December 2021 - 48° North by 48° North

30 REFITTING RAVEN

34 R EFLECTIONS ON A YEAR OF BOAT OWNERSHIP

DECEMBER 2021

26 WINTER SHAKEDOWN

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DECEMBER 2021

FEATURES

26 Winter Shakedown

A year-end cruise in icy Alaska provides lots of family warmth.

48º NORTH

30 Raven Takes Flight

Reimaging and refitting an 88-year-old motorsailer. By Marty Loken

34 Finding our Happy Place

Reflections on the first year of boat ownership. By Lizzy Grim

COLUMNS 16 Remembering Laurie Davidson

The world renowned yacht designer had PNW ties. By Marty Haines

22 Artist’s View — Secrets of the Salish Sea

Great Blue Heron: A grand and familiar needle-nosed neighbor. By Larry Eifert

24 Diesel Deep Dive

The effect of time on your marine diesel engine. By Meredith Anderson

RACING 40 Seattle Yacht Club’s Grand Prix

Three terrific days in varied conditions for the fall classic.

42 Round the County, Noah’s Ark Edition

A wet but wonderful return of the San Juan circumnavigation.

45 Turkey Bowl

Big fleets of small boats wrap up the 2021 season of racing.

ON THE COVER: Cave people! Jill Cross looks out at Grand Soleil 39, Yahtzee, while her family enjoys a winter fire inside a seaside cave on Alaska’s remote Fox Island during an end-of-year cruise. Photo by Andy Cross.

Background photo courtesy Noreen Light.

CONTENTS

By Andy Cross

DECEMBER 2021

Editor

2021 — A YEAR OF GRATITUDE AND TOGETHERNESS

I occasionally thumb through previous editorials, and December seems to bring me to the archives more than most months. Understandably, this issue invites reflection, as we close a season of sailing and cruising and put the finishing touches on the year’s twelfth and final magazine. Time traveling back to December 2020, my letter offered a window into a pretty dark scene. Last year’s final editorial responded to a pandemic restriction rollercoaster ride. First, a clarification from the Governor’s office specified the allowable crewsize for sailboat racing was 12 (most yacht clubs had been capping it at five). Yay! Then only a couple of weeks later, the winter 2020 wave brought new restrictions that overrode those allowances, re-reducing outdoor gathering limits (including on sailboats, as far as I could tell) to five. It added some extra “Bah, humbug!” to a holiday season in which most of us were already foregoing family gatherings. I mention this as a way to say that 2021 has been so very different. Wonderfully different. Sure, you won’t find me using broad-strokes like “back to normal” or making any guarantees about the future; but unlike last December, I’m feeling both fortunate and optimistic. Plus, my 2021 on the water was pretty darn special, and I hope yours was, too.

Volume XLI, Number 5, December 2021 (206) 789-7350. info@48north.com www.48north.com

Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Jacqie Callahan jacqie@nwmaritime.org Advertising Sales Kachele Yelaca kachele@48north.com Classifieds classads48@48north.com Photographer Jan Anderson

Picture this... I sat aboard a J/109 with some of my dearest friends in an absolute deluge. It was getting dark and my fingers were numb. We were 5 miles from the finish line on the second day of Round the County and were scrounging for an iota of boat speed, moving gently around the boat and making slight but constant adjustments to sails. Meanwhile, our navigation software had a heading arrow pointing forward and a course arrow pointing aft as we drifted backwards in the current. Hiking to leeward and huddled for warmth as far forward as the genoa would allow, I watched the rain make millions of tiny eruptions on the otherwise glassy surface of Rosario Strait. The writing was on the wall — we’d come all this way, and we weren’t going to finish. We were drenched. And we were going to get home late.

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.

You might think this was a difficult, somber moment. In fact, it was anything but! While there was plenty of good-humored sarcastic defeatism in our discourse, we were loving it. The novelty and appreciation of being able to go somewhere and do something with the people we love has just not worn off. That’s the magic of 2021.

48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best!

I recall similar sentiments as I reminisce about our 48° North Cruising Rally in August, another of my highlights from this year. It was pretty magnificent for our little flotilla to be re-introduced (or introduced for the first time) to the wonders of the San Juan Islands, the depth of a night’s sleep on the boat, the fun of a community raft-up, and the overwhelming sense of possibility that comes with building both competence and confidence in cruising. But we didn’t have a perfect experience — we had some chilly rain, we had troublingly big wind forecasts, and an unforecast shift had our raft-up in a spin that threatened to lock anchor rodes — but we were sharing an experience, and that in itself was all the glory we needed. As we head into the winter holidays, we’ll surely be reminded that our families and friends aren’t flawless, that the turkey is dry or the eggnog isn’t boozy enough, or things aren’t exactly how we’d like them to be. Yet, if 2021 has taught me anything, it's that experiences made new after a year off in 2020 afford incalculable gratitude, and gratitude can smooth the roughest seas. And in contrast to the gloom of this time last year, the warmth of togetherness can once again overcome the coldest, darkest days. It’s a fitting cap to a very good 2021, on and off the water. Wishing you and yours a safe and happy holiday,

Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628

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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Joe Cline Managing Editor 48° North 48º NORTH

DECEMBER 2021

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Letters

All the Power You Need

Another Detail About Foulweather Bluff 2021

Hi Joe, I would like to add some additional color to your article on the Foulweather Bluff race. Smilin’Jack, a Morgan 27, sailed by John Wade, Katie Jennings, and Keith Fetterman, won the grand slam for short course boats. These were the classes that were originally scheduled to sail the short course, if there had been wind enough for the big boats to sail the long course. Anyway, Smilin’Jack was First to Finish, First in Class, and First Overall. Not bad for a 50-year-old boat. Interestingly enough, she did the same thing in this race in 2007, though in that race the wind was upwards of 15 knots, versus the light winds of this past race. The new venue for this race was wonderful, and I hope it will repeat next year. Kudos to CYC Edmonds, and KCYC in Kingston.

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Good Morning Joe, As a former race week participant, I was saddened to hear of the loss of a sailor this year. I appreciate the article you wrote describing the day and surroundings. What a freak accident that we all hope never to be repeated.

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Dear 48° North, This is amazing to see pop up in my feed — the Ariel was my father-inlaw’s first boat and was being fixed up by my now-husband when we first started dating. She was the first sailboat I had ever been on, and was subsequently the platform for many of our adventures all around the Salish Sea. So glad she is continuing the tradition of firsts for others and still being loved and sailed!

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Andrea Hennings (posted as a comment on Instagram) 48º NORTH

DECEMBER 2021

Letters Hot Racing in Port Ludlow!

Hi Joe and 48° North readers, I thought you might be interested in an activity that has flourished during Covid and continues to grow. There is a group of us that gather every Wednesday for a couple of hours of racing and camaraderie. We meet at the pond at the Ludlow marina with our hand built RC 37-inch sailboats called the T37. Made from precut panels, the T37 kits are easy to build. All of the equipment needed to sail is included except for paint, sandpaper and batteries. The kits have the epoxy, putty, sails, mast, keel, rudder, standing and running rigging, and radio gear complete with transmitter, receiver, two servos and battery boxes. I also run builders workshops for those wanting help. The boats are “real” sailboats — they sail upwind and down just like the big boats. All of the standard sail controls are there like backstay for mast bend, outhaul, cunningham, vang, sheet adjustment, etc.; although they are adjusted at the dock, not while underway. The racing rules are nearly identical, about the only difference is that you can hit the mark and the normal three boat length circle is four for us (12 feet).

We typically get a dozen boats or so. Three weeks ago, we had 15; during one of our rainy and stormy days, we had only 7. Afterwards, we sit around and chat, have a beer or hot chocolate, discuss racing rules, tell lies, that sort of thing. And they are fun to sail even if you aren’t racing! I bring a boat out when we go cruising, they are fun to sail while at anchor! Our fleet continues to grow. People walking their dogs or staying at the hotel wander by, are intrigued and see how

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DECEMBER 2021

Letters

much fun we are having and the next thing you know, we have a new member! There is also an active fleet in Seattle. And in fact all over the world. There are now roughly 4,000 boats out there. We have had two Olympic Gold medal winners and the UW sailing coach racing — yes, it can be intense!

Our fleet consists of mostly experienced sailors. I’ve raced numerous singlehanded and crewed Transpacs, Mexico races, the Sydney-Hobart, and other ocean races, plus years in the 505 fleet. Others have lifetimes of sailing on the Great Lakes or in 6 Meters, and the list goes on. We work hard at helping new members get up to speed! In fact, we have been so successful, we are looking at having two fleets, one for the experienced racers and another for newbies . We are always happy to have new folks join. We let people wandering by sail the boats between races, and I have a loaner or two. This past Wednesday, I loaned my red boat to one of our regulars while he was repainting his — this allowed him to come out and sail without missing a beat. You are invited to come and see what we are up to and sail a boat if you would like! Thanks! Dan Newland, Port Ludlow

The Passing of 48° North Artist, Don Kotts

Hello 48° North Crew, I don’t know if you’re aware that we lost Don Kotts at the end of May. Don painted the covers for 48° North for years. He was a dear friend of a friend of mine, as well as an amazing sailor and marine artist. Don’s art is a part of 48° North heritage, and that of the Pacific Northwest sailing community. Cheers, Wendy Hinman 48º NORTH

DECEMBER 2021

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News & Events

SEATTLE CHRISTMAS BOAT PARADE SETS SAIL ON DECEMBER 18

in and lined up by 6:30 p.m. See you on the water for some yuletide cheer!

A Seattle holiday classic is back in 2021, as the Christmas Boat Parade will bring local boaters together to light up the night and celebrate the season.

PARADE CHECK-IN, ROUTE AND JUDGING: Check-in at 6:30 p.m and line up in front of Fremont Tug Boats (east of the Aurora Bridge) in a west to east orientation. Follow the yellow and blue Western Tug. Judges will be at Morrison's North Star Fuel Dock, and will want to see your display and hear your holler with holiday joy! Judge Categories: • Best In Show – People’s Choice Award • Best Christmas Around the World Theme • Best Santa and Reindeer Theme • Best Santa’s Workshop Toy Theme • Overall – Brightest & Most Colorful Boat in the Parade

It’s that time of year again to bust out your boat’s Christmas lights and decorations, gather your Seattle Christmas Boat Parade crew, and get ready to ring in the holidays. As in past years, the Lake Union parade route is sailboat friendly with no bridges to lift. Start time is at 7:00 p.m., December 18 and registered vessels should be checked

TOY DRIVE DROPOFF & REGISTERED VESSEL NUMBER PICKUP: As always, registration for the parade involves participation in the annual toy drive. You can drop your toys off on December 17 or 18 at the Ballard West Marine (1400 NW 45th St., Seattle). » seattlechristmasboatparade.com

SEATTLE BOAT SHOW RETURNS, ADDS NEW LOCATION AND NEW SEMINAR FORMAT

SEMINAR LINEUP There will be more than 70 boating and fishing seminars covering anchoring techniques, sail trim, no impact docking, diesel engine essentials, trouble-shooting marine electrical systems, tides and currents, squidding, crabbing, shrimping, halibut and salmon fishing, and more. New speakers and topics for 2022 include: • Jamie Peth, Anglers Unlimited: Fishing in the San Juans • Aaron Martzke, Rose Point Navigation: Understanding your onboard electronics suite • Matthew Cullen and Samantha Borth, National Weather Service: PNW weather hazards and NWS marine forecast • Dan Kaseler, Raptor Deck: Patterning and installing foam decking • Herb Hunt, Freedom Boat Club: Boating basics 101 • Joe Grez, PropEle Electric Boat Motors: Long distance solar power boating and performance • Alex Bolton, Sustainable Energy Systems: The first 100% solar electric cruise to Alaska

The long wait is almost over — the in-person Seattle Boat Show is back! The show hoists its flag on Friday, February 4 and sails on through Saturday, February 12, 2022. New for 2022, the on-water portion of the show will no longer be at Chandler’s Cove and will be held at the Port of Seattle’s Bell Harbor Marina, making visiting both locations much more convenient for showgoers. Bell Harbor Marina is less than two miles from Lumen Field so attendees will spend less time in transit between the two locations and have more time for cruising the show. A shuttle will run continuously between both locations. Also new for 2022 is the seminar format. The show will have its usual lineup of the region’s foremost boating, fishing, and crabbing experts conducting free in-person seminars. However, all seminars will be recorded and available later, on demand, in the show's online seminar library. Attendees who can’t make all the in-person seminars on their list can watch the complete library of nine show days’ worth of boating and fishing seminars from the comfort of home for three months post-show. The $99 dollar seminar ticket package includes multi-day admission to the show (a $36 value) and a boatload of goodies, including a copy of the Waggoner Guide. Additionally, Boat Show U will be virtual this year and all webinars will be available live during the show and on demand after the show, and are included in the seminar ticket price. This is an incredible value-add to the ticket as Boat Show U classes were previously $55 each. 48º NORTH

BOAT SHOW U Boat Show U this year will consist of 19 advanced 2-hour webinars from some of the smartest boating minds in the business. These in-depth webinars cover a complete range of cruising topics such as maintenance, weather forecasting, navigation, cruising the Inside Passage, and more. New for 2022 is a class for new boaters, introducing them to the basics of anchoring, navigation, boat maintenance, and more. » www.SeattleBoatShow.com

DECEMBER 2021

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News & Events

PAC CUP RACE KICKOFF GATHERING — OPEN TO ALL WHO ARE INTERESTED OR PARTICIPATING — HOSTED BY CORINTHIAN YACHT CLUB OF SEATTLE, DECEMBER 26, 2021 As a kickoff for the 2022 Pacific Cup Yacht Race, The Pacific Cup Yacht Club (PCYC) will hold a Northwest get together at Corinthian Yacht Club on December 26, 2021, from 3 p.m. to 6 p.m. Numerous racers and cruisers from Canada to Oregon have signed up for the Pacific Cup — an amazing 24 Pacific Northwest boats at the time of this writing! — and PCYC looks forward to meeting them. Organizers welcome anyone interested in the race to come and network: Pacific Cup entrants, crew, prospective crew, past participants, and those who have withdrawn from the race. Meet, greet, make merry, and get excited about all things Pac Cup! Corinthian Yacht Club and PCYC ask that anyone even possibly interested in attending please register at: »https://cycseattle.org/event-4565298/Registration Questions can be also directed to Mary Lovely at » mary.p.lovely@gmail.com

PROTOCOL AND CLASS RULE ANNOUNCED FOR 37TH AMERICA'S CUP Reduced crew numbers, nationality rule, women's regatta, and youth America's Cup among other key details announced for the 37th America's Cup. After much speculation amongst America's Cup fans and the sailing media, the Protocol for the 37th America’s Cup was released in mid-November by the Defender, Royal New Zealand Yacht Squadron and Emirates Team New Zealand, and the Challenger of Record - Royal Yacht Squadron Ltd and their representative team INEOS Britannia. Eight months to the day after Emirates Team New Zealand successfully defended the America’s Cup, we got a glimpse at what the next Cup event will look like. Overall, the Defender and Challenger worked together to create a Protocol and Class Rule that continues the innovative spirit and history of the America's Cup tradition, while also trying to cut costs and create more competition. Some highlights of the Protocol and Class Rule announcement are: Teams are only allowed to build one new AC75 foiling monohull, and there will be limits on the quantity of foils that may be utilized. The number of crew aboard an AC75 has been cut from 11 to 8 sailors, and a "Crew Nationality Rule" will require 100% of the race crew to either be a passport holder of the country of the team’s yacht club or have been physically present in that country for 18 months of the previous three years. A multipurpose One Design AC40 foiling monohull class will be built for testing, component development, lead-up events, and match race training. And the introduction of a women’s regatta and youth event will provide new and exciting pathways to the highest echelon of the sport. One important detail that many were hoping would come with this news is the question of where the 37th America's Cup will be held. Unfortunately, that remains to be seen. Traditionally, the Defender hosts the Cup in their home country, but uncertainties over hosting costs and funding for the home team could potentially see Emirates Team New Zealand take their defense campaign outside of New Zealand. The timeline to share that crucial information is March, 31, 2022. So stay tuned! For more details and to read the Protocol and Class Rule, visit: » www.AmericasCup.com

USCG RESCUES STRANDED PUPPY IN KODIAK, AK, AFTER FISHING VESSEL GROUNDING After a Coast Guard Air Station Kodiak aircrew, aboard an MH-60 Jayhawk helicopter, conducted an over-flight of the grounded fishing vessel Laura, the crew located and rescued a puppy belonging to one of the crewmembers. The 8-month-old, 80-pound pit bull/black lab mix named Grace was located on a cliffside near the grounded vessel. After spending almost two days on her own, Grace was safely transported back to her owner, who was waiting at the air station in Kodiak. “She wagged her tail a little bit and told me that she was doing okay,” said Petty Officer 1st Class Rafael Aguero, a rescue swimmer at Coast Guard Air Station Kodiak. “The puppy spent 36 hours between the bow of the ship, the breaking surf and then the rocky shoreline. It was a happy moment to reunite the puppy with the owner.” Coast Guard Marine Safety Detachment Kodiak personnel are currently working with the owner on a salvage plan for the vessel and monitoring cleanup efforts. Editor’s Note: This story and image are courtesy of the USCG. 48º NORTH

DECEMBER 2021

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In the Biz...

WEST COAST SAILING JOINS ZIM AND DWYER TO CREATE NEW COMPANY: STARTING LINE SAILING companies share production facilities in Bristol, Rhode Island. West Coast Sailing, founded in 2005 in Portland, Oregon by George Yioulos, is one of North America’s leading marine retailers, focusing on the dinghy racing and small keelboat market with an emphasis on e-commerce fulfillment. Longtime Zim dealers, they also distribute for trusted brands such as RS, Hobie, Gill, Rooster, Dynamic Dollies, Harken, Ronstan, Ovington, Zhik, Marlow, and more. In the past year they launched a full service rig shop to offer one design and custom rigging, and have a long history of community support and sponsorship. Day to day operations at all the companies will continue independently and without interruption following this acquisition. All staff members carry on in their existing roles. Existing dealer, vendor, and class association relationships continue unchanged. Zim Sailing, West Coast Sailing and Dwyer Mast & Rigging are open for business and committed to providing high quality products and outstanding service for you, your team, your club, or your organization. Starting Line Sailing is excited to establish this portfolio of brands in a shared commitment to growing the sport and making it more accessible for everyone. The future of the sport is bright! » www.startinglinesailing.com

Zim Sailing — the Rhode Island based marine equipment manufacturer — has been acquired by Starting Line Sailing, Inc. The purchase transaction also includes Dwyer Mast & Rigging, the longtime aluminum spar manufacturer. As part of this acquisition, Zim Sailing and Dwyer Mast & Rigging will join West Coast Sailing as subsidiaries of Starting Line Sailing, a newly formed holding company led by CEO George Yioulos. The sailing industry continues to evolve, and Starting Line Sailing was formed to play a key role in that evolution. The goal is simple — to grow the sport by making it more accessible for everyone. Backed by decades of industry experience, an ownership group of passionate sailors aims to fulfill this vision by building on the strengths of each business, investing in and providing career pathways, and offering greater support to the sailing community. Zim Sailing, founded by Steve Perry in 2008, provides one-design sailboats, parts, accessories, and services to the North American market. They manufacture popular dinghies such as the Club 420, Flying Junior, and Optimist, and engage in grassroots youth sailing development. Dwyer Aluminum Masts was founded in 1963 to integrate the manufacturing of spars, rigging, and hardware with sailboat production. The two

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REMEMBERING

Laurie Davidson WORLD RENOWNED YACHT DESIGNER WITH PNW TIES

by Marty Haines Conner sailing Stars and Stripes, which defeated Australia and brought the Cup back to the U.S. in San Diego. This was the last 12 Meter America's Cup race, and the International America’s Cup Class rule was adopted for the next 20 years until multihulls were selected. In 1993, Laurie joined Team New Zealand for the 1995 America’s Cup in San Diego with fellow designer Doug Peterson. Their Black Magic NZL 32 trounced Dennis Conner’s Young America 5-0; taking the America’s Cup to Auckland, New Zealand, where a huge enthusiastic crowd welcomed the team home. For the defense of the Cup in 2000, Laurie became the chief designer at Team New Zealand and moved back to Auckland. He improved on the NZL 32 hull design which most of the challengers were using as their new design. Late in the design process, Laurie developed what became known as the “Davidson Bow” featuring two distinct turns on the underside that increased the effective sailing length and speed without a penalty under the America’s Cup Rule. Again, a Davidson-designed boat won in five straight races against the Italian challenger Luna Rossa, thus retaining the Cup for New Zealand. The entire country was totally absorbed in the defense and almost all the televisions were tuned to the races when they started at noon each day! For the 2003 America’s Cup Defense, Laurie was brought aboard as chief designer for Craig McCaw’s One World

The world has lost an important yacht designer with the recent passing of New Zealander, Laurie Davidson, on September 4, 2021 at age 94. Davidson had many important ties to the Pacific Northwest, including living for a number of years in Seattle and Bellingham; and he happened to be a longtime sailing friend of mine. At age 21, Laurie was racing the 18-foot wooden M Class in Auckland. He designed and built a much faster boat and won most all the races until it was banned the following season. His design career was launched! During the 1950s and 60s Laurie worked as an accountant and pursued his passion for yacht design on the side. The boats he drew were generally racer-cruisers, often built of the excellent local Kauri wood. Laurie always enjoyed working with numbers, especially the various yacht racing rule formulas. His first personal design requirements stipulated that his boats must be fast and also good looking. In the early 1970s, the new International Offshore Rule (IOR) was adopted worldwide as the rating rule for racing keelboats. Laurie studied and became familiar with the rule and designed many very successful boats. His favorite client, John MacLaurin of Los Angeles, had him design a series of IOR boats, all named Pendragon. The first was for the 3/4 Ton Cup race in Victoria, Canada in 1978 — which McLaurin’s Davidson-design won easily. A year later, the same 3/4 Ton Pendragon won the One Ton Cup with only slight adjustments for the One Ton rule such as increasing the sail area; this was a unique accomplishment. Laurie’s final Pendragon was 69 feet long and launched in 2009. He designed many other winning IOR boats in this era. Since most of Laurie’s clients were now in the U.S., he moved to Bellingham, Washington, in the mid 70s; and this is when we became friends. At that time, I was racing a C&C 34, and later an Etchells. In 1987 Laurie joined the first New Zealand challenge for the America’s Cup in Fremantle, as Australia held the Cup. He partnered with fellow New Zealand designers Bruce Farr and Ron Holland to produce the first fiberglass 12 Meter, Kiwi Magic (previous 12 Meters were built of aluminum). The boat finished second of the thirteen challengers to Dennis 48º NORTH

Davidson's design for the One World Challenge. Photo courtesy of Seattle Yacht Club.

DECEMBER 2021

Challenge — a team based in Laurie completely retired from Seattle and with which many yacht design at age 90 and gave all 48° North readers will no doubt his drawings and materials to his be familiar. He moved to Seattle, long time associate Kevin Dibley as the two boats were designed of Dibley Marine Yacht Design there and built in Sedro Woolley in Auckland, which continues — a very Pacific Northwest the tradition of Laurie’s fast and endeavor. A number of other attractive boats. Laurie (right) showing the author one of his America's Team New Zealand members Laurie also had diverse interests Cup designs. joined One World racing under outside of sailing, ranging from the Seattle Yacht Club burgee. powerboats to architecture. Upon Later, when more funding was needed, Paul Allen joined moving to Bellingham, he chose a 37-foot planing powerboat McCaw as a sponsor. to explore the San Juan and Gulf Islands, since he found our One World sailed well in the Louis Vuitton Challenger Series summer winds to be too light compared to his experiences in and tied for second with Oracle-BMW; while the Swiss boat New Zealand. Given his interest in architecture, he owned a Alinghi won the challenge and raced Team New Zealand, number of modern houses, some of which he designed. All of whom they defeated, thereby taking the Cup to Europe for them had a view of the sea, of course. the first time. Laurie then retired from the America’s Cup and In addition to our happy times together here in the Pacific continued with the design of fast, good looking boats. Northwest, my wife, Gail, and I were delighted to visit Laurie Many Davidson designs can be seen sailing our local waters. in New Zealand in 2000, 2003, and 2014 to experience the Included in his Pacific Northwest design legacy is the locally- excitement of the America’s Cup and the perfect sailing produced Davidson Dash 34, which were built between waters of an exceptional country. 1981 and 1984 and are still common and competitive Congratulations to my friend Laurie for a life very wellon racecourses around the region today. Racers will also lived. His success and legacy in yacht design speaks for itself. recognize Davidson designs with overflowing trophy cases, And all along the way, he benefited from the love and support like Davidson 29, Madame Pele, and the Davidson 40, Teddy of his enthusiastic wife, Kay. Bear, among numerous others. Fair winds and farewell, Laurie. Title image courtesy of The Designers Institute of New Zealand.

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DECEMBER 2021

low tides >>

Products News » WICHARD MXEVO With over 100 years of manufacturing experience, Wichard’s marine products are continuously evolving in function, strength, and safety. This has never been more evident than in their MXEvo 2:1/3:1 block range. While technically a friction sheave, the MXEvo has a smooth bearing surface that a halyard or control line can pass through. An additional attachment point (becket) acts as a dead-end for the line, which takes it from a 2:1 to 3:1 purchase system, making its versatility suitable for a large range of different applications like Code Zero halyards or blocks at the base of the mast. A handy “leash” saves the pin from escaping when opened and tabs help keep the line on track. Made of 316L grade stainless steel, the blocks can fit lines up to 14mm. Price: $114 » www.Marine.wichard.com

» WICK PORTABLE ELECTRIC CANDLE Whether in the cockpit or down below, Wick is a portable light that is meant to create the perfect ambiance in shared spaces. Designed in Seattle by a mix of cruisers, racing sailors, and power boaters, the battery-powered lamp simulates the charm of candlelight without an open flame that can blow out in a breeze or potentially start a fire if it tips over. Wick has three intensity settings and one flickering setting (like a candle), that can be adjusted with a simple tap on the light. It features a wide, weighted bottom for stability and a thin light at the top. Wick works well as lighting in the salon at night or while swinging at anchor enjoying a beverage in the cockpit in the evening. Sleek yet sturdy, Wick comes in a Graphite or Brass finish. Price: $150 » www.Graypants.com/products/wick

» DOMETIC GRAVITY SERIES MARINE TOILETS Sometimes a product comes along that is “ahead” of its time; such is the case with Dometic’s new Gravity Series Toilets. The innovative new Gravity Series eliminates the need for a holding tank, pumps and hoses, making installation simple and freeing up space on a wide variety of boat sizes, types, and styles. The Gravity Series comes in two bowl styles (Model 700 and Model 5000) to accommodate different vessels, available space, and personal preferences. The Gravity Model 700 features a floor-to-seat height ideal for use in even the most space-restricted compartments like on small sailboats or racing boats. The Gravity Model 5000 provides a seat that is higher for boaters who are taller, or just prefer a more elevated seat position. The system’s self-contained waste tank doubles as a toilet stand for comfort and ease of use and the 6.5-gallon tank is 260% larger than the typical portable toilet, ensuring plenty of capacity for all-day use. Smooth surfaced, high-strength ABS tank construction allows for easy cleaning and foot reliefs on the front corners improve footing when getting on or off the seat. Price: Starting at $429.99 » www.Dometic.com

48º NORTH

DECEMBER 2021

low tides >>

Books

2022 WAGGONER CRUISING GUIDE NOW AVAILABLE

A RACE FOR REAL SAILORS (Now in Trade Paper) By Keith McLaren In the summer of 1920, followers of the latest America’s Cup series were frustrated that every time the wind got up, the organizers called off the race. There was muttering in the taverns of Halifax and Lunenburg: why not show these fancy yachtsmen what real sailors can do? A Nova Scotia newspaper donated a trophy and put out a challenge to their rivals in New England, inviting them to meet in a “race for real sailors.” A Race for Real Sailors is a vibrant history of the Fishermen’s Cup series, which dominated sporting headlines between the two world wars. The salt spray practically blows off the page as the author’s arresting style captures the drama of each race and the personalities of the ships that contested them: the Delawana, Esperanto, Columbia, Gertrude L., Thebaud, and dominating them all the Bluenose, the big brute from Lunenburg whose image shines on the Canadian dime to this day. Vying for the spotlight are the boats’ larger-than-life skippers. This stirring and poignant tale is illustrated with 50 historical photographs and five maps, and rounded out by a glossary of sailing terms and an appendix of the ever-changing race rules. Keith McLaren is an award-winning author and retired mariner, and a recipient of the prestigious Maritime Museum of British Columbia Beaver Medal for Maritime Excellence. He lives in North Saanich, British Columbia, on Vancouver Island. » www.douglas-mcintyre.com

The latest edition of the Waggoner Cruising Guide is full of updates and new additions, and it features a new look. “After a tough year of boating due to the Covid-19 restrictions and the Canadian border being closed, there are lots of new developments for boaters,” said Mark Bunzel, publisher of the Waggoner Guide. The 2022 guide carries a new design to help navigate the information and a new feature to present timely updates. “We have always worked to provide access to newly updated information on our website. Now we have added a technology feature to quickly access the latest information for each area, Bunzel added. The 2022 edition, which will start appearing in stores and is available to order online in early December, features QR codes in each chapter to quickly access the latest updates for that area." “The Updates area of our website got pretty large this past year with all the changes due to Covid-19,” said Leonard Landon, co-Managing Editor of the Waggoner Guide. “We saw during Covid restrictions, people got used to pointing their smartphone at a QR code in a restaurant for a touch-less menu. We realized we could use the same technology for updates to the Waggoner Guide with no need to type in a cumbersome URL to get the latest information,” said Lorena Landon the co-Managing Editor. While this won’t work in those areas with limited cell phone data coverage, more and more of Puget Sound and the Inside Passage cruising area now offer good cell phone data reception. The 2022 Waggoner Cruising Guide carries the theme of “Wild About Wildlife.” This is a special editorial feature throughout the book with stories about the wildlife that reside in each area. Last year’s edition expanded coverage to include Southeast Alaska. The 2022 edition expands the coverage of Southeast Alaska, a boating dream destination for so many. Many dock diagrams and marina charts were added, updated or enhanced with more detail. “Our readers tell us that this is one of the most valuable uses of an up-to-date Waggoner Guide." Eelgrass areas are now noted on harbor diagrams so mariners can avoid anchoring in these areas to avoid damage to important waterlife habitat. The front of the Waggoner Guide contains critical information for Northwest boaters including radio frequencies, procedures for clearing customs when crossing the border, and how to gather and interpret weather for safe and comfortable cruising. The 2022 Waggoner Cruising Guide is available for $39.95 at area marine supply stores, marine book retailers, or online. » www.WaggonerGuide.com 48º NORTH

SKIPPER'S COCKPIT NAVIGATION GUIDE By Rene Westerhuis Spiral-bound and splashproof, this ready reckoner is the ideal hands-free guide to essential navigating skills and techniques, for practical use at the wheel or chart table, or as a reference at home. For a day sail or a longer passage, Skipper’s Cockpit Navigation Guide is an instant reference for skippers and crew. It covers navigation skills and techniques with a user friendly, easy to follow approach. Spiral bound to lie flat, and with laminated pages, it will help you get where you want to go. Written in consise practical language, with clear photos, stepby-step diagrams and actual chart extracts, the book covers: • Using nautical charts • Understanding buoys, marks, and lights • Using the compass, log, and depth gauge • Plotting positions, dead reckoning, courses, and bearings • Understanding tides and more This accessible book is aimed at sailors of all levels, whether as a primer for those new to navigating or the perfect aidememoire for those with prior experience. » www.bloomsbury.com

DECEMBER 2021

Crossword and Trivia

20 1

4 8

9 11

The black marlin spawns several million eggs at a time, but only 10 in a million survive.

When pursuing larger prey, the barracuda will sweep through a school, snapping their jaws to cut victims in half and then turn back to gather the pieces.

18 19

In medieval times, pike bones were worn as talismans against witchcraft.

23 24

30 32 36

The paddlefish, a living fossil, has existed virtually unchanged in the Mississippi River for 230 million years. China is the only other place in the world where the paddlefish is found.

ACROSS

The Latin name for broadbill swordfish, Xiphias gladius, means “sword gladiator”.

Sea cucumbers breathe through their anus and can also turn their inner organs inside out.

DOWN

1 Seafarer

1 Jolly Roger support

5 Goes down

2 Turbulent waters ̶ 2 words

8 Nada!

3 African river

10 Sudden violent wind

4 Nurse, for short

11 Changed direction

5 Palm of an anchor

13 U-turn from WSW

6 Sea routes for large ships

14 Affectionate pronoun for a boat

7 Port and starboard for example

15 Propellers 19 Back of a boat

9 Computer department, abbreviated

20 Touching the bottom of the sea or river

12 __sign, naval rank 16 Maps used by navigators

23 Everyone

17 Scarf material

24 Approves

18 Held fast at sea

25 Knot used to secure a rope

19 Pack away

27 Small drink

21 Cheerleading cry

30 Throw about

22 Heavy overcoats

31 Hot or cold drink

26 Expert____: skill and ability

32 Distress signal

28 That is, abbr. 34 Path a vessel leaves behind it 29 New Guinea's Gulf of ___ 37 Yesterday to a poet

30 Glacier-formed lake

39 Narrow

33 The sheltered side at sea

40 Away from port ̶ 2 words

35 Chef's ''in the style of''̶ 2 words

 Solution on page 48

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by Bryan Henry

Walking catfish of Florida can stay out of water for 80 days.

13 14

DID YOU KNOW?

36 Top grades

A five-pound salmon and a 40-pound salmon have the same number of scales. Larval flounder are born with one eye on each side of their head, but as they grow from the larval to juvenile stage through metamorphosis, one eye migrates to the other side of the body. As a result, both eyes are then on the side which faces up.

The heart of a bluefin tuna is 10 times as large in proportion to its body as that of any other fish. Orcas, or “Killer Whales” are probably unable to smell considering that they have neither the organs responsible for smell nor the part of the brain dedicated to that sense. Some sea slugs eat prey that contains poison. Instead of killing them, this animal stores the poison and releases it as protection against predators. Shock treatment for epilepsy was once administered by electric catfish.

38 Hour abbreviation

DECEMBER 2021

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DECEMBER 2021

Artist's View

A powerful bird! I had a chance to personally experience this when I attempted to rescue a great blue heron that had fallen out of a tree during a storm. It had an injured wing, and I tossed a blanket over its head for the trip to the wild animal hospital. Not so fast. In a snap, the thing was out of that blanket and a massive bill went straight for my eyes. With both hands around its neck, I still had difficulty stopping it. Somehow, I got it into a box, but not without several holes punched in arms and chest as well as the box. A memorable experience for both of us! The bird survived and I came away with a wildlife encounter I’ve not forgotten. This familiar bird is North America’s largest heron, standing 4 ½ feet tall with a 6 ½ foot wingspan. They’ll eat anything

Sketches and story by Larry Eifert

they can get that big bill into, fish, frogs, insects, and small mammals; meaning these herons don’t need to migrate to find food as long as there is open water. Winter is a good time to see them here, standing frozen in place, staring down into the water and waiting for dinner to swim by. Then, in an instant, they stab, flip whatever it is into position, and quickly swallow. If the fish is large, they’ll sometimes slam it a couple of times on a rock to get the spiny fins to relax, which can make for easier swallowing. Great blue herons have long skinny feathers hanging around their necks that specifically aid water runoff. The water flows down these feathers and drains without creating drops and splashes. This aids their stealthy hunting.

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. 48º NORTH

DECEMBER 2021

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Cape George 34

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DECEMBER 2021

Diesel Deep Dive

THE EFFECT OF TIME ON AN ENGINE by Meredith Anderson Marine diesels endure a tough life during their time on board a vessel. Often I hear, “A diesel will last forever,” or, “That engine will get a minimum of 10,000 hours before it dies.” Unfortunately, even the best maintained recreational engines rarely clock 10,000+ hours. This can mostly be attributed to lack of operation and the environment where they are stored. Diesel engines thrive when they are used often and run at 80% or more throttle under load. A generator on a container ship that runs all day and night can easily clock over 10,000 hours because it is running 99% of the time at a speed under load that puts it in its happy place. The marine diesel on your sailboat that only gets you in and out of the marina during the summer most likely will not serve you for as many operating hours, due to the less-than-optimal effects of the time it sits doing nothing. Another big hurdle is the fact that, over the course of 40+ years, parts for many engines may become scarce because recreational engine manufacturers generally don’t support their engines for nearly as long as their commercial counterparts. On top of these challenges, the marine environment itself is not the best place for an engine — and this reality is a major factor in the importance of running an engine frequently and staying current with maintenance in order to keep it at peak performance for as long as possible. Engine technology hasn’t changed too much in the last 100 years, mostly because it works and it works well. Engine blocks, cylinder heads, manifolds, and other components are built out of cast iron, steel, aluminum, copper, and even bronze. These materials can last decades in a tractor used in the cornfields of Iowa stored in a heated barn for the winter, but may not last 10 years in a salty marine environment. I see engines less than 10 years old with signs of severe corrosion from salty air, raw water components blocked and corroded, electrical components — such as starters and alternators — corroded and failing because moisture (salty moisture at that!) has crept in over time. 48º NORTH

The cylinder head (exhaust port) on a Yanmar 1GM10 that is clogged with carbon and salt deposits resulting in having to replace the entire cylinder head. It had been neglected for a long period of time. Even in freshwater environments, moisture creeping in anywhere will have negative effects on the metallic surfaces of an engine. The vast majority of marine engines are painted with a rust-preventative type of paint that helps prevent excessive rust from forming and damaging components; but with time and multiple heat cycles, this paint chips and falls off. Failure to clean and prep the surface for re-application of paint encourages more corrosion and the cycle continues. Rust acts like cancer — it can return over and over; and if not kept under control, it will. On a boat, diesels are typically housed directly above the bilge which, essentially, is a storage space for water (salt or fresh) and I see a lot of corrosion on the bottom side of the oil pan. Various leaks from raw water hoses or the raw water pump contribute to the problem as well. Another type of corrosion that we don’t think about as often and is not nearly as obvious is the dezincification of the brass and bronze components of our engines. Raw water plumbing, heat exchangers, reservoirs, thru-hulls, and other components are subject to this; as saltwater and even freshwater can dissolve the zinc out of the brass alloy, leaving behind a severely brittle skeleton of the former part. I see this most often in raw water plumbing where the brass or bronze part has lost enough zinc that the part has turned pink, and what is left behind is the porous copper. Be very careful with plumbing and fittings below the waterline, and

DECEMBER 2021

spend the money for quality marine silicon bronze — it will be the most corrosion resistant and is alloyed with tin (instead of the zinc used in brass). Yellow and red brass plumbing is alloyed with up to 50% zinc and we all know what zinc is on a boat: a sacrificial anode! Manganese bronze, tobin bronze, and commercial bronze can be found on deck and is fine above the waterline, but can be subject to structural failure below the waterline. These bronzes are easier to machine and cast, but will fail you if exposed to galvanic corrosion. Dezincification of parts is a necessary evil — but the addition of sacrificial anodes such as aluminum or zinc (and changing them out regularly) will help prevent damage for longer periods of time. Eventually, however, any parts exposed to raw water will see failure, as no amount of zinc can protect you forever. Another age-related factor to keep in mind is the fluids inside your engine and how fast they may or may not break down. For our automobiles, we all have heard “change your oil every 3,000 miles or three months,” but what about our marine diesels? Engine oil breaks down as it goes through various heat cycles and lots of pressure from inside the engine. Regular oil or “mineral oil” can be subject to oil oxidation in extreme heat and cold temperatures. Conventional oils can be drastically affected with extreme heat and, as a result, their viscosity will change. Mineral oils are made with impure irregular-shaped molecules and, as oil heats up, the smaller, lighter molecules can evaporate — leaving behind the heavier larger molecules and resulting in more viscous oil. This can lead to oil consumption and deposits being left behind. Deposits can also inhibit heat escape, resulting in an engine running hotter than normal, thus exacerbating the process of oil breakdown. Many medium and large recreational marine engines are equipped with various oil coolers to help keep oil temperature stable and to prevent breakdown. While extreme cold temperatures may be rare in the Pacific Northwest, it is still possible for oil to thicken since it is made with paraffins. Oil that is too thick on startup will cause excessive damage, as it takes a longer period for oil to reach all the necessary galleries A very corroded/blocked when the engine is cold. exhaust elbow from the same There are many additives neglected Yanmar 1GM10. that help with these This prevented the engine issues, such as Lucas from starting. Oil Stabilizer, but the 48º NORTH

Main bearing with pitting and excessive wear damage from the oil not being changed over a long period of time; from a Yanmar 3GM30F. best thing to do is complete oil and filter changes regularly. Synthetic oils, while more resistant to breakdown, are not immune to issues as well. Coolant, though not exposed to the intense pressure and heat that oil is, can also break down in time. Coolant does in fact have a shelf life and requires changes every so often depending on the make and chemistry. Antifreeze’s main job is two-fold: corrosion resistance and boiling/freezing protection. Antifreeze has poor thermodynamic properties and relies on water to actually carry the heat away from the engine. Conventional ethylene glycol based coolant has an approximate 2- to 3-year lifespan before it drastically loses its ability to prevent corrosion and protect from extreme temperature changes. Even if your engine is not used often, it is important to change your coolant regularly. Circling back to where we began, it is critical to remember that your engine will suffer if it is not run regularly. “An engine that sits, is one that will die” is a sentiment I learned from a seasoned mechanic years ago. An under-used marine diesel engine allows corrosion and the breakdown of components to take their maximum toll. A good rule of thumb is to run your engine at least once a month (if not more!), and to ensure this is done hard under load. The longer it sits unused, the more likely it will encounter trouble starting for a range of reasons; and the situation can only get more complicated from there. Diesels love to operate all the time, running at least 80% under load. You will get the longest life out of your engine if you are not afraid to run it hard on a regular basis. Changing fluids, zincs, and keeping a clean engine free from corrosion will get you the longest life out of it as possible. Time in the marine environment can and will take its toll. Fight back before you have an issue and you will save yourself — and your engine — a lot of stress.

Meredith Anderson is the owner of Meredith’s Marine Services, where she operates a mobile mechanic service and teaches hands-on marine diesel classes to groups and in private classes aboard their own vessels.

DECEMBER 2021

WINTER

SHAKEDOWN A YEAR-END CRUISE OFFERS FAMILY WARMTH IN ICY ALASKA by Andy Cross

48º NORTH

DECEMBER 2021

now and ice crunched under my sea boots while walking down D-dock towards Yahtzee’s slip in Seward Harbor. The boys were ahead of me and I could see from afar that the boat was covered in white beyond them. If we were going to set out on a winter cruise to cap off the year, we’d have to shovel off the decks and cockpit and chip ice away from the winches first. After a splendid Christmas celebration ashore and with a new year approaching, this would essentially be our first shakedown cruise in anticipation of departing Seward in the spring and exploring more of Alaska before sailing south for warmer climes. That being the case, while clearing snow off the boat, I couldn’t help but think back on the full year of boatwork that brought us to this point. It had been a long yet rewarding process. Just a few months prior, we’d dropped a shiny new Beta 50 engine and saildrive in Yahtzee, and I smiled when she fired right up and purred on that cold December morning. Stepping down below to start our diesel heater, I looked around at freshly varnished woodwork, a bright new headliner, and more drawers for storage. Indeed, Yahtzee had almost become a new-to-us boat in the course of one year. With all that hard work behind us, though, it was time to get her out on the water for a few days of proper winter cruising to test her, and our, mettle.

WINTER WONDERLAND Nosing Yahtzee’s hull through a thin layer of ice, we were soon clearing the breakwater and heading south into open water. A biting northerly wind funneled from the nearby mountains down onto the bay and we set sail and settled in for

Yahtzee swings at anchor with a fresh layer of snow on the mountains above.

Jill looks out on Yahtzee in Sunny Cove while Porter and Magnus stay warm by the fire with hot chocolate in hand. 48º NORTH

DECEMBER 2021

Porter surveys the scene, deciding where to make fresh tracks on his sled. a long broad reach to our first anchorage. It was cold, but worth it to be back out — and with gloved hands frozen to the helm, I allowed myself a brief moment to dream about anchoring off warm, palm tree lined beaches. Only 3 miles wide, Resurrection Bay is flanked by steep mountains on either side and several days of fresh snow had added a thick blanket of white to the craggy peaks and steep valleys. With skis, as well as a snowboard and sled aboard, Porter and Magnus were eager to see what adventures could be had in this winter wonderland. On December 27 at 60 degrees north, the days are short — with the sun rising at 10 a.m. and setting before 4 p.m. — and we dropped anchor as the last vestiges of light were fading. Fortunately, we had something to celebrate in the cozy warmth of the cabin. It was Magnus’ birthday and he excitedly blew out four candles and, among other gifts, tried on a new swimsuit that would come in handy several months and many miles down the road. The following morning brought blue skies and, as daylight ever-so-slowly joined the party, we made our way on deck and formulated a plan to use every bit of it. Porter was soon off in the kayak with his sled, and the rest of us followed in the dinghy. While the boys rolled in the snow and slid down small hills, Jill and I walked the long rocky beach. We chatted about all that 48º NORTH

we’d accomplished in the past year and what our plans, hopes, and dreams were for the upcoming summer cruising season and then voyaging south. From the beach, we spotted one of the bay’s public use cabins tucked amongst the woods and motioned the boys to follow along to see if it was occupied. As expected, it sat empty and we decided to use it as a warming hut for the day. Accordingly, I got a fire going in the wood stove while Jill paddled back to the boat to collect beverages and the makings for soup to cook on top. With the little cabin warming, we shed wet layers, gloves and hats and hung them by the heating stack to dry. Slurping hot soup and drinks, we played cards in the dim light until, just as slowly as the sun had come, it began to fade, letting us know we needed to make our way back to Yahtzee. A far cry from the long days and nights of summer at this latitude, the contrast between the seasons made us appreciate just how remarkably unique cruising is in this part of Alaska anytime of year. FOX ISLAND INTRIGUE After a couple days of this blissfully similar, lazy routine, we decided to try one more anchorage before heading back to the marina and sailed a few miles south to Sunny Cove on Fox Island. Gone were the sunny skies

DECEMBER 2021

we’d had, only to be replaced with a bruise-colored cloudiness that made the days darker, the threat of more snow imminent, and the solitude seem more palpable. Relatively small in overall size, rugged Fox Island is diverse in its terrain with a flat, rocky spit at the northeastern end and two coves on the western side. Between them are tall, spruce covered mountains that, on this day, pressed skyward into the low clouds. Passing Halibut Cove to the north first, we rounded the corner into Sunny Cove with a whisper of snow falling on flat water that emanated a breathtakingly peaceful scene. Besides cabins and a day lodge in Halibut Cove that are primarily used in the summers, Fox Island is uninhabited and holds an interesting history. In 1918, a prominent artist from New York named Rockwell Kent came to Alaska with his young son — also named Rockwell — to live in the wilderness and revitalize his creativity through his painting. Arriving in Seward by steamship from Seattle with no plan, the pair acquired an 18foot dory, loaded it with their personal effects and provisions, and set out for a place called Fox Island — which they had only recently heard about from locals in town. Landing on Fox Island, they met an old Swede named Olson who was the sole inhabitant and caretaker of a working fox farm that was leased from the government. While showing them around the island, he encouraged the father and son duo to fix up an empty cabin and spend the winter there; and in doing so, he became the pair's wilderness mentor. Among the supplies they brought with them were painting canvases, paint, and a collection of books that included Nietzsche’s Thus Spoke Zarathustra, Homer’s Odyssey and Iliad, Daniel Defoe’s Robinson Crusoe, and a tome called Northern Mists, which was penned by Norwegian explorer Fridtjof Nansen. The latter would prove inspiring to Kent’s own writing. The winter of 1918-1919 was a harsh one on Fox Island and, beyond the hardships and loneliness, Rockwell described a snowy, secluded paradise that captivated his senses as a landscape painter. While Kent didn’t fancy himself a writer, he spent many nights drafting lengthy, eloquent, and detailed letters to his wife and friends describing the Alaskan wilderness and its many moods. Later, when he returned home to the east coast, those letters became the basis of a book titled, Wilderness: A Journal of Quiet Adventure in Alaska. Considered a forgotten classic of nature writing with beautiful illustrations by Kent, he provides a graceful, vivid, and genuinely factual look at what life was like on the island and the highs and lows that came with living in the wilds of Alaska. Having read the book just prior to arriving on Fox Island on that snowy December day, I thought deeply about what it must have been like to live here throughout the winter. Sure, I wasn’t showing up on an 18-foot dory loaded with many months of supplies, quite the opposite. But, at that moment, being the only people on the island, I could grasp what Olson and the Kents must have endured and come to enjoy in this desolate wilderness. Though their documented hardships were real, he also described times of immeasurable beauty and tranquility that so many people seek when taking on such a 48º NORTH

grand and bold adventure. While peering out of a cave at the southern end of the cove, a fire crackled before me and snow fell heavily from the sky onto the trees and beach, and into the water. Jill and I looked on at the scene while the boys sat quietly sipping hot cocoa, and it felt like we were the only people in the world. I’m guessing Rockwell Kent had some of these same feelings 100 years earlier when he’d written, “These are the times in life — when nothing happens — but in quietness the soul expands.” NEW YEAR, NEW JOURNEYS We weighed anchor the following morning on New Year’s Eve and sailed the 12 miles from Fox Island back to Seward. An exuberant pod of porpoises played on the bow along the way and I could feel a similar energy from our crew. When we tied up in our slip and stepped back onto the snowy dock, it was with an immense sense of accomplishment and optimism. Though difficult at times, it had been a successful shakedown and an equally rewarding cruise. Similar to our winters spent cruising the Salish Sea, our experience had delivered an almost unimaginable amount of solitude like few other places on earth can. The new year dawned with a list of fresh boat projects to tackle and a date set for departure back into full-time cruising. In the moment, it felt as though our family and Yahtzee were being set onto our proper course. When I think back on that year-end cruise and all the work we’d done leading up to it, I realize that it turned out to be the perfect way to connect with one another around the holidays, reflect on an incredible year in Alaska, and get geared up for the voyages and adventures ahead.

Andy Cross is the editor of 48° North. You can follow his family’s cruising adventures at www.SailingYahtzee.com

Enjoying breakfast in the cockpit with Magnus before the day’s adventures ashore. DECEMBER 2021

RAVEN TAKES FLIGHT by Marty Loken

REIMAGINING AN 88-YEAR-OLD MOTORSAILER FROM VINTAGE CRUISER TO COMFY LIVEABOARD

RAVEN under sail with the original rig and canvas. 48º NORTH

thought I was done with old-boat restoration. But three years ago this month, while living in austere discomfort aboard a generic production boat, I found myself yearning for something with more soul…like an ancient wooden boat that needed “just a bit of work.” With experience giving new life to troubled boats — I’d retired after decades of restoration work — I was cautiously willing to consider another little project. Or maybe a slightly bigger one... One day in early December, I spotted a tempting ad for WANDER, a 1933-built motorsailer on the Classic Yacht Association website. The boat was 29 feet overall with an attractive pilothouse, a low-hours Yanmar 30-hp diesel, freshly upholstered cushions, full boat cover, and other temptations. She was a John G. Alden design with sumptuous sheerline and ample cockpit; and had responsible, loving owners Gary and Merridy, who’d been forced by circumstance to let the boat go. After poring over details and photos, I somehow wrenched myself away from the ledge: Timing wasn’t right, I kept repeating. Besides, I couldn’t afford to deal with the midwinter sale of one boat and immediate assumption of what might be a daunting project. Two weeks later, Steve, a boat-obsessed friend in Bellingham, sent me another ad for the same boat. A master at getting my attention, Steve cunningly said this was “your kind of boat,” and he asked if I’d already raced over to see the beauty in person? (And if not, why not?) I said okay, I’ll take another look, since the listing now featured even more photos. Blaming Steve for

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modern hydraulic steering. Oh, yes, and to install new engine controls, build a double berth with pull-out extension; add an array of vintage-style brass light fixtures, each with warm LEDs, and completely refinish the interior. That was our “Day One” punchlist, outlined on a single page. By the time we moved aboard and savored our first cruise in September 2021, the To-Do list had expanded to half a dozen pages and 18 months had elapsed. Work continues, but we’re tickled with early results and shockingly comfortable living aboard this small boat, in part because John Alden designed a hull whose beam is almost 10 feet, which is unusual in beam-to-length ratio for an early-1930s motorboat. Due to RAVEN’s surprisingly roomy-feeling interior, coupled with our new cabin arrangement, the boat is now just right — for us, at least — as both cruiser and liveaboard. In brief, this is what happened during RAVEN’s reconfiguration:

whatever might happen next, I contacted the seller to arrange for a quick look-see. Then, when I got to the marina slip in Everett, well, you guessed it — Game Over. From the moment I stepped aboard WANDER, I felt a powerful, almost spooky bond with the boat’s blend of shapely curves and beefy, workboat scantlings. So, on the day after Christmas, 2018, I excitedly agreed to buy the old motorsailer, today renamed RAVEN, which had been built almost nine decades earlier at Todd Shipyards in Seattle for the then-president of the company. Planked in 1-1/8-inch Port Orford cedar over heavy white-oak frames, the boat was one of only two hulls known to have been built to Alden’s design #494 — Auxiliary Motor Cruiser. Todd Shipyards followed the original plan, building RAVEN with a modest trunk cabin forward, huge working cockpit, tiller steering, and sloop rig. Following the sudden death of the original owner only two years after completion, the boat disappeared for 25 long years — probably moldering somewhere on the lower Duwamish River, not far from where she was built. She was discovered, purchased and reworked starting in 1963 by a Boeing machinist who commissioned a shipwright at the Tripple & Everett yard to build a pilothouse that was aesthetically compatible with the original cuddy cabin. While the wheelhouse was being constructed, the owner rebuilt the original cabin interior, replacing everything with an abundance of fir plywood, 2x4s and faux walnut-grain laminate. While the cabin’s interior arrangement might have been okay for our cruising plans — small galley, separate settee berths, cramped but functional head just aft of the chain locker — we could see the space needed a makeover if it was going to become a suitable liveaboard for one person, let alone three of us, including my partner Christina and her 11-year-old cat, Scout. About two years ago, with a doodled cabin sketch in hand, I launched into a gut-out rebuild, hacking my way through the laminate, plywood and 2x4s until nothing remained but bare hull and frames. Our plan was to add larger water and holding tanks; to increase room in the head by moving its bulkhead farther aft; to replace old 12v wiring; to install an efficient diesel heater; to design and build a generous galley with an 8-1/2-foot-long fir counter; to install new plumbing and a traditional galley hand pump that would economize on water usage; and to replace the Boeing guy’s MacGyvered mechanical-steering — (gearwheels, bicycle chains, pipes, pivot arms and a vintage truck steering gear) — with 48º NORTH

PHASE ONE — THE GUT-OUT This stage went fast, since the goal was removal of the entire lower-cabin interior. Within the first week, I’d hauled more than 1,200 pounds of old boat to the dump. I was down to what appeared to be the original fir cabin sole, having scraped

The lower-cabin interior comes together with a new bulkhead forward.

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away patches of peeling linoleum and fake teak-and-holly flooring. Still remaining at the aft end of the cabin was a substantial block of oak that had served as a keel-step for the boat’s original mast. Because we were going with a pivoting tabernacle base the previous owner had installed on the foredeck, I found that by chiseling away the inner-keel mast step and removing what remained of the original cabin floor, I could build the new cabin sole directly on floor timbers and gain a full two inches of headroom. We aren’t especially tall, but those few inches made a subtle but significant difference when stepping into the cabin. PHASE TWO — FRAMING THE INTERIOR After emptying the cabin interior and scraping, sanding, and cleaning 88-years of grime, diesel-stove soot, and other schmutz from the planks and frames, we made patterns for the cabin sole and cut new floorboards. Once the floor was sealed and fastened down, we brought aboard the new 30-gallon water and holding tanks, made patterns and built the new head bulkhead, and started framing the galley and berth around the tanks — a water tank under the galley counter and holding tank beneath the starboard-side double berth. It was slow going, since we needed to be sure our framing plan allowed the exact space needed for planned drawers, cupboard doors, a tilt-out galley garbage can, and Isotherm Cruise 36 1.3 cubic-foot drawer refrigerator. (Although small, we love the Isotherm, which operates on 12v or 110 and has a physically-separate compressor that is virtually silent when running.) Once framing was finished, we started work on galley cupboard doors, built with 3/4-inch-thick Sapele mahogany and inset panels of 1/4-inch ribbon-grained mahogany plywood. Time elapsed while we sourced hinges, drawer pulls, and latches that all had the desired look (satin nickel), and additional days were spent fussing with dark mahogany stain colors and varnish; but the galley structure finally came together and was overlaid with a mahogany-ply sub-deck and 3/4-inch tongue-and-groove Douglas fir for the countertop. Brewing up and applying a warm, yellow-colored stain, we then applied four coats of Epifanes Matte varnish to the countertop. So far, so good in terms of durability. The boat came to us with what had to be the original marine toilet, manufactured about 1930 by A.B. Sands & Son, New York City. After having the steampunkish old beast rebuilt at Marine Sanitation in Seattle, we remounted it a bit farther aft in the expanded head compartment (no more head-banging), and plumbed it to the new holding tank.

Framing for the galley counters and drawers takes shape.

PHASE THREE — SYSTEMS While carpentry work continued, we gradually ripped out and replaced almost 400 feet of ancient 12v wiring, and added classic brass light fixtures from Davey & Co. in London. A few additional vintage light fixtures, for the head and pilothouse, came from our friends at Longship Marine in Poulsbo, and all fixtures were converted to accommodate warm 12v LED bulbs. After installing the main cabin lights, we decided we’d like

The author tackles one of many projects, painting the topsides. 48º NORTH

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some additional soft lighting over the galley counter, so we worked with Dr. LED of Seattle to come up with three slim strip lights that provide a warm glow across the wide fir counter. After disposing of the cranky old mechanical steering system, we bought a hydraulic steering hub, beefy cylinder and hoses, and linked everything to the transom-hung rudder. Then came one of our favorite items: The Wallas 30GB diesel heater from Scan Marine in Seattle, which involved routing three different heat ducts around the boat — one inside the pilothouse, another aimed into the main cabin, and a third in the head. The Wallas offers fuel-efficient, dry, fan-driven heat with even distribution throughout our boat. It's operated from a small control panel mounted at one end of the galley, next to a Blue Sea Systems breaker panel, whose switches control electronics, heater, pilothouse light, DC refrigerator, cabin fan, engine room light, main cabin lights, navigation lights, anchor light, and accessories. In order to complete rewiring and installation of the new hydraulic steering, together with contemporary throttle and shift controls linked to the little Yanmar, we built a new mahogany steering console in the pilothouse. Hiding behind removable panels under the vintage bronze steering wheel (generously gifted by friends Chuck and Shalline) are buss bars where three deep-cycle AGM batteries rendezvous with a main switch. Inside the small engine room we have the Yanmar 3YM30 diesel with less than 300 operating hours, along with a ProMariner charger to keep the three AGMs topped off.

Even in the slings of a travel lift, RAVEN’s lines are beautiful. at anchor — helping to prevent RAVEN from yawing all over the cove, at least when there’s a breeze. When rigged, we know RAVEN will never be a real sailboat. She has a curvaceous hull shape but her keel only draws three feet, so she’ll be fine for occasional downwind runs or broad reaches. But she’s mostly a motorboat and she’ll remain so 95% of the time. We love our old boat and savor life on the water, so the months of work have been worth every day, week, month, and penny. Marina passersby often say nice things — “beautiful boat” or “keep up the good work” — but some question our sanity in owning, restoring, and now living aboard an old, relatively tiny 29-foot wooden boat with too much varnish. But, as 48° North readers know well, there are no maintenance-free boats — regardless of building material — and we’re lucky we love upkeep and restoration work, as well as the semi-finished product.

PHASE FOUR — THE NEAR FUTURE Over this winter we’ll extend weather protection over what’s been an open cockpit. A new wood-framed, boom-supported, fabric-covered shelter will host flexible solar panels since our plan for 2022 is to spend time in remote backwaters of the British Columbia coast, away from marinas and 110v power. We also plan to reinstall the motorsailer rig, which has consisted of a conventional sloop main with sizable jib. The jib has a boom that extends from the bow almost back to the pilothouse — about 13 feet. Our plan is to retain the jib, shorten the height of the mainmast by five feet, and possibly add a small mizzen whose mast would rise from the aft pilothouse bulkhead. The mizzen would mainly come into play when we’re

Marty Loken is Associate Editor of Small Craft Advisor magazine, based in Port Townsend.

Scout keeps watch in the wheelhouse. 48º NORTH

RAVEN’s new interior is functional and homey.

DECEMBER 2021

FINDING OUR HAPPY PLACE by Lizzy Grim

REFLECTIONS ON THE FIRST YEAR OF BOAT OWNERSHIP

ailing means something different to everyone — from out that not everything was terrible in the “Anything Can sunny days in a gentle breeze with sails up and drinks Happen” year that was 2020. in hand, to wet and wild rides hoping today isn’t the one After a practice sail on the TP52 Sonic in September 2020, where the waterproofing on your foulies gives up. For some, I was talking to my friend Jennifer and, surprise, we got onto sailing is something they do casually every once in a while, for the subject of boats. I had mentioned that my mom and I talked others it’s something they can’t get enough of no matter the about getting a small cruising boat together someday. She weather. For this writer, sailing has become a crucial part of said, “What about my boat?” As it turned out, she needed to my life. I’ve expounded on part of it in a previous article, but I offload her 1973 Catalina 27 on which she was living aboard, would not be who I am today without sailing, and over and over as she was in the process of buying a Catalina 30 and needed again this community saves my life. to get it out of the slip quickly. Being the slightly (ok fine, Up until a little over a year ago, sailing was something I always very) impulsive person that I am, I asked a few questions and did on other people’s boats (OPBs). accepted her invitation to come check My mother (whom I have to thank for it out. After looking the boat over and bringing sailing into my life) and I had realizing that, “Oh my goodness, Catalinas talked on and off over the years about are quite roomy inside and quite cute on “someday” getting a cute cruising boat the outside.” The little gremlin in my head together. We talked at length about what started to agitate. It was time to call mom. size of boat we would be comfortable Me: “Hey mom. I, uh, might have running ourselves and what features we found a boat for us.” each wanted. Mom absolutely required Mom: “You what?!” a boat with wheel steering and a head Me: “It’s a cute little Catalina 27!” that’s not a bucket. I wanted something Mom: (starts to get fussy about not that would be fun to cruise and sleep wanting to use a tiller, etc.) on overnight, but still would have Me: “But mom, it has a wheel!” enough get-up-and-go to race in Duck Mom: “Shit. When can we look at her?” Dodge. With that being said, while I’m We arranged a time to look at the boat a dreamer and a schemer, there are a and wouldn’t you know it, we both started lot of dreams I’ve had that never came to fall in love. A previous owner had done Proud new mother-daughter to fruition. I thought owning a boat a beautiful job updating the galley area; boat owners. was in that category, but it turned making the port side settee shorter in

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paint — was in quite decent shape order to extend the countertop structurally and just needed some space and the infamous cool box love, elbow grease, and two crazy was replaced with a dorm-sized women with the will to spiff her up. fridge. The boat’s current owner was MAIDEN DELIVERY eager to get her to a new home, so The stars aligned and we were we agreed on a reasonable price, able to quickly secure a slip thanks and mom and I had to think and to a friend who was a marina crunch some numbers to figure out manager. Before we knew it, it was whether this was really the time time to bring her home. We were to go for it. Most important of all, fortunate that the smoke finally though, we needed to figure out cleared for delivery day and, with a what to call our boat! As we were couple of good friends to help with walking down the dock after our moral support and line handling sea trial, I paused and looked at The author, Lizzy (right), and her co-owner mother, through the locks, we took our new mom and asked her, “Did we just Elly (left), holding their sign, "We've come a long boat from Shilshole to her new slip find our happy place?” She looked way, baby... We got a boat!" on Lake Union. It was a gorgeous at me with watery eyes and said sunny day and we got through the “Yes, I think we did!” And with that, locks without incident. we also found her name, Happy Just past the locks, however, the outboard decided it was Place. We drafted up a purchase and sale agreement for the boat, had her soon-to-be-former owner sign it, paid for the boat tired for the day and, no matter what we tried, we could not get the throttle to move the boat above a slow crawl. We had and — holy crap — suddenly we were boat owners. All of this happened very quickly; so quickly in fact that named the outboard Lil’ Buddy on the sea trial (or Lil’ Bastard between the smoke-apocalypse (this was in September 2020) when he’s misbehaving) and were now begging Lil’ Buddy for and the busy schedules of the surveyors and divers due to the mercy to keep going. Thank goodness he did, slowly, and we Covid boat boom, we didn’t exactly follow the recommended had the most slow-motion docking ever, but we had our new order when purchasing a boat. We ended up having the boat boat in our new slip! The fall brought no shortage of projects and educational dove and surveyed after buying her. It was a major leap of faith and not one I would advocate anyone doing because it could experiences, ranging from learning how to repair holes with have gone horribly wrong. Instead, were really lucky and got fiberglass and epoxy, to replacing some older hardware, to a boat that — minus a few cosmetic things including bottom splicing. Meanwhile, we added some personality to the boat in

A predictable, and predictably daunting, part of boat ownership — haulout. 48º NORTH

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the form of a unicorn light and a disco ball, and no small amount of galley goodies and other creature comforts to really make her ours. The previous owner had a comfortable latex mattress made, so the boat started to become a weekend getaway at the dock. Mom and I had a sleepover to christen her, and we reveled in getting to do this on our own boat. We continued to work on her together and with the help of friends, and enjoyed the freedom that came with sailing on our own time or just messing around on the boat at the dock. Our little boat became our sanctuary during a fall and winter in which we had to be careful about who we spent time with due to rising Covid cases and a desire to keep my mama safe.

With a freshly installed 12v system, Happy Place could strut her lit-up stuff away from the dock.

CHRISTMAS DREAMS COME TRUE It was a weird time for all of us but, amidst the bummers and cancellations, one thing Covid could not completely cancel was Christmas. As someone who deals with increased depression in the winter and loves sailing, the lighted boat parades have become one of my favorite parts of the holiday season. Now, I had my own little boat to decorate with lights, but there was one small detail — it needed a DC system. You can’t run Christmas lights away from the dock without power, so one call to the amazing Meredith Anderson and she taught me how to put together a basic wiring system with a battery and inverter, and we were in business. Unbeknownst to me, my wonderful mother had purchased a big light-up LED unicorn and, when I saw it, I knew exactly where it needed to go — on the bow! We had so much fun covering Happy Place with Christmas lights and seeing the joy our display brought both to our dock neighbors and others on the lake as we motored around. It gave us a huge amount of joy as well, and meant a lot to share something new and exciting during a holiday missing many special things. Our Happy Place was bringing happiness to others, and we knew we had named her well.

Lighted boat parades have long been a fun and therapeutic part of winter in Seattle for the author. And the good vibes went off the charts when she was able to join such a parade with her own decked-out boat. 48º NORTH

THE GREAT HAULOUT ADVENTURE Based on the survey and dive, we knew the bottom was in need of some love. Also, the deck was showing the boat’s age as paint was flaking off, revealing a mustard yellow that neither I nor my co-owner mother were excited about. We had plans to do more cruising on the boat, but wanted to know that the hull and deck were solid before venturing far from the dock. That meant we would be dealing with something that strikes fear in the wallets of boat owners around the world…the dreaded haulout. I had helped other friends with their haulouts before and had heard and seen enough of the process to be freaked out even before getting started. We wanted to do a lot of the work ourselves, both for the learning opportunities and also to gain a more intimate knowledge of our girl. That DECEMBER 2021

limited our options for boat yards and we zeroed in on Canal Boatyard in Ballard. Being a female boat owner and a former employee at a chandlery, I had heard and seen plenty of stories of women being fleeced or mansplained or both by boatyards and contractors, and I was nervous about dealing with it. I’m a strong-willed woman but it can be exhausting to deal with people that think I’m not smart or worthy of their time. I am glad to say that both Canal Boatyard and Pacific Fiberglass were wonderful to work with. We got the haulout booked and had the project plan written down. I barely slept the night before as I worried about what surprises we might find when she was on the stands. Again, we were fortunate. As many boat owners know, blisters look a whole lot worse than they usually are and, once they were sanded down, there was a surprisingly (mostly) smooth keel and hull below the paint. Canal required that an approved contractor strip down the bottom and apply the epoxy base coat and first layer of bottom paint, then we could do the rest. We wanted to give Happy Place a real proper spa day, so I planned out the relatively simple activities of sanding down and then re-painting... everything. If it sounds like we might have been in over our heads, you are absolutely correct. I have a new appreciation for how many screws and bolts there are on the boat and just how big 27 feet feels when sanding every inch of it — and then sanding again. It took forever and many sanding pads to get the old nonskid gone so we could put new paint and Kiwi Grip on the deck. For an idea of how much sanding was involved in this haulout, I had an actual nightmare in which I was chased by a giant sized Mikita random orbital sander — not the best way to wake up. Finally, we came to what was supposed to be the day before we splashed and, crap, it was pouring rain. There was no way the last coats of paint would cure to finish the haulout. I am not ashamed to admit I had a pretty good cry that morning, and then I called the yard and said we’d have to be there through Memorial Day weekend. So much for having a funsies sail over the holiday. At long last on Sunday evening, we had the boat patched up enough to call it a day. My wonderful partner Matt and two of my closest friends were there as I climbed down the ladder from the boat for the last time. I collapsed in tears into Matt’s arms as the exhaustion and emotion of finishing this huge undertaking hit me like a big wave of green water over the bow. I had never worked so hard for so long in my life, and it was done! There is no way we could have gotten through this crazy ordeal without the help of very kind and generous friends and family sharing their time, tools, knowledge, and labor to get our girl looking pretty. My friend Kelly deserves a freaking medal for all her sanding help. The next day, our boat splashed and it was surreal to see her back in the water again after spending so many days with her on stands surrounded by pavement.

It was important to the author and her co-owner to do much of the haulout work themselves.

After a nightmare in which she was chased by a random orbital sander, the author made sure the power tools knew who was boss.

RACE WEEK RENAMING Race Week has always been something special for me and it meant the world to have it back after its absence in 2020. We 48º NORTH

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What devotion! The author's commitment to taking care of her boat has been great for the boat and rewarding for her. decided we wanted to do the renaming ceremony while Happy Place was our support vessel at Race Week, since a lot of our good friends would be there. Plus, who doesn’t want another excuse to party at Race Week? Mom and I doublehanded to and from Anacortes, with a stop in Langley on each side to break up the trip and give our old outboard a chance to rest. What an adventure the delivery was. The wind was enough to sail most of the way and it was an amazing feeling to be on the Sound in our boat with sails up, music on, and beverages in hand. Langley is a quaint marina, but my goodness are the slips tight even for a 27-foot boat. It was not my finest docking, but thankfully people were willing to catch lines. The next day, we excitedly did a combination of sailing and motoring towards the infamous Swinomish Channel on another lovely sunny day. I had never been through the channel, but Mom had, and we both had a healthy respect for it. I am proud to say we did not become another cautionary tale. We timed the current well and, thanks to trusty Navionics, made the transit flawlessly. Relieved to be safely through, onward we went to Anacortes where our friends were waiting dockside with ready hands and cocktails. Getting to have Happy Place as a support vessel and boat hotel at Race Week made things really fun. Being in the thick of everything at the marina meant that we got to introduce lots of friends to our happy little boat. We even wound up being the unofficial patio for our neighbors on the J/105 Insubordination. Surely, bringing our Margaritaville machine didn’t hurt matters. On Thursday, it was time for the special event for which we brought our boat up — the renaming ceremony. A dear friend made the graphics for us and we had the decals waiting to apply on the appointed day. We had also lugged an entire Costco case of Prosecco up to share with friends during the renaming and so we wouldn’t insult the gods by running out of bubbly. Our friend David Miller of the J/99 One Life performed the function of master of ceremonies and, I must say, he did an amazing job helping us officially name our girl Happy Place. We were honored by all of the friends who were present and the kind words shared during the ceremony. Our friends had a trick up their sleeves at the end, though. Emre, skipper of the J/80 Reckless and the first skipper who took me on as regular race crew, gave a speech; and at the end he surprised us with the news that several of them had banded together to 48º NORTH

buy us a new mainsail from Ballard Sails. They had decided that our well-loved mainsail needed replacing. Clever people that they are, they had the Ballard crew come to the yard during the haulout to measure the boat. We were floored by the generosity and moved to tears. Sadly, it was time to leave adult summer camp and make our way home — which I’m proud to say included a perfect first transit of Deception Pass. Mom and I still couldn’t believe that we had a new mainsail coming to us, and we had been advised that the sail would start out without a number as our friends weren’t sure what we would want to put on it. My dear grandfather, my mother’s father, had passed away a few years earlier that very week and he was on both of our minds. Suddenly on the delivery home, I knew what I thought our sail number should be. I asked mom what year my grandfather was born and she was curious why I was asking. I told her to just tell me, so she replied “1927” and I said that sounds like a great sail number. We both got misty eyed and immediately loved the idea of honoring him with the sail. Ultimately, my grandfather is the one to thank for my love of sailing, as he and my grandmother would take my mom and her siblings on family sails on a Swedish Triss when they were growing up. Some may say that your sail number “has” to be the hull number, but we say it’s our Happy Place and we are doing it our way. BLACK DUCKS, BRIGHT HORIZONS Having our newly renamed girl back in Seattle for the summer meant we could finally realize another big dream we both had,

Mother and daughter affixing the new name decal during the ceremony.

Let the bubbles flow! The boat renaming came with enormous community support. DECEMBER 2021

putting our own boat in Duck Dodge. We had an absolute blast bringing Happy Place out with various friends, and I’m proud to say we successfully obtained a few of the most valued Duck Dodge awards of all, the black duck! My favorite win was making togas out of dead spinnakers for Toga Night, even though it hurt my heart a bit to cut and rip kites on purpose. Using our boat to bring joy to others is a theme we will continue with Happy Place for years to come. As the pandemic hopefully comes to an end, we hope to use her to help others find a love of sailing. We will keep making our girl better, no doubt with some cautionary tales to learn from along the way. It has been a wild and wonderful first year of boat ownership. I love our happy little boat and am grateful to be in a position where we are able to work on her and sail her with help from our friends. Most of all, I am grateful for a mama who has always believed in me and supported me. We now are living our crazy dream of owning a boat together! We have big dreams of getting Happy Place shipshape enough for an eventual little boat flotilla all the way up to Alaska. In the meantime, if you see us out on Lake Union or the Salish Sea, feel free to say hello.

Lizzy Grim sails out of Lake Union, races a few faster boats willing to put up with her antics, and is still preparing to be involved in the Clipper Round the World Race. She lives in Seattle with her husband and their silly Norwegian Elkhound. Find her at SailingUnicorn.com.

48º NORTH

Duck Dodging on Happy Place, on the way to a well-earned black duck award for Toga Night.

DECEMBER 2021

GRAND PRIX REGATTA:

THREE GREAT DAYS OF SAILING • RACE REPORT • Sails got worked. Foulies got tested. New names were etched into Seattle Yacht Club’s shiny Grand Prix trophies. And good times were enjoyed by all, as the season’s final multi-day buoy racing regatta for keelboats went into the books in late October. New for 2021 was the removal of a requirement for qualification, so any boat that wished to register was welcome. A total of 40 boats across eight classes — two ORC, four PHRF, as well as one-design J/105s and J/80s — came out for three days of fun wind-powered competition. As we rigged up on Friday morning, the chatter was all about Sunday and its forecast for nuking breeze. Soon enough, sailors’ focus shifted from the future to the present, as always happens on the water. Friday gave us an on-time start for some long buoy courses and a really enjoyable moderate southerly with flat water. Two races were scored for each class. Saturday presented the most gentle conditions of the weekend, with breeze from 6-14 knots. The race committee ran three races for each class, one of which was a distance race. The breeze was lightest as the day came to a close, but a rainbow in the northeast sky offered a silver lining. Sunday was as forecast. The monster wind predictions associated with an historic low pressure system in the North Pacific were unwavering in the afternoon, but the race committee accurately deemed it safe to bring the fleet out for one quick medium-distance race, which started in 14-16 knots and built to 20-25 before the race was finished. Crossing the finish line, racers headed back to the marina before the breeze came in with force. The West Point Buoy clocked 35-46 knots of wind for an hour in the afternoon. Good call, race committee. Amongst the fun J/80 class, the regatta kicked off with close competition among High Five, Jolly Green, and Underdog, whose cumulative scores were within a two-point spread after the first day of racing. During the distance race on Saturday, most of the fleet continued along the eastern shore after rounding the windward mark at Meadow Point, whereas Reckless and 48º NORTH

Underdog jibed early to cross Puget Sound. A favorable shift near the leeward mark at Pt. Jefferson put the latter well ahead of the other boats, with Reckless crossing the finish line in first place just ahead of Underdog. Underdog won the rest of the races on Saturday, despite rounding the first mark behind several boats. “We kept working it low downwind while maintaining good speed to maximize VMG,” said Lek Dimarucot, Underdog’s skipper. With a four-point lead in the standings, Underdog was firmly in first place at the start of the final race on Sunday, which became duel for second place with High Five and Jolly Green only one point apart. High Five won the heavily favored end of the start line, managed to fly their spinnaker on the close reach to Meadow Point, and thus clinched the duel, finishing the regatta in second with Jolly Green in third. The racing in the seven-boat J/105 class was as tight as ever, with five boats scoring a first place in six races. Class winner aboard Creative, Al Hughes, shared the following report: The first race went to Creative who fended off a stiff challenge from Moose Unknown all around the course and then Insubordination who passed Moose in the last bit of the beat to the finish. The second race had a little more wind, which

Davidson 29 Madame Pele ran away with Class 7. DECEMBER 2021

was more shifty as well. Creative made a nice move to the west on the run to close up with the early leaders More Jubilee, Insubordination and Moose. On the beat to the finish, Creative played the shifts well to finish first again followed by Moose and then a tie between Insubordination and Jubilee. Saturday’s conditions brought some different players to the front. Jubilee took the first race from the crew of Liftoff, who crossed second ahead of Moose. The second race had Puff leading early before being overtaken by Moose and the Insubordination. The last race of the day saw Liftoff lead most of the race until being nipped at the leeward mark by the downwind train of Peer Gynt. It seemed like the whole fleet was rounding the leeward mark at once. On the beat back to the finish, Insubordination played the shifts very well to pass all four boats who rounded ahead of them to cross the line first, but the dreaded protest room later that evening left them DSQ for a room-at-the-mark violation. Starting the final day, things were very tight with Moose and Creative tied after throwouts, and More Jubilee and Insubordination within reach. The race committee did what they could with an ESE breeze but it was a bit of a parade with a huge premium on a port-tack-only start; continuing with very close reaching to the turning mark, beam reach to the leeward mark which was in a bit of a wind hole, and then tight reach back to the windward mark and repeat. Passing lanes were hard to come by. Puff got the best start but they were passed on the tight reach by Insubordination and then Peer Gynt. Creative got by Peer Gynt at the leeward mark hole and were followed by Moose. Another lap followed with no changes, except Jubilee took the low road on the last leg to sneak by Moose for third. Final tally was Creative first, Moose Unknown second, and the Insubordination crew third. Without the DSQ, Insubordination had the best record over the three days. But it was good stuff for the local fleet that every boat had a turn at the front, the competition was always stiff, and I think everyone had a good time. The fastest boats on the course were a pair of TP52s, who wound up match racing in ORC Class 1. Smoke and Glory had some great battles. The longer buoy courses allowed for racing to test both boat speed and tactics. It’s fair to say that Glory had the speed advantage aided by a couple of shiny new sails, but Smoke sailed with savvy and absolutely earned the top spot for the weekend.

Hotly contested ORC Class 2 came down to the wire between Dark Star (right) and Hamachi (middle), with Blue (left) third for the weekend.

Glory had a one point lead going into the final race on the breezy Sunday, but with the tie-break rules in such a small class, it was one race for all the marbles. The race committee sent the 52s upwind to West Point and then on a reachy downwinder to a mark a bit beyond Spring Beach and back. With just two boats on the start, you’d think there’d be plenty of room and clean air to spare. Well, with a seriously pin-favored starting line, there was only one place to be, and Smoke positioned themselves brilliantly, gassing Glory off the line. Glory was able to reel them in on the beat, and attempted to hold Smoke out at West Point but Smoke got a nose in and earned mark room, retaining the lead around the mark. Both boats put kites up in the southeasterly, and quickly were making way west of the ideal course. Simultaneous douses left the two boats jib reaching for the mark, where Smoke once again rounded just ahead again. Back on the breeze in winds now topping 20 knots, Glory clawed back, stretching their legs and climbing on top to cross a few boat lengths ahead of Smoke, but after the ORC handicaps were applied, Smoke won with a margin of almost 30 seconds. It is pretty amazing how much fun competition two well sailed sleds like this can have in a class all by themselves. Around the fleet, great battles abounded. Both ORC Class 2 and PHRF Class 3 ended up going to tiebreakers for the win. In ORC Class 2, Jonathan McKee’s Riptide 44, Dark Star, just edged Dougherty and Andrews’ J/125 Hamachi who made a late charge in Sunday’s big breeze. In PHRF 3, Charlie Macaulay’s Farr 39 Absolutely pipped Iain Christenson’s Farr 36, Annapurna, in the final race to top the class of the fastest PHRF boats. Tolga Cezik’s J/111 Lodos, Bill Buchan’s Peterson 44 Sachem, and Nick Andrewes’ Davidson 29 Madame Pele rounded out the class winning honors. Thanks to SYC for another terrific Grand Prix Regatta. It was fun to know it was open to all this year. And, as always, those that attended were treated to the region’s swankiest regatta dinner at the Seattle Yacht Club for the awards ceremony on Sunday Night. What a great weekend!

Glory and Smoke had fun match racing.

By Joe Cline, Lek Dimarucot, and Al Hughes Photos by Jan Anderson 48º NORTH

DECEMBER 2021

RETURN OF ROUND THE COUNTY • R AC E R E P O RT •

The all-women crew on J/105 Creative cruise downwind. Photo by Dennis Pearce. Round the County (RTC) is officially back after a year off. The race we most often hear declared sailors’ favorite once again gave us everything we’d hope for. A fun and diverse fleet of 110 boats came from around Puget Sound and Canada (yes, Canada!). Over two days, racers circumnavigated the San Juan Islands, this year in a counterclockwise direction. Rather than just one window into the experience, we’ll feature snippets of three reports, each from a different division, from: David Miller on J/99 One Life in Division 2, Melanie Masson and Monica Dodd on J/105 Creative in Division 4, and Lizzy Grim on Flying Tiger 10M Tigger in Division 1. THE CRAZY START OF ROUND THE COUNTY, NOAH’S ARK EDITION, FROM J/99 ONE LIFE An absolutely epic weekend. Epic scenery. Epic rain. Epically bad start. Epically great first 30 minutes. The rain might be the click-bait headline for the weekend, but the real story from my perspective was the amazing crew One Life was blessed with for this race. Kelly, Andrew, Toddy, Morris, Pieter, and Kellen — plus Kris as our amazing shore crew. I really don’t have any words for how great they were. Saturday morning, we shoved off about 6 a.m. for the nearly 2-hour motor out to the start line. The race day forecast called for very light winds and a following tide. In the skipper’s meeting the night before, the race committee warned people to not be over early as the light winds and tide push would make it difficult to get back. Foreshadowing… There are more than 100 boats in this race, grouped roughly evenly into three starts. The first start was a nightmare, with 40 boats crowding the boat end and a half dozen boats over early. We took one look at that and decided to start well down the line. We were in pretty good shape, away from everyone else and itching to pop the A1.5 for the downwind start. I thought we 48º NORTH

were on the correct side of the line, but we were not and ended up being the only boat in our 33-boat start over early. Seven very long minutes later, we finally made our way back over the line to restart. One reason it took us so long to get back was the wind died — not just at the start line but pretty much for the entire second start. Most of the fleet jibed and headed east in a big gaggle. The south wind came back and allowed us to get back to the line. We were fortunate to hook into it and ride the front end of the building southerly to reconnect with the tail of the fleet. We chose to stay inside much closer to the Peapod Islands, which conventional wisdom says to avoid. But with the wind quickly clocking east due to local topography, and tall islands on the east side of the course blocking the wind, we took the bet and stayed ‘inside’ while all the rest of the fleet except for a pair of last-start trimarans went ‘outside’. This worked brilliantly for the next 30 minutes or so. We were passing boat after boat and working closer and closer to the middle of our start pack. This was a perfect setup to close back up as we cut the corner at Lawrence Point, because not only were we fast reaching on a hot beam angle, the rest of the fleet would be stuck on a slower downwind angle. Of course, the wind gods sent a big left shift across the course. We couldn’t quite carry the A1.5 and had to switch to the J1 to clear the Peapods before we could reset the A1.5 and get around Lawrence Point. A lot of the fleet continued to take the outside track, where faster boats kept pace. We kept on the inside track around the rest of the course and did very well, passing a lot of fast boats in the process. -By David Miller, full story available at www.48north.com

THE COLLABORATIVE ALL-WOMEN TEAM OF CREATIVE The dreamlike San Juan setting for Round the County mixed DECEMBER 2021

with squirrely weather and currents, combining all the best qualities of racing and cruising — the challenge and the zen. Of all the boats in the race, only one had an all-women crew: J/105 Creative. Creative was in Division 4 with 13 boats registered, nine of which were fellow J/105s. As crews go, Creative is a relatively new team. The boat’s owner, Al Hughes, frequently offers use of the vessel to skipper Shauna Walgren to support her efforts encouraging women to sail. Three of Creative’s core RTC crew, Monica Dodd, Lindsey Rosen, and Sarah Mims have been sailing with Shauna since 2018. Laura Johnson, a newer team member based in Anacortes, encouraged Walgren to register Creative for Round the County for the first time. Ginnise Comstock, Courtney Wingard, and Melanie Masson rounded out our race crew for a total of seven, and the planning began. As an all-women crew, our team leans heavily into a collaborative ethic to physically manage a powerful boat under rough weather conditions. We also broadly distribute responsibilities, just as we work together to manage sails under load. That same sense of cohesion had us singing shanties together before dawn on the long motor ride to the start line at Lydia Shoal, sharing dry layers when the rain seeped through, and passing mugs of hot tea and coffee to teammates on deck throughout the race. Lindsey and Courtney worked the bow; Laura pep-talked and oversaw tactics and pit; Ginnise, Melanie, and Monica trimmed sails, and Shauna was at the helm. Saturday brought great but varied sailing conditions. There was almost no wind at the first start which included boats from Division 4, 5, and 6. More than 10 boats were over early and had to circle back. Creative had a strong start and we were able to get our spinnaker up and filled and we had a clear lane. Moose Unknown, Free Bowl of Soup, and Double Trouble were ahead of us and showed us the way. To our delight, it looked like our foulies would stay dry for the morning. With a favorable current building behind us, we cruised along smoothly and swiftly. Looking aft somewhere near Matia Island, we were cheered on by 100+ brilliant spinnakers that chased us in the spirit of competition. We had some trouble with the douse at the halfway point (Patos Island), and seemingly all at once the currents and the weather conspired against us. Winds died and the classic PNW drizzle blanketed the islands. By mid-afternoon winds had picked up and clocked astern, allowing us to raise our beloved rainbow spinnaker once again as we hummed toward Stuart Island. The winds built but we carried the spinnaker to the south side of Stuart Island, had a nice douse, and a run to the finish. We finished the Saturday course at 3:16 p.m., ranking eighth in our division. Sunday’s conditions proved more variable and challenging. Starting with building adverse currents and a 12-15 knot breeze on our bow, we battled off the start line. Hugging the shore to minimize the adverse current, we made our way around the bucolic coastline of San Juan Island. Winds died mid-morning, and we struggled to keep the boat moving forward in waves that rolled our hull and left our sails flogging. We laughed as we watched the “windicator” spin aimlessly. As we neared the halfway point of Iceberg Point on Lopez 48º NORTH

Lyman Morse Custom 40, Gray Wolf, hoists the kite. Photo by Sean Trew.

Happy and soggy, the crew aboard Flying Tiger, Tigger.

J/99 One Life finds a lane of breeze. Photo by Dennis Pearce. DECEMBER 2021

Stunning PNW scenery is among the greatest draws for Round the County. Photo by Sean Trew. Island, the wind gods once again blessed us with a nice breeze. Thankfully, we were far enough from shore that we could turn tail downwind and hoist the spinnaker. The breeze climbed to 14 knots for a short time, and those same waves that once tormented our progression began carrying us at speeds we hadn’t seen all weekend. It was a celebratory moment and we were excited to be entering Rosario Strait. To our dismay, the winds dropped again to 1-3 knots. We trudged along taking advantage of every little puff but — after many hours, spinnaker hoists and douses, Swedish Fish and cups of tea — our optimism ended. Shortly after 4 p.m., our skipper called the race committee to declare that Creative was retiring from the course. On the return to Anacortes, we discussed what highlights stood out for each of us and how we’d grown closer and more in sync as a crew from taking on the challenge of Round the County. We later learned that we’d finished in the top half of the fleet, ranking 50th out of 109 participating boats. Despite not finishing the course, there was a jubilant spirit on deck. We did not have to remind each other that it’s all about the journey, not the destination. We knew it collectively. - by Melanie Masson and Monica Dodd LIZZY GRIM’S LAST-MINUTE ROUND THE COUNTY ON FLYING TIGER 10M, TIGGER I wasn't going to be at RTC this year. But after my out of

Tigger on a zooming reach near Patos Island. Photo by Sean Trew. 48º NORTH

town plans fell through during a week in which depression was already rearing its ugly head, I found myself dealing with a serious case of FOMO (fear of missing out) on Friday morning and put out a plea seeking a last-minute ride. To my surprise, a friend asked if I knew of the boat Tigger and I jumped at the offer. I had seen them out before, and was familiar with the Flying Tiger 10 having previously sailed on its sistership Anarchy. The crew of Tigger welcomed this stray immediately and were an absolute blast to sail and hang out with. Like a number of other boats, we had a rough start thanks to the current flushing us past the wrong side of the committee boat and needing to fight our way back. We were able to recover by playing hide and seek with puffs and current. The forecast for Sunday originally called for gusts in the high 30s and low 40s, but had mellowed by Saturday evening. Some models still indicated big breeze, so we didn't know what the day would hold when we were motoring out. PNW weather being what it is, we never saw the fun meter go over the high teens. Boats that had braced for crazy wind were instead playing leapfrog through wind holes. Unfortunately, many boats across the fleet were unable to make it all the way around the full course on Sunday. We found that staying a little off the shoreline worked for us — definitely a gamble because sometimes the current relief on the shore is the only way to get moving when the wind forgets to come play. The last few miles were brutal and we were hoping and praying to make it to Lydia Shoal before the wind shut off. The rain was coming down hard. I was sitting on the low side actively trimming the jib and, at one point, started busting up laughing because the rain was pouring down on me from the foot of the mainsail and pooling between my legs. I had to shift every couple of minutes to prevent my pockets from getting filled! Thanks to a crewmember glued to the chartplotter and calling the course, we were able to finish at the Lydia Shoal buoy just before losing daylight; letting out whoops of happiness as we did. We were the last ones in our class to finish the full course that day. I am so happy and grateful to have been able to make it out to RTC after all this year. Seeing so many friendly faces and of course the wonderful times on the water — it all reinforced for me that sailing is some of the best therapy there is, even when getting absolutely soaked. Huge thanks to the organizers for making this thing happen. - By Lizzy Grim Photos courtesy of Sean Trew, Dennis Pearce, and Lizzy Grim.

DECEMBER 2021

INTERGENERATIONAL DINGHY GOODNESS CYC TURKEY BOWL • R ACE R EPO RT •

Corinthian Yacht Club’s Turkey Bowl is always one of the coolest regattas of the year, and it seems to be getting cooler. Seattle’s final dinghy racing event of the season is a unique regatta in that it brings together youth and adult sailors, where all ages and experience levels cross tacks and share the water as equals. Mats Elf, who won the 505 class said, “It’s such a great vibe with the mixed group of racers. You’ve got sailors young and old, some fresh new racers and some of the best-of-thebest in the world.” This year, nearly 70 boats came out for Turkey Bowl in late November — sailing Optimists, FJs, Lasers of each rig size, RS Aeros, C420s, and 505s. Racing over two days provided pleasant conditions, especially by November standards. Gentle breezes prevailed, benefitting lighter sailors or those with light-air savvy, and giving everyone an opportunity to practice or show off their roll-tacking skills.

The race committee gave each class either six or seven races over two days. The six-boat FJ Class showed us what close competition is all about. Five out of six boats took first place in a race, and the boat that didn’t win a race still wound up second for the regatta! On the other end of the spectrum, Dalton Bergan showed typical brilliance and top form in the RS Aero class, winning every race. The duo of Jacob and Danny ran the table in the C420 class, too. Among the Optimists, Andrew Lin sailed to a near-perfect scoreline, taking all bullets except for one second. It’s always good to see the big kids bring out the 505s, and they seemed to have an excellent weekend, too. The fleet is seeing an influx of younger sailors, which is awesome, but they couldn’t quite catch longtime 505 skipper Mats Elf, whose consistency left him at the top of the podium. The scorelines got a little funky after the third race created confusion and left quite a few 505s disqualified after sailing the wrong course. Mats explained what happened, “We abandoned a race because a leeward mark was missing. For the next sequence, the race committee changed the course and started a sequence again, and many boats thought they were just sailing the original course.” Mats said he was well back in that race, but he’s learned to take notes of the racecourse, and his crew, Brent Campbell, was certain they were sailing the correct course. In a fleet of great sailors, Alyosha Strum-Palerm sailed particularly well — he won the final three races, and would have been atop the table at the end of the weekend if not for that unfortunate Race 3 DSQ. Looking back on this Turkey Bowl and all of the racing in 2021, there’s a lot to be thankful for. By Joe Cline | Photos courtesy of Ryan Carson

48º NORTH

DECEMBER 2021

Photo by Andy Cross

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WLB Brokerage boatshedseattle . boatshedtacoma boatshedeverett . boatshedporttownsend SEATTLE - 206 282 0110 | PORT TOWNSEND - 425 246 5101

View our entire inventory of boats for sale at waterlineboats.com

1985 KING YACHTS 47 PILOTHOUSE

1993 CARVER 47 AFT CABIN MOTORYACHT

1981 NORTHWIND 45 FLYBRIDGE SEDAN

1999 CAMANO 31 TRAWLER TROLL

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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). • $35/year (additional fees for First Class forwarding or International) Subscribe today online: 48north.com/subscribe 48º NORTH

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NEW SEATTLE LOCATION SALMON BAY MARINE CENTER 2288 W. Commodore Way, Suite 110, 206 949 2270 San Diego | 2330 Shelter Island Dr., Suite 105, 619 222 9899 Flagship Office Newport Beach | 2507 West Coast Highway, Suite 101, 619 709 0697 Sausalito | 298 Harbor Drive @ Clipper Yacht Harbor, 415 887 9347

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2006 72’ Aleutian Grand Banks Escape Artist $1,890,000 48º NORTH

1997 J/Boats J160 Libra $487,000

bespoke brokerage & yacht sales

2020 Sirena 64 $2,979,000

2021 Axopar 37 BRABUS Trim Aft Cabin $405,000 D E C E M B E R 2 0 2 1

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SEA BEYOND WASHINGTON • CALIFORNIA • FLORIDA • MARYL AND • CANADA • PHILIPPINES

2022 Tartan 455

2022 Hanse 458

Anacortes, WA

Seattle, WA

2022 Hanse 418 Seattle, WA

ON ORDER

2021 Tartan 395

2022 Hanse 388 Anacortes, WA

San Diego, CA

Marten Marine 65 $795,000 Rob Fuller 207.233.8846

ON ORDER

2022 Tartan 365 Anacortes, WA

2005 Sweden Yacht 45 $365,000 2019 Jeanneau SO 440 $459,500 Jack Spriggs 206.399.7040

Karl Krugar 360. 298.1023

844.692. 2487 SEAT TLEYACHTS.COM

48º NORTH

DECEMBER 2021

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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

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“HANA HOU” Fast and sleek cruiser with new electronics, new main and jib, new sail covers, dodger and bimini as well as many upgrades.

38’ VAGABOND ’87 $59,500 38’ ERICSON 381 ’83 $39,500

39' FREEDOM ’85 $59,000

PU LE RC AS HA E/ SE

53' J BOATS J160 ’97 $435,000

39' ERICSON 39B ’7 7 $49,500 “DEFIANCE” Sail off to Hawaii or farther. She’s extremely tough, sails close to the wind, tracks well with fin keel and skeg hung rudder.

38’ CUSTOM BLOCK ISLAND BOAT ’60 $39,500 30’ NEWPORT N30 ’81 $12,500 “SCRIMSHAW” Double-ender with good Performance cruiser with a very comfortable handling qualities. Great for short-handed interior. Reliable Universal diesel. Easily sailing. Impeccably maintained. single handed. OL YM PI A

“ENTROPHY” Free-standing cat ketch rig and carbon fiber spars work well for minimal crew. Sturdy lightweight hull for great performance.

TREMAINE” Two-stateroom yacht built solid “ALLURE” Well maintained with many for offshore work. Ready for coastal cruising upgrades. New 2020 Quantum mainsail and furling genoa. roomy interior. or a blue water adventure.

THINKING OF SELLING YOUR BOAT? LET US HELP!

28’ BRISTOL CHANNEL CUTTER ’80 $84,500

Power or Sail, we have buyers waiting! Call: 619.224.2349 or email: info@yachtfinders.biz Call our Pacific NW area agent Dan: 360.867.1783

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Amarosa Built in 1968, Amorosa shows beautifully after a major refit over 5 years. With her length and graceful lines, she is a great option for fast and comfortable offshore cruising. Details at elliottbayyachtsales.com Offered at $252,500

2601 West Marina Place, Suite D, Seattle 206.285.9563 | info @ elliottbayyachtsales.com

quality yachts from swiftsureyachts.com Some boats have high quality throughout. Others might be thought of as truly competitive racers. And, of course, there is the ubiquitous designation “performance cruiser.” Still others promise offshore ready. Very few can lay claim to all of those. Firefly does. Firefly is a Morris 45, designed by Chuck Paine and built by the renowned Morris Yachts in 2000. The current owner had very high expectations that the boat would excel at both cruising and racing, and Firefly did not disappoint. As a family cruiser she circumnavigated Vancouver Island and sailed deep into the Pacific Northwest cruising grounds many times. While she has a powerful rig, Firefly is fully equipped to cruise shorthanded, with an electric halyard winch and windlass controlled at the helm. Below decks, Chuck Paine assembled a 45-footer that offers privacy, comfort and plenty of accessible storage. The aft cabin spans the boat’s beam, and there is an adjacent head and shower. The forward cabin has a separate head. Ample salon, navigation and galley areas make long-term cruising a comfortable option. Firefly was first to finish, and second overall in the 2018 Vic-Maui Race. She received a new inventory of North sails plus numerous upgrades prior to the start. New topsides paint and varnish inside and out make Firefly turnkey.

Firefly 2000 Morris 45 $425,000

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64 55 50 49 49 49 42 42 42 39 37 31 30

Tayana 55 • 1988 • $325,000

Moody 40 • 1998 • $205,000

Malö 39 • 2000 • $249,000

Ker 46 • 2006 • $279,000

Lyman Morse Seguin 44 • 1982 • $199,500

Hylas 54 • 2000 • $469,000

Pacific Seacraft 40 • 1988 • $289,000

Jasper 28 • 2019 • 395,000cad

Hinckley Sou’wester 42 • 1984 • $229,000

Frers Bieker Riptide Bestway Hylas Hylas Taswell Hallberg Rassy 42E Catalina Passport Shannon Valiant Esprit Tashiba Henderson

1978 1996 1986 2001 1999 1997 1984 1995 1981 2002 1980 1988 1997

$295,000 $325,000 $149,000 $379,000 $375,000 $275,000 $198,000 inquire inquire $249,000 $80,000 $99,500 $32,900

NEW SAILING YACHTS FOR WORLD CRUISING

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www.swiftsureyachts.com 206.378.1110 | info@swiftsureyachts. com 2540 Westlake Ave. N., Ste. A Seattle WA 98109 facebook.com/swiftsureyachts

46' DUFOUR 460 GRAND LARGE 2016

West Yachts is Selling Boats!! Quality Sail and Power Listings Wanted.

SAIL: 46' Dufour 460 Grand Large 2016 44' Spencer 1330 1979 42' Swanson 1986 41' Hunter Deck Salon 2006 41' Islander Freeport 1977 40' Contest Center Cockpit 1972 40' Island Packet 1997

41' HUNTER 2006

40' ISLAND PACKET 1997

39' Custom Cape 1979 38' Hunter 386 LE 2004 37' Beneteau 373 2005 37' Tayana Cutter 1983 36' Cascade 1976 33' Bavaria 2006 32' Catalina 320 1996 32' Catalina 320 1994 27' Com-Pac 2004 22' Marshall Catboat 2008

38' HUNTER 386 LE 2004

37' BENETEAU 373 2005

POWER: 72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!! 52' Tiara 5200 Sovran Salon 2006 42' Salmon Troller 1938 40' Ocean Alexander 1982 34' C&C Nelson Tayler Design Admiral's Lauch 1982 30' Willard Nomad PH 1973 26' Cutwater 2015

27' COM-PAC W/ TRAILER 2004

22' MARSHALL CATBOAT 2008

info@west-yachts.com 1019 Q Ave. Suite D, Anacortes, WA

54 (360) 299-2526 • www.west-yachts.com

48º NORTH

DECEMBER 2021

Successfully serving clients for 28 years.

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51' Beneteau 51.1 ‘22 ...................................Arriving Sold 46' Beneteau Oceanis 46.1 ‘22 .................................SOLD 41' Beneteau 411 ‘00 .............................................SOLD 41' Beneteau Oceanis 41.1 ‘19 ....................... Sale Pending

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49' Hunter 49 ‘09......... $247,500 45' Bayliner 45 ‘98..........Inquire Sistership

Beneteau Oceanis 51.1

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QUALITY LISTINGS WANTED!

Boats are Selling FAST!

Beneteau Oceanis 40.1

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40' Beneteau Oceanis 40.1 ‘22. .................... 2-Arriving Sold 38' Beneteau Oceanis 38.1 ‘22 ..................... 2-Arriving Sold

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41' Hunter 41 DS ‘09 .... $165,000 37' Beneteau 37 ‘14 .....$149,900 37' Island Packet 370 '04 .. $199,000 36’ Sabre 362 ‘94 ....... $118,500

38' C&C MKIII '86 .................................................SOLD 37' Beneteau Oceanis 37 Ltd. Edition ‘13 .....................SOLD 36' Hunter 36 ‘06..................................................SOLD 35' Island Packet 350 ‘98 .............................. Sale Pending 33' Hunter 33 ‘06..................................................SOLD 30' Beneteau Oceanis 30.1 ‘22 ........................Arriving Sold 25' Schock Harbor 25 ‘09 .............................. Sale Pending

35' Beneteau 351 '94 ......$49,000 35' Beneteau First 35 CE ‘15 ..$140,000 34' C&C 34 ‘78 ............. $24,950 19' Chris-Craft Racing Runabout ‘50..$44,900

48º

14' Beneteau First 14 ‘20 ........................................SOLD

2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Open Monday - Saturday 10:00am55- 5:00pm • Sunday by appointment NORTH DECEMBER 2021

MARINE SERVICENTER Serving West Coast Boaters since 1977

Dealer of the Year ‘21 • ‘20 • ‘19 • ‘16

Lagoon 42 - Arrives August

Arrives January

Northwest, European & Caribbean Delivery Available Lagoon Models: 40 • 46 • 50 • 52 • 55 • 65 • 77• 67MY • 78MY

2022 SUN ODYSSEY 440 #76258: $489,862 • SAVE $20,493

Arrives March

2022 SUN ODYSSEY 490 #76315: $589,640 • SAVE $35,775

2022 SUN ODYSSEY 410 #76251: $389,852 • SAVE $16,435

Arrives December

Arrives February

2022 SUN ODYSSEY 380 #77291: $328,455 • SAVE $3,500 Arrives May

2022 SUN ODYSSEY 349 #76257: $223,430 • SAVE $14,772 Featured Listing

Arrives Fall 2022

2022 Jeanneau Yacht 51: $698,776 • SAVE $21,252

2023 Jeanneau Yacht 60 • INQUIRE

2019 Lagoon 40 - Loaded! • $549,500

Reduced

2018 Jeanneau Yacht 58 • $849,500

New Listing

2016 Jeanneau 419 • $289,000

2006 Beneteau 51 • $199,900

New Listing

2016 Hanse 415 • $269,000

Seattle Sales & Service 2442 Westlake Ave N. , Seattle, WA 206.323.2405

1980 Nauticat 44 • $154,900

2000 Beneteau 50 • $169,500

New Listing

1995 Catalina 36 MkII • $84,900

San Diego Sales & Service 2700 Shelter Island Dr., San Diego, CA 619.733.0559

51' 47' 42' 41' 39' 37' 31'

Alden Skye ‘80 .............. Reduced .... $129,500 Vagabond Ketch '83 .... Reduced .... $184,000 SK 42 Pilothouse '04 ....... Reduced ...... $79,500 Bermudan-Rigged Sloop '07 ............... $49,500 Nauticat PH Sloop ‘98 ................ Sale Pending Hunter 37.5 '95 ........................... Sale Pending Cal 31 ‘79 ................................... Sale Pending

Bellingham Sales 1801 Roeder Ave, Ste 128, Bellingham, WA 360.770.0180

Dealers for: Jeanneau • Lagoon • Island Packet Dan Krier

Tim Jorgeson Jeff Carson

info@marinesc.com

www.marinesc.com

Greg Farah

Curt Bagley Jon Knowles