a pleasant shape. Mainsail trimmers should note that, especially in the light breeze, the bridle system is rigged with enough play that you can way oversheet your main if you aren’t paying attention. Still, if it’s blowing, the vang would likely be an important tool to keep the main working and efficient. There are lengthy jib-lead tracks just outboard of the coachroof that enable endless sail shape adjustments, the controls for which are conveniently positioned next to the primary winches where you’d be trimming that sail. The rig has swept single spreaders, no backstay, and outboard chainplates, all of which make for a very clean look and sailing experience. It took a good few degrees of heel or more before I started to get a little feel in the helm, which is common with twin rudders. Interestingly, with less heel, I believe I was feeling a little bit of lee helm. I couldn’t help wondering if the balance might have felt different if the sail options had been flopped (the larger flat-top main and smaller self-tacking jib). Even with these configuration questions, the boat has a nicely balanced helm and tracked well when the breeze was consistently above a couple of knots — the wind you’d want to be sailing in anyway. In bigger breeze, those helm-feel questions would be allayed by the control you gain with twin rudders when heeled. I’m confident that most crews would choose to depower or reduce sail because of the discomfort of excessive heel before the boat 48º NORTH
would round up due to loss of rudder control. The entire experience of sailing, from unfurling to trimming to driving, all of it made me appreciate the open cockpit layout even more. There’s still comfortable seating at the helm on the outboard decks, but without bench seats along the stern, the storage lockers normally found there are sacrificed. Luckily, the lazarette under the cockpit’s starboard bench seat is expansive. Trading storage for elbow room was a design decision that continued in the elegant and spacious cabin. Genuinely, standing in the cabin (which boasts headroom of 6'1"- 6'3"), you would never guess you’re on a 30 foot boat. Beneteau’s designers maximize the space beautifully. Enhancing the open feeling, large hull portlights on either side are unobstructed by cabinetry. It is aesthetically pleasing, but it contributes to the theme I’d call: luxurious space, limited storage. In the salon and galley, storage would be a challenge. There are ample storage options in the aft berth, and even more in the forward cabin. For many, it will work just fine, but I’ve also had the cruising experience where you stand in the salon surrounded by bags of groceries and personal items going, “Where is this all going to go?” The answer on the Beneteau 30.1 will just require extra creativity. Compared to more traditional 30-foot cruisers, though, the comfort of the interior is almost unthinkable. French doors between the forward cabin and the salon really deliver the sense of volume and space. The galley is highly functional and, while the pantry space is limited, the refrigerator is enormous. Even the head is bigger than I expected on a 30-footer. The navigation station is convertible to extend the starboard settee, and the salon dining area can accommodate more folks than you’d probably want to cruise with. All of its appointments are clean, modern, and thoughtful. If you can live without the storage, it’s the most appealing interior on a 30-foot sailboat I’ve ever been in. As I often do, I put the 21 horsepower Yanmar diesel (an optional upgrade over the 14 HP standard) through its paces. At 2,500 RPM, we saw 5.5 knots of boat speed. I declare that respectable, considering that small boats don’t have the benefit of extended waterline. Bumping it up a little, I was pleased to see that 6+ knots is available to you if you are willing to spin your diesel up to 3,000 RPM. I played with winding it up even more, and didn’t reach diminishing returns (saw a top speed of 7.2 knots) before I got nervous and brought it back down. Versatility and modernity shine in the design of the Beneteau Oceanis 30.1. The compromises made to create spacious comfort in the two places we spend the most time — the cockpit and the main salon — seem like wise priorities. It is impressively fun under sail while still being the picture of simplicity and accessibility. This is the kind of design that can usher a lot of new folks into boat ownership for the first time, and be the transformative platform aboard which they discover the wonders of sailing and cruising in the Pacific Northwest.
Joe Cline is the Managing Editor of 48° North. Special thanks to Trevor MacLachlan and the Signature Yachts team for taking us sailing.
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NOVEMBER 2020
TASAR NORTH AMERICAN
CHAMPIONSHIPS Organizing and executing a championship regatta in the time of Covid-19 is no small feat. Not only did the Tasar North American Championship deliver on a high caliber of sailing, but Seattle Yacht Club (SYC) ran it like a world-class event. PRO Ben Glass, event chair Lisa Renehan, and SYC sailing director Brian Ledbetter ran an excellent regatta in preparation for the 2021 Tasar World Championships, which will be hosted by SYC in Seattle next September. Tasar NAs boasted great turnout. Due to current pandemic gathering restrictions, the event was capped at 22 boats. It cannot be overlooked that Canadian sailing friends could not attend the event because of border restrictions. Hopefully travel across the border can resume soon, so there will be better representation of competitors across the region. Nonetheless, enthusiasm in the fleet is notable. There are many new boat owners, most are recently out of college, some still in school. Dieter Creitz and Sam Bush are undoubtedly the youngest, their combined age would likely still qualify for healthcare coverage as a child dependent. In a deep field of talent, Creitz and Bush hung on in the windy races, and competitively raced near the top of the fleet in the lighter winds. Also among the growing fleet of Tasar competitors are many familiar sailing family names that jog the memory banks — Burzycki, Stewart, Pistay, Kaseler. The event was broadcast live in entirety on Facebook and viewed around the world by Tasar community friends and family. It included live on-the-water commentary by Brian 48º NORTH
Ledbetter along with some overhead drone footage. This level of coverage is not common for events in the Northwest and the fleet is looking forward to similar coverage for the World Championships. The footage is still available on Seattle Yacht Club’s Facebook page. The course was held to the northwest of Shilshole Bay on the edge of the shipping channel, far enough from shore to negate shore effects that would cause favoritism to one side of the course. Saturday’s wind was fresh, blowing in the upper teens, gusting around 20 knots from the south. Four races were
Three-time Tasar World Champions, Jonathan McKee and Libby Johnson Mckee were second in this regatta, 29 years after winning their first Tasar North American Championship.
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completed, each being 40-50 minutes in duration. A flooding tide pushing against the wind created a two-foot wind chop. The team of Jonathan and Libby McKee started the day strong, showing their world championship form, scoring two first place finishes and a second place finish. But in a more consistently dominant performance, the team of Jay and Lisa Renehan managed to finish the day first overall. After the four races, the Renehans scored 8 points, the McKees scored 10 points, and Mike and Molly Karas scored 11 points. Sunday’s racing was a bit lighter, requiring an on-the water postponement after the first race. A building northerly wind ensured the completion of the scheduled three races. The last race was held in about 8-10 knots and almost no sea-state on the course. In the lighter conditions, the fleet was closer and the results more mixed. Despite this consolidation, the Renehans were able to stay consistent, maintaining first and second place finishes in the day’s racing to take the North American Championship title. Jonathan and Libby McKee finished second place overall, and Molly and Michael Karas hung on to third place after having some challenges in the lighter winds. The attraction of the Tasar Class is multifaceted. The boat is a design sized for two adults and it is light, responsive, and comfortable. The sailors are all like family — enjoying each other’s company. There’s an eager openness to share information so everyone improves and has a good time. And importantly, racing is competitive in the water — genuinely top caliber racing.
Author, Mike Karas, sailed with his better half, Molly. They shared the podium with two past Tasar World Champion teams. This year’s Tasar North American Championship was run and sailed as a truly world-class event. Thanks again to the efforts of the Seattle Tasar Fleet, the Port of Seattle, and Seattle Yacht Club for pulling together a high quality, fun, and safe regatta. As with any event, volunteers that help out are a large part of the event's success, and they are deeply appreciated. If this year’s North Americans are any indication of what’s to come when the World Championships come to town — the 2021 Tasar Worlds will be an event to remember. By Micahel Karas Phots by Jim Skeel
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NOVEMBER 2020
CYC PUGET SOUND
SAILING CHAMPIONSHIP 2020
Puget Sound sailors were treated to classic fall conditions for Corinthian Yacht Club’s PSSC (combined small and big boat) regatta on October 10 and 11. Saturday morning started with overcast skies and breeze out of the south-southeast around 8-14 knots. This year, CYC's October throwdown adhered to crew restrictions of four or fewer crew on boats under 30 feet, and five or fewer on boats 30 feet and larger. Neither these restrictions, nor some inclement forecasts, kept PNW racers from coming out in droves. The small boats on the south course saw an impressive 74 boats across eight classes. Meanwhile, the larger boats up north had 43 boats across six classes.
J/105, Corvo, leads competitors around the windward mark in blustery conditions. 48º NORTH
Four friends and I were racing on the J/111, Valkyrie. The boat is owned by Cathy VanAntwerp, who is new to the Seattle racing scene. We were fortunate to have Nick Leede join us for the weekend as driver. He recently purchased the Farr 39 Tachyon and was unable to race his boat due to the crew limit. Rounding out our crew for the weekend was Dan Westra, and Galen Collins. This was the first time this particular crew had raced together on Valkyrie and the chemistry was great. Valkyrie raced in Class One on the north circle. Other Class One racers were the XP 44 Maverick, Aerodyne 43 Freja, and the Farr 30 Nefarious. With a 36-second class rating band, there was lots of fun and competitive racing. On Valkyrie, we recognized that, with two larger boats on the start line, we needed to have clear air starts at hull speed. Going into race one we noticed in the pre-start the breeze had a lot of east in it. Being able to sail quite high on port tack, we made an early decision to start on port tack at the pin. The start gun fired and we blasted off the line on port, our competition was all at the boat end. Nefarious closed the door on Freja and Maverick causing them to tack around outside of the start line. We led the whole race and collected line honors — a satisfying start to the weekend. Race two got off to a similar start with Nefarious joining us at the pin end this time. A little jockeying with Nefarious made for a sporty start, but we were both able to get a clean start on port tack again. Maverick and Freja were at the other end of the line and played chase to the smaller, port-tack starters for the rest
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Class One boats zoom downwind toward the pot of gold. The author and the Valkyrie team lead the way. of the race. Conditions remained excellent and enjoyably brisk, with the breeze around 12-16 knots. The wind moved to the south before the start of the third race, squaring it up more with the course and the geography of Puget Sound. Then, a thunderstorm from the north began to bear down on the fleet. As we rounded the weather mark and set the kite we sailed into a small squall line, ominous clouds, and lighting. We were sailing north with the wind at our backs watching boats sail south towards us with their kites up only half mile down course. With that, we saw the squall line moving towards us. We prepared for a gear change, and when the breeze of approximately 30-35 knots out of the north hit (a 180° shift!), we were ready. Unfortunately for us, after taking the lead from Maverick on that downwind leg, the race committee abandoned the race due to unsafe conditions. Much of the fleet was forced to take down sails with a few others deciding to seek shelter back at Shilshole. After about an hour-long postponement, we were back to racing. We had a close battle with Nefarious throughout race three and she managed to correct over us. Valkyrie finished Saturday with a 1-1-2 and were quite pleased with our race day. I want to give kudos to the north circle race committee who suffered the loss of a mark set boat that flooded and turtled early in the day. They got off three great races despite the setback. Sunday morning brought more breeze and a light misty rain. We added three more races to the scorecard that day with breeze in the 14-17 knot range, mostly out of the south. At one point, the breeze swung so far east that our race course was east-to-west in race five. An unusual direction and velocity for any seasoned Sound racer. The sportier conditions on Sunday led to exceptional racing 48º NORTH
in Class One. We sailed smooth races with no mistakes and were able to walk away with three bullets on the day. It was a solid regatta sailed by team Valkyrie that allowed us to score seven points in six races, throwing out our only second place finish to Nefarious. Across all the classes, it was a great weekend to be out on the water. Some classes had battles for first, even more seemed to be having hotly contested battles for second. With excellent participation and enthusiasm, we look forward to even more competitors joining the fun in the 2021 season.
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The south course saw large dinghy fleets across multiple classes, including the RS Aeros like this one, sailed by Dieter Creitz. By Patrick Doran Photos by Jan Anderson NOVEMBER 2020
WOMEN AT THE HELM GOING THE DISTANCE
Dulcinea racing with the sign “Racing for Ruth: Women belong in ALL spaces where decisions are being made.” Photo by Kelly Moon.
WHEN A NEW REGATTA IS MET WITH INCREDIBLE SUCCESS AND ENTHUSIASM… WHAT DO YOU DO? DO IT AGAIN, BUT THIS TIME GO FURTHER! After the first Women at the Helm Regatta (WATH1), the Shilshole Women Sailors Group (SWSG), co-led by Shauna Walgren and Elise Sivilay held a race review. Elise explains, “SWSG is a community of women that come together to support each other in their sailing endeavors. Every third Thursday evening of the month, SWSG hosts a social (either virtually or in-person at Corinthian Yacht Club of Seattle) to bring women together around a variety of relevant topics. Open to anyone—including men—who relishes the pure love of sailing, and is committed to fostering a supportive, relaxed, and non-judgmental environment for all.” As the group excitedly discussed the fun, success, and terrific enthusiasm for the inaugural WATH, an idea was put forth for a distance race. She Regatta had been cancelled due to Covid, and thus a date had opened up in late September. Eric Finn, from the Sloop Tavern Yacht Club (STYC), attended this virtual post-race meeting. He took the distance race idea to STYC and they, once again, unanimously agreed to support our local women sailors. Thus, the second, longer-distance version of Women at the Helm (WATH2) was born. It is a lot of work to create and run a race, let alone when the window from inception to event date is less than 30 days in the midst of a global pandemic. It is representative of STYC’s commitment to local women sailors and to expanding equity in sailing that they pulled it off. Dana Brooks was on Rubigale to perform committee boat duties, with assistance from STYC 48º NORTH
board member, Mike Danger. Dana said, “Registration filled within 48 hours and 21 of 25 registered boats made the race. I wish I had kept better count of the all-female boats, but Mike remembers me mentioning them as they finished and we both remarked on how cool it was. Despite the light wind start, everyone finished well within the time limits.” Elise added about the rapid race prep endeavor, “A whole community of sailors put forth tremendous effort to ensure a strong showing and successful event. SWSG recruited boat owners and the Seattle Sailing Club to lend boats, invited women to helm and crew, and organized weekly practices. The September social was a “Chalk Talk” in preparation for WATH2 with Sail Like a Girl race team skipper, Jeanne Assael Goussev, and members, Haley Lhamon and Christa Bassett Ross. It was a success with over 28 participants joining and openly discussing race strategy and tactics. A great time was had by all.” As the date neared, not only was COVID casting its shadow of uncertainty on the event, but dangerous smoke and air quality loomed throughout the region, calling the race into question. Luckily, the air cleared the day before the race and the game was on! Smoke clearing wasn’t the only serendipitous element to the timing of WATH2—it felt special to hold a women’s race the day after Supreme Court Justice, Ruth Bader Ginsberg, died. Many of the sailors dedicated the day to her lifelong service to this country and equality for women. Relatedly, the event logo (created by the author) featured sailing women with diverse
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skin tones posed like ‘Rosie the Riveter’ along with the slogan “Going the Distance”—the message was not only for us on the water for WATH2, but also in our collective pursuit of greater diversity, equity, and inclusion in the sailing community and beyond. In keeping with the mission of community and amplifying women’s voices, I reached out to the race skippers and participants to write about their experiences. Jeanne Assael Goussev said, “What a sight to see two dozen amazing women helming this regatta. All levels of experience came out for what felt like a collaborative and competitive race. The light winds were a challenge and brought out conversations on board of strategy, placement, winds, and currents. All eyes on deck were scanning the horizons for advantage. Seeing the power of women sailors in such full force was inspiring.” Kelly Moon on Morphine mirrored the sentiment for strategy, “Racing in a drifter is never ideal and often frustrating, but we kept our spirits up and stayed focused. Thankfully, the tides worked in our favor and the wind kicked in just before the finish, though of course I wish it had filled in just a bit sooner (our summoning techniques might need some work). In the end, though, what mattered more than finishing or race results was the chance to empower women in sailing.” Cathy VanAntwerp from her J/111 Valkyrie had this to say, “Every small decision counts and every mistake is magnified when you’re racing in low winds. WATH2 was one such race. It was great to watch each skipper handle the course so elegantly. Huge kudos to Regan Edwards and the Nefarious crew for absolutely nailing it. It was a hard-fought race!” Paula Bersie sailed the J/80 Rush to first place in their one design class and said, ”It was a frustratingly fun day out on the water. I was really happy that Phil and Pete asked me to come race with them on Rush. Rush is a well-tuned machine. And with all of the doublehanding Phil and Pete do, crew maneuvers with me at the helm were flawless. The light wind coming from pretty much every possible direction throughout the race made for some frustrating conditions where tactics become both much broader, but also much smaller. Meaning, you have to look around a lot, apply the local knowledge you have, but you can only sail in the wind you have at the moment and make the best of it. I hope we can have more of these races! I don’t get to helm nearly enough these days. Thanks to everyone who put the race together and all of the other women out there racing!” Regan Edwards, who took home the overall first and first in her class had this to say, “While it was disappointing to have the most competitive events cancelled this year, it is serendipitous that a couple of local sailors from STYC came up with WATH. With these races, all became right in my world. I grew up sailing with my dad and he let me drive often because he was much faster raising halyards and pulling the J29’s jib from side to side. Since moving to the Seattle area, the opportunities to helm have been sparce. I asked the owner of Nefarious (Farr 30), Dan Randolph, if I could enter his boat for WATH2 and he didn’t hesitate before replaying, ‘let’s do it!’ For WATH1, I pulled together a crew of women (3 out of 5 48º NORTH
are Seattle Yacht Club women’s team friends) and we had a great day. For WATH2, most of my ladies were busy with special events, so I asked my race committee friends to join me. Believe it or not: with two judges aboard and the SYC Sailboat Fleet captain, I still managed to foul Bat Out of Hell (BOOH) on the starting line. It’s never good to start off doing a circle, but I felt really fired up and confident in our ability to catch up. We ‘slalomed’ to and from the “U” mark: lots of jibes aren’t always a winning strategy, but I wanted to ‘connect the dots.’ So, we sailed every puff and tried to keep moving in light air.” Liesl Mordhorst was on BOOH, which took second behind Nefarious. She said, “I crewed for Regan Edwards in the first WATH and put together a team for the second. One thing I valued about both events, especially because of COVID, was being able to see friends in “natural” settings. Women who don’t normally have the opportunity to run programs stepped up and proved something— to themselves, their crew and those watching from the outside. I get the feeling that some are seeing women sailors differently as a result of these races. I hope each woman recognizes the helm as their natural setting and I look forward to seeing them on the line in events to come.” Danae Smith Hollowed attested to the difference these races and our community has made in her life. “The WATH2 race meant a lot to me—it was my first time skippering a race and also my first race on my new-to-me J/105 Dulcinea. I came back to sailing last year after a break of many years. All of the amazing supportive women sailors I met over the past year inspired me and gave me the confidence to buy my own race boat. Having my daughter join me as crew for this race was just the icing on the cake. I was very happy with our finish and attribute this to my crack crew: Megan Kogut, Remy Lang and Cindy Barrett and Elise Hollowed. We also went out for several practices ahead of time, which helped us develop our teamwork and communication. The Meadow Point buoy was pretty incredible—the wind died and we were swept by the current towards the mark. We swept by with inches to spare. Many other boats had to do a couple of more tacks to make the rounding.” Overall, the second Women at the Helm race was a great success and I hope to see more races like it in communities all around the northwest. We have a large community of women sailors and I would like to see more driving on the start lines or making calls in the back of the boat in the years ahead.
Women at the Helm Logo by Jennifer Harkness.
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By Jennifer Harkness NOVEMBER 2020
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RACE RESULTS
PSSC Pos Boat
Skipper
SOUTH COURSE, CLASS 1 - RS AERO Loop Dalton Bergan 1 Mumbles Jay Renehan 2 Akimbo Brian Ledbetter 3 Shearwater Carl Buchan 4
5
Millennium Falcon
Andy Mack
SOUTH COURSE, CLASS 2 - LASER 208821 Owen Timms 1 Extreme Ways Andrew Holdsworth 2 Sakayan Corbin Torralba 3 SOUTH COURSE, CLASS 3 - LASER 4.7 ZZZZAP Alex Zaputil 1 216516 Alex Shemwell 2 210706 Fino Delfino 3 210106 Sarah Sherley 4 ZOOM Emily Smith 5 SOUTH COURSE, CLASS 4 - LASER RADIAL 208820 Sammy Farkas 1 boat Jack Holbrook 2 Saucy Snake Catie Vandervort 3 BEL Hannah Beaver 4 Student Driver Ryan Milne 5
Pos Boat Skipper SOUTH COURSE, CLASS 6 - HOBIE 16 Time Warp Peter Nelson 1 Hobie John Ped 2 109395 Erik Anderson 3 112005 Jaedon Bott 4 96511 Danny Juan 5 SOUTH COURSE, CLASS 7 - HOBIE 18 Hobie Trails 2U Paul Von Stubbe 1 16735 Tim Webb 2 Sonic Jere Bott 3 SOUTH COURSE, CLASS 9 - OPTIMIST 21565 Sam Bush 1 Strike Barrett Milne 2 Optimist Prime Alex Baldwin 3 19146 Alan Timms 4 20950 Ani Noelani 5
NORTH COURSE, CLASS 5 - MELGES 24 Good Enough Keith Hammer 1 Judo Chop Herb Cole 2 A Demain! Sebastien Laleau 3 Distraction Tom Greetham 4 Straight, no Barrett Lhamon 5 chaser
NORTH COURSE, CLASS 6 - J/80 Tastes Like Richard Demmler 1 Chicken Reckless Taj Mahal Rush Stellar J
NORTH COURSE, CLASS 7 - J/24 Hair of the Dog Jakob Lichtenberg 1 Big Tuna Lucas Laffitte 2 Ghostface Philip Brzytwa 3
Crew
Jay Renehan Jonathan McKee Michael Karas Anthony Boscolo Dalton Bergan Stasi Bursycki Charles Asper Alyosha StrumPalerm Scott Wilson Matt Pistay Andy Mack Jackson McCoy Derek Bottles
Lisa Renehan Libby Johnson McKee Molly Karas Haley Boscolo Lindsay Bergan Sophia Kaser John Renehan Audrey Jacobs
48º NORTH
3 4 5
NORTH COURSE, CLASS 2 Lodos Tolga Cezik 1 Different Charles Hill 2
Skipper
Paul Stewart Ian Sloan Jamie Mack Hanna Bush Becca Galfer
Paul Viola / Sara Billey Liftoff Jeffrey Pace insubordination Buckey Corvo 1055 Tom Kerr
2 3 4 5
TASAR NORTH AMERICAN CHAMPIONSHIP
9 10 11 12 13
Unknown Peer Gynt
2
NORTH COURSE, CLASS 1 Valkyrie Cathy VanAntwerp 1 Nefarious Daniel Randolph 2 Maverick Marda Phelps 3 Freja Jonathan Cruse 4
SOUTH COURSE, CLASS 5 - VANGUARD 15 5 Caroline Lochner 1 6 Jacob Jones 2 3 1 Mayah Grover 3 4 Let's Go! K. Zimmerman-Goad 4 5 Van Gone Nathan Pease 5
Pos 1 2 3 4 5 6 7 8
Pos Boat Skipper NORTH COURSE, CLASS 4 - J/105 Moose John Aitchison 1
Drummer Tantivy One Life Ritalin
Stuart Burnell David Miller Chad Dodd
Killah Atom Ant Jailbreak
4 5
John Sezer David Schutte Pete Dorsey Alan Ross
Bill Taylor Lydia Volberding
WOMEN AT THE HELM 2
Pos Boat Skipper CLASS 1 - NONFLYING SAILS Grayling Eden G. Phan 1 Puff Whitney Rearick 2
Pos Boat Skipper CLASS 5 - FLYING SAILS Different Elizabeth Hill 1
CLASS 2 - FLYING SAILS Elixir Katia Smith 1 Mata Hari Suzanne Novak 2
2 3 4
CLASS 3 - J/80 Rush 1 Underdog 2 Reckless 3
Paula Bersie Ramona Barber Lizzy Grim
5 6
CLASS 4 - J/105 More Jubilee 1 Dulcinea 2 Liftoff 3 Creative 4
Stephanie Arnold Danae Hollowed Karin Stevens Shauna Walgren
46
Drummer One Life Those Guys Semper Quaerens Gusto Irie
Taylor Joosten Jenny Heins Jennifer Wensrich Beth Miller Elise Sivilay
CLASS 6 - FLYING SAILS Nefarious Regan Edwards 1 Bat ot of Hell Liesl Mordhorst 2 Valkyrie Cathy VanAntwerp 3 TABU Michele Leonard 4
NOVEMBER 2020
Photo by: Mads Schmidt-Rasmussen
CLASSIFIEDS
CLASSIC ALBERG 35 Loved by same family for 53 yrs. Prof upgraded & maint by boatbuilder/owner. New: propane stove, cabin htr, prop, shaft, cutlass, coupling. Roller furling jib & main. Go to: classicalberg35forsale.com for more pics & specs. Free moorage on buoy/float in Port Madison till 5/21. Jim. llewellyn47@gmail.com or (206) 842 4552. $28,000 firm.
CT 41 KETCH NEAR PORTLAND Classic CT 41 KETCH (1974) Potential cruiser on Multnomah Channel in Portland. Ocean sailing vessel. Good fuel and drinking water capacity. Some cosmetic work needed. FRP hull, Teak decking, 75 hp Volvo Penta diesel (low hours), Aluminum Masts, Windlass, Five Sails. For more information: (503) 309-3097. $20,000.
MILLER MARINE 41FT DECK SALON Miller Marine Deck Salon. 12 inch Raymarine touch screen chart plotter, radar and auto pilot. 8.5 ft dinghy, 2.5hp Suzuki motor. Propane gimbaled stove, refridge and freezer. Diesel stove heat, berths for 6, teak interior. Roller furling genoa and spinnaker, composite main, dyneema running rigging. Bernard 360-840-9510. $98,000
42' 1980 COOPER 416 Mola Mola is the perfect sailboat for cruising the Pacific Northwest and beyond. With a 14' beam and large pilothouse window. Dual indoor/outdoor steering stations make year-round cruising much more comfortable in our PNW climate. For more information please contact Sara (541) 704-7404. $89,000.
1986 CAVALIER 39 SLOOP BUILT IN NEW ZEALAND Sloop, tiller steering. LOA 39 LWL 29.6, fiberglass reinforced hull, 120% Genoa, spinnaker, main sail, 3 anchors with chain and rode, Monitor windvane, auto pilot, Isuzo 55hp diesel. Cruise ready. On off interior design with table on bulkhead and captain’s bed. Includes freezer and frig. Call Bob at (510) 421-1768. $85,000
39’ CUSTOM STEEL PILOTHOUSE SAILBOAT 2011 “Abigail” is a wonderful year-round liveaboard. She is a custom Brent Swain design, stoutly rigged and set up for crusing. Twin bilge keels and skeg, can be beached. 5’ draft, 190 gal diesel/150 gal water. New B&G electronics, 30 hp engine. Located Anacortes, WA. Call Candy or Randy at (425) 770-0785 or rclarreau@yahoo.com $55,000.
1967 ISLANDER 21’ Complete refit/refurbish 2010. New Honda 5 2019 (2hrs). Roomy V-birth and nice little cabin w/ galley. Includes trailer w/ new tires/rims. 2 jibs, 160% genny, storm sail, new tanbark Main 2015. 5W Solar panel w/ smart regulator. More included. Slip possible. Dinghy also for sale. For more info contact Chuck Johnson: chuck@kinnik.com or (360) 379-0963. $4,500.
VIKING RESCYOU OCEAN PRO 8-MAN LIFE RAFT Viking RescYou Ocean Pro 8-man liferaft in cannister ($4300 new) With Stainless mounting cradle ($430 new). Newly certified (cost $1400). Required for all offshore racing (including Swiftsure). Never deployed. Pick-up Seattle/Bainbridge Island. jim.llewellyn47@gmail.com or (206) 842 4552. $2800.
CREWSAVER 6 PERSON CERTIFIED LIFERAFT Crewsaver ISO 9650-1 6P heavy-duty 6 person liferaft in valise. Well equipped, mfg in 2019, good certification until 2022. Ready for your cruise- in excellent condition, never deployed. Complete with official paperwork. Easy pickup near Lake Union. Contact for more info: trevor@seattlecharters.com or (206) 422-6974. $1,650.
48º NORTH
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NOVEMBER 2020
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No ocean too big, no trip too small, no ship too large, no mast too tall, sail or power, we move them all!!! When you are ready, give us a call. Professional service since 1967.
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Phone (206) 789-7350 Cal 2-29 Cruising Espar PartsSailboat • Sales • Service Fax by(206) 789-6392 (206) 548-1306 The Cal 2-29 is both comfortable and stable, Eberspächer email jen@48north.com www.nwmarineair.com
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No ocean too big, no trip too small, ship too large, no mast too tall, •no STANDING & RUNNING RIGGING sail or power, we move them all!!! • LIFELINES & CABLE RAILINGS When you are ready, give us a call. • CUSTOM SPLICING & ROPE SALES Professional service since 1967.
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PRICE PER MONTH $25 - ONLINE www.evergreenrigging.com ‑ (360) 207‑5016 $45 - ONLINE + PRINT
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48º NORTH
49
NOVEMBER 2020
“Wings”
2005 50’ French & Webb Custom Ketch $997,000
206.285.9563 | info@elliottbayyachtsales.com
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PREMIUM 48° NORTH SUBSCRIPTION Become a part of the 48° North crew! In addition to your magazine each month, with this exciting new subscription offering, you’ll also be supporting 48° North in a more meaningful way. But, warmed cockles are far from the only benefit. Others include: • Discounts at Fisheries Supply Co. • One free three-day to the Port Townsend Wooden Boat Festival ($40 value) • 10% off of Northwest Maritime Center classes excluding Sailing Club • Discounts on registration fees for events • Cool bumper sticker and decals. • $75/year (additional fees for First Class forwarding or International) JUST THE MAGAZINE, PLEASE: Our standard subscription gets you 12 months of 48° North and its associated special publications (SARC, Setting Sail, and the Official R2AK Program). • $39/year (additional fees for First Class forwarding or International) Subscribe today online: 48north.com/subscribe 48º NORTH
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NOVEMBER 2020
Professionally staffed! Open 6 days, Sun by appt.
(619) 224-2349 • Fax (619) 224-4692 • 2330 Shelter Island Dr. #207 San Diego, CA 92106 www.yachtfinders.biz • Toll-Free (866) 341-6189 • info@yachtfinders.biz
A Leader in Brokerage Sales on the West Coast Z E NE AL W AN D
53' J BOATS J160 ’97 $399,500
“HANA HOU” Fast and sleek cruiser with new electronics, new main and jib, new sail covers, dodger and bimini as well as many upgrades.
60' MARINER ’78 $375,000 “ONO” Explore New Zealand cruising grounds, head offshore or have a place to stay and a front row seat for the 2021 America’s Cup!
51' FRASER 51 ’85 $165,000 “LADYHAWK” This special blue water vessel is a rare find for your cruising adventure. Beautiful woodwork interior.
45' COREL 45’ $45,000 “HEARTBEAT” High performance vessel. Very competitive in PHRF and ORR. Deck layout makes her easy to sail shorthanded.
40' WILDERNESS 40 ’81 $42,500 “FALCON” Upgraded from a stripped out racer to a functional and comfortable interior without hindering performance.
38' CATALINA 38 ’80 $25,000 “CRUSADER” A fine example of how a boat of this vintage should look. A good opportunity to step aboard and enjoy the sailing life.
37' HUNTER 37 5 LEGEND ’94 $79,500 “DRE AMQUEST” Absolutely the best maintained Hunter 37.5! Owner has spared no expense on upgrades and maintenance.
46' WARWICK CARDINAL 46 ’82 $134,500
“SIRENA” A wonderful allaround sailing vessel. Easy to handle! Totally refurbished 2012 thru 2014 including new diesel engine. LI NEW ST IN G
39' FREEDOM ’85 $59,000
“ENTROPHY” Free-standing cat ketch rig and carbon fiber spars work well for minimal crew. Sturdy lightweight hull for great performance.
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48º NORTH
52
NOVEMBER 2020
quality yachts from swiftsureyachts.com The HallbergOcean Echo 1991 Hallberg-Rassy 45 Rassy 45 was the first in a long and $275,000
successful collaboration between the Hallberg-Rassy shipyard and naval architect German Frers. Ocean Echo is hull No. 51 of the 71 hulls built of this model before it was replaced by the venerable Hallberg-Rassy 46. Ocean Echo has three staterooms, two heads, and a factory hard dodger. Recent updates include a stainless-steel stern arch, large solar array, Magnum 4kw inverter, Frigoboat keel-cooled 24V refrigeration, SSB, VHF, and nav computer. Ocean Echo comes with an extensive spare parts inventory, tools, sat phone, liferaft, medical pack, galleyware, charts and cruising guides, etc. Excellent documentation including operations manual, comprehensive maintenance log, and all receipt/invoices from the last two owners will save the new owner hours of detective work. – p e t e m cgonagl e price reduced
Wylie/Fox 44 • 2006 • $98,000
45 Beneteau Oceanis • 2017 • $349,000
Perry Far Harbour 39 • 2010 • $139,950
price reduced
Valiant 50 • 2001 • $275,000 64 Frers 51 Able Apogee 50 Perry Eden 50 Baltic 49 Hylas 48 Waterline 48 Chris White Atlantic 46 Hylas 44 Nordic 44 Island Gypsy 43 Beneteau Oceanis 42 Perry
1978 2000 1998 1999 2003 1997 2010 1996 1988 1983 2009 1980
$325,000 $349,000 $365,000 $449,950 $435,000 $299,000 $565,000 Inquire $139,000 $89,000 $133,900 $99,000
Halberg-Rassy 39 • 2001 • $279,000
Morris 45 • 2000 • $450,000 42 Bavaria 42 Catalina 39 Swan 391 39 Valiant 38 Ohlson 38 C&C 115 36 C&C 110 36 Sweden 35 Jeanneau 349 32 Beneteau 323 16 Herreschoff 12 1/2
NEW SAILING YACHTS FOR WORLD CRUISING
2007 1995 1983 1997 1984 2007 2005 1985 2016 2006 2007
195,000CAD $129,000 $125,000 $169,000 $125,000 $159,000 155,000CAD $95,000 $157,000 $62,500 $36,000
37 Najad 373 • 2001 • $199,000
two hylas 49 models
Hylas 49 • 2001 • $420,000 (pictured) Hylas 49 • 2003 • $435,000
46 Dehler 46c • 2017 • $439,000
FIVE LOCATIONS TO SERVE WEST COAST YACHTSMEN Seattle (Main Office) Sidney, BC Bainbridge Island Anacortes San Francisco Bay Area
SwiftsureYachts
www.swiftsureyachts.com 206.378.1110 | info@swiftsureyachts. com 2540 Westlake Ave. N. Seattle WA 98109 facebook.com/swiftsureyachts
41' HUNTER DECK SALON 2006
info@west-yachts.com 1019 Q Ave. Suite D, Anacortes, WA
West Yachts is Selling Boats!! Quality Sail and Power Listings Wanted.
50' Herreshoff Caribbean 50 Ketch 1977
44' Spencer 1330 1979
44' Kelly Peterson 1975
41' Hunter Deck Salon 2006
41' Ericson 1968
41' Morgan 1981
40' Hinckley Bermuda 1970
37.5' Beneteau First 375 1985
37' Tartan 1980
35' Ta Shing Baba 1979
33' Saturna Pilothouse 1981
33' Wauquiez Gladiator 1983
28' Catalina 286 1992
72' Monk McQueen 1977
46' Nielson Trawler 1981
43' Ocean Alexander 1983
39' Mainship 2000
34' C&C Nelson Enhanced Rescue Boat 1982
24' Maxum 1995
22' Bullfrog 2018
(360) 299-2526 • www.west-yachts.com
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45’ Hunter 45DS .......................... Sale Pending 45’ Beneteau 45 ........................... Sale Pending 41’ Beneteau Oceans 41.1 ’20 ..................SOLD 40’ Hunter Marlow 40 ..............................SOLD 48' Beneteau 48 ‘13 ................. $369,900 47’ Beneteau 473 ’02 ............ $199,950 42’ Beneteau 423 ’08 ............ $174,000 41' Beneteau 411 ‘00 ............$110,000 Bayliner 3988 ...........................................SOLD 38’ Beneteau Oceanis 38.1 ‘21 ..... Arriving Sold 38’ Catalina 38 ............................. Sale Pending 37’ Beneteau 37 .......................................SOLD 36’ Beneteau 36 Center Cockpit ...............SOLD 35’ Beneteau 35 ‘17 .................................SOLD 35’ Beneteau First 35 ‘83 ............. Sale Pending 41' Beneteau 41.1 ‘17 ...........$274,000 40' Beneteau 40 ‘09 .............. $159,000 40' Hunter 40.5 ’93 .............. .$110,000 39' Corbin 39 ‘81 ......................$39,900 35’ Gemini 105............................. Sale Pending 32’ Bayliner Avanti 3258 ’95 ................$37,000 30’ Beneteau 30.1 ’20 .............................SOLD 30’ Owens Flagship ’50 .......................$31,900 24’ Beneteau First 24 ‘20 ............. Arriving Sold 22’ Beneteau First 22 ‘17 .........................SOLD
37’ Beneteau 37 ’17 .................. $199,900 36’ Beneteau 361 ’04 .................. Inquire 36' Islander 36 ‘73 ...................$ 25,500 28' Catalina 28 ....................... .$54,250
2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Open Monday - Saturday 10:00am - 5:00pm • Sunday by appointment
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2021 Jeanneau 410 #74884: $338,347 - SAVE $24,813
2021 Jeanneau 440 #74885: $412,834- SAVE $24,233 Model at Our Dock, Come See!
Arrives December
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47' Vagabond Ketch ‘83......$184,000
42' SK 42 Pilothouse ’06.......$124,500 w
47' Bowman 47 ’97.............$169,500
43' Wauquiez Amphitrite ’84 $132,500
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51' Alden Skye ‘80.............$129,500
44' Spencer 44 ‘73.............$40,000
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51' Beneteau Cyclades ‘06 ���������$199,900
44' Nauticat MS ’80 ...........$185,000
Quality Listings Wanted. We Get Results!
44' Nauticat MS ’80............$185,000
44' Lafitte 44 ’80 ������������������ $89,500
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37' Swan 371 ‘81...................$69,000 w iN g
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44' Nauticat MS Sloop ’85 ����������$149,500
38' Hans Christian MK ’80.....$72,000
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44' Jeanneau SO 44 ’91 ��������������$119,000
40' Passport 40 ’84.............$149,900
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42' 36 SK 42 Pilothouse ’06.......$109,500 41' Burnham Crouch ‘63....$69,50034' Catalina 40' Valiant3440’86..................$22,500 ’77 ��������������������������$89,000 33'36' Islander Freeport PH ’78… $59,500 Wauquiez Gladiateur ’81...$35,000 35' Trident Voyager &’78..........$59,500 36' Bavaria ’02................$93,500
Shing Baba 35 ’85 ��������� $98,500 35' Trident Voyager ’78..........$54,900 33' Nauticat 32' Hunter ’02 ��������������� $55,000 20'20'Laser LaserSB3 SB3‘08.. ‘08................... 33' C&C 35' 99 Ta ’05....................$82,000 33' Hunter 33 ’11..................$99,900 MS326 ‘85................$79,900 ................ $19,500 $19,500
eattle Sales Office Anacortes Sales Office Anacortes Boatyard Seattle Sales Office &360.293.9521 Marina Bellingham Sales Office 206.323.2405 360.293.8200 2442 Westlake Ave. N. 206-323-2405 1801 Roeder Ave. Ste. 128 360-770-0180
info@marinesc.com | www.marinesc.com
info@marinesc.com | www.marinesc.com
44' Bruce Roberts 44 ‘80. .......... $65,000 WE GET RESULTS
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45' Jeanneau SO ’06..........$199,500
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See your boat listed here.
‘22 Lagoon 40 – Shown By Appt.
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46' Hunter 460 ’01 .............$160,000
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47' Vagabond Ketch ‘83......$184,000
49' Trans Pac 49 ’86.............$169,000
NOW IS A GREAT TIME TO SELL!
Come See!
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‘21 Island Packet 42 Motor Sailer
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2022 Lagoon 46 - Next One Ready July - Call!
49' Jeanneau SO 49 ’05...........$284,500 ce
All New!
‘22 Jeanneau Yacht 60
‘21 Jeanneau Sun Fast 3300
47' Bowman 47 ’97.............$215,000
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51' Alden Skye ‘80.............$129,500 w
Call!
2020 Island Packet 42 Motor Sailer : SAVE $70,000
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2022 Jeanneau 490 #75822: $529,786 - SAVE $22,784
53' Jeanneau Yacht 53 ’15....$389,500
2021 Lagoon 42 #57127 $687,524 : SAVE $18,000
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2021 Jeanneau 349 #75403 : $198,852- SAVE $13,390
61' C&C ‘72 .......................$153,900
Order Yours!
Model at Our Dock, Come See!
2020 Jeanneau 349 #74880: $192,490 - SAVE $14,482
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20 Jeanneau 490 #73974: $524,869 - SAVE $29,702
Arrives January
2020 Lagoon 40 - Order Yours! : $528,730 - SAVE $7,300 In sid Ne eS w te er Mo in g, del G all ! ey U p
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Arrives 2020 Jeanneau 410 3C/2H #74565: $319,948 - SAVE $24,680 December 2020 Jeanneau 410 2C/1H #74656: $334,282 - SAVE $14,556
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NORTH AMERICAN DEALER OF THE YEAR 2020 • 2019 • 2016
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MARINE SERVICENTER Serving Northwest Boaters since 1977
19 Jeanneau 440 #73995: $379,985 - SAVE $62,958
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JAN. 24 - FEB. 1
66' CNB 66 ‘21 ���������� Arriving SOLD 62' Lagoon 620 ‘20 ������������������SOLD 58' Jeanneau Yacht ‘18 �������������SOLD 53' Jeanneau Yacht ‘15 �������������SOLD 50' Lagoon 500 ‘12 ������������������SOLD 49' Jeanneau 490p ‘21 ����� 2 Arrive SOLD 49' 490 ‘20 ���������������������SOLD 41' Jeanneau Island Packet Cruiser ’07$299,000 49' Jeanneau SO 49........Sale Pending 62'Hunter Lagoon SOLD 45' 450620 CC‘20.....Arriving ’98 �������������SOLD 58'Jeanneau Jeanneau 45' SOYacht 45 ’06 ‘18..............SOLD ������������SOLD 50'Jeanneau Jeanneau Pending 45' 45 50 DSDS ’08 ‘11...Sale �������������SOLD 49'Jeanneau Jeanneau ‘07 .........$349,500 44' 44049p ‘21 ����������������SOLD 49'Jeanneau Jeanneau 490 '19....Sale Pending 44' 44i............Sale Pending 46'Bruce Jeanneau 44' Robert469 PH ’15................SOLD ’93........$38,500 46'Jeanneau Lagoon43 46DS ‘20.......Arriving SOLD 43' ‘05 ������������� SOLD 41’ 41045’21 ��� Arrive SOLD 45'Jeanneau Jeanneau DS 3’08............SOLD 41' 410 ‘20 ������������� 8 SOLD 44'Jeanneau Bruce Roberts PH ‘93 .....$38,500 41' 41 440 DS ’14 ������������� SOLD 44'Jeanneau Jeanneau ‘20.................SOLD 41' Packet410 ’07 ‘20 ������������������ SOLD 41'Island Jeanneau 2 Arriving SOLD 40' ‘07 ���������� SOLD 41'Jeanneau PassportSO 4140.3 ‘89....................SOLD 40' J/120 ’01 ����������������������������� SOLD 41' Burnham & Crouch '63....$69,500 38' Packet40 38’11..................SOLD ‘92 ������������� SOLD 40'Island Beneteau 38' Pending 40'Island J/40 Packet.............Sale ‘90...............................SOLD 38' 389 ‘20 ���������������SOLD 40'Jeanneau Jeanneau 409 ‘13................SOLD 37' 37140 ’01 ‘19....................SOLD ��������������������SOLD 40'Hanse Lagoon 37' Pacific Seacraft 37 ’81 ��������SOLD 40' Nauticat PH ‘85............ .....SOLD 37' Jeanneau SO 37 ‘01 �������������SOLD 39' Jeanneau 39i ‘07/‘08........2 SOLD 36' Bavaria 36 ‘03 ��������������������SOLD 38'Jeanneau Jeanneau 389 ‘20...Arriving SOLD 34' 349 ‘21 ���� Sale Pending 38'Jeanneau Island Packet 380 ‘00...........SOLD 34' 34.2 ‘00 ��� Sale Pending 37'Hunter Island33 Packet 370 ‘08..........SOLD 33' ‘11 ���������������������SOLD 34'Nauticat Jeanneau ‘20... ..............SOLD 33' MS349 ‘85 �����������������SOLD 34'C&C KMV ‘74........$24,900 33' 99Grambling ‘05 ������������������������SOLD 29'Cal Island Packet ’91.................SOLD 31' ‘79 �������������������� Sale Pending
Dan Krier Tim Jorgeson Jeff Carson Dan Krier
Tim Jorgeson
Jim Rard Patrick Harrigan
Jeff Carson
Greg Farah Bellingham
