July 2021 - 48° North by 48° North

28 H ONORING A MARITIME MATRIARCH 32 NEW CRAZE: WING FOILING

JULY 2021

38 W A360 — TYPE-TWO FUN

J/Sport - J/70 J/80 J/88 J/9 J/99 J/111 J/121 J/Elegant - J/112e J/122e J/45

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2005 J/109 $155,000

2011 Bestevaer 45St $450,000 Recently Sold:

1994 DeFever 44+5 - $299,900

2008 Jeanneau Sun Odyssey 39i - $129,900 1983 CT 38 - $49,500 1994 Hunter 29.5 - $28,500 2019 Alerion 20 - $49,900 Sale Pending: 2011 Bestevaer 45st - $450,000 2013 Beneteau 31 - $85,000

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2005 J/109 - $155,000

MJM Series Yachts 53z 50z 43z 40z 35z

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Sailing is the perfect social distancing

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(206) 782-5100 info@seattlesailing.com @seattlesailingclub

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JULY 2021

FEATURES 28 Thank You For Teaching Me To Row

For the love of family and the water... and sharing it with others. By Andy Cross

32 New Craze: Wing Foiling

48º NORTH

By Joe Cline

36 Boat Test: Lagoon 42

A taste of life under sail aboard this luxurious cruising cat. By Joe Cline

COLUMNS 20 Artist’s View - Secrets of the Salish Sea

Steller’s Sea Lion: A close encounter inspires this column. By Larry Eifert

22 Close to the Water

Secret society of a less-traveled haven — the Lower Columbia. By Bruce Bateau

24 Three Sheets Northwest

Spring surprises in the San Juan Islands. By Deborah Bach

RACING 38 The Inaugural WA360 Adventure Race

The story from on board Team Gratitude’s Melges 24. By Genevieve Fisher

42 Raku’s Winning PNW Offshore Race

The view from the course aboard the podium topping J/111. By Justin Wolfe

44 A Blast Around Blake Island

The wildly fun final installment of SYC’s Tri-Island Series.

46 Leukemia Cup Returns to Elliott Bay

A shortage of breeze couldn’t slow down this great benefit race.

ON THE COVER: “Look, no hands!” Ruf Duck , Jeff Oaklief’s 31-foot Farrier F9R trimaran glides steadily south under pedal and sail power in the first ever WA360 Race. Photo by Jeremy J. Johnson.

Background photo courtesy of Jeremy J. Johnson.

CONTENTS

A sport in its infancy takes flight in the Pacific Northwest.

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Editor WHY DO ADVENTURE RACES WORK?

Volume XL, Number 12, July 2021

Like many around the PNW and beyond, last month I once again found myself thrust into the intense fandom of an adventure race put on by the Northwest Maritime Center (NWMC). This time, it was the newly formed and recently finished WA360 Race. Yes, NWMC is my employer; and I admire my colleagues who work tirelessly to put on a good event… but my interest in adventure races like the WA360 and R2AK began long before my affiliation with the Port Townsend-based non-profit. Especially after the challenges of the last year, to see a new adventure race unveiled when R2AK had to be canceled for the second consecutive year — and for this race to have such remarkable participation — was beyond heartening. History of these races has conditioned us not to be surprised that it was so magnificently captivating, but I think it's worth stepping back to reflect on why. THE BIG TENT AND THE UNEXPECTED I love sailboat racing, but the biggest races in the world have difficulty drawing an audience, at least in the United States. Adventure races work because they aren’t just sailboat races, though every team to have won one of them has been a reasonably fast sailboat. Races like R2AK and this year’s WA360 include sailors, but so many others too. They also get paddling enthusiasts and more than their share of crazies (and I mean that in the best way) to participate, and draw audiences extending far outside of those parameters. The variety of boats doesn’t always lend intrigue to the race for first place, but it sure did this year. For nearly three-quarters of WA360, a pair of incredible two-person human-powered teams, who never seemed to sleep or flag, led the race. One team was in a fairly traditional double kayak, the other in a custom-built two-person pedal-driven catamaran. The sailboats would eventually pass the human-powered craft. Yet, the leading sailboats were, in the end, relegated back to their human-powered solutions to buck the tide and finish in breezeless conditions. The outcome was a genuine nail-biter with an eleventh-hour lead change and the unexpected win going to a boat named Dark Horse! LEANING IN TO THE SUFFERFEST Plenty of boating is easy — laid back, relaxing, and peaceful. I wrote an editorial a few years back celebrating the “because it is hard” mindset of R2AK, and it was on full display once again in WA360. One way to sum this up is to remember that WA360 is not the first long-distance summertime race ever attempted in Puget Sound. Previous versions ran for a number of years — Round the Sound, the Great Equalizer, etc. These races fell out of favor because they always seemed to become multi-day drifters, and that held little appeal. I don’t think the majority of the fleet in WA360 was happy about endless hours using their pedal drives instead of sailing, but the attitude is just different. There’s a can-do spirit unique amongst adventure racers, and a serious buy-in to the notion of Type-Two Fun. Simply put, it is infectious and inspiring. SHARING THE JOURNEY This idea has to begin with the course and, more importantly, the tracker. No one really knew what this was going to be like, and the race organizers gave the curious masses a great way to follow along. Moreover, most of the racers didn’t take the race or themselves too seriously to share their experience while it was happening. Most teams were busy on their own social channels, and the race’s media team did a great job of megaphoning the racers’ stories. This funneled and fueled interest in the race, as did the tracker, and effectively sparked everything ranging from a deep appreciation of our PNW water wilderness to a commitment to join the madness next year. All of this strikes a distinctly different chord than more conventional sailboat racing. It’s one that’s hard not to love, and it can and should influence any organizers and racers to strive for ways to foster fresh ideas, find fun even when it hurts, and stay connected on and off the course. I’ll see you on the water,

(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 Advertising Sales: Katherine Kjaer katherine@48north.com Classifieds classads48@48north.com Photographer Jan Anderson 48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery. Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best! 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.

SUBSCRIPTION OPTIONS FOR 2021! $39/Year For The Magazine $75/Year For Premium (perks!) www.48north.com/subscribe for details. Prices vary for international or first class.

Proud members:

Joe Cline Managing Editor, 48° North 48º NORTH

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DIY DNA IS IN OUR

1969 — Sailrite founder, Jim Grant.

For over 50 years, Sailrite has been a haven for adventurous marine fabricators and DIYers. What started in 1969 as a source for amateur DIY sailmaking has evolved into the industry’s

1988 — The Grant family at Sailrite’s third Columbia City location.

most trusted source for fabric, notions, tools, hardware and everything you need to become a self-reliant sailor. Here’s to another 50 years of sailing and sewing together.

To get to know us, visit

Sailrite.com/about-sailrite

2021 — Three generations of Grants working at Sailrite.

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Adventure Awaits

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Get a GEICO quote for your boat and, in just 15 minutes, you’ll know how much you could be saving. If you like what you hear, you can buy your policy right on the spot. Then let us do the rest while you enjoy your free time with peace of mind. geico.com/boat | 1-800-865-4846

Some discounts, coverages, payment plans, and features are not available in all states, in all GEICO companies, or in all situations. Boat and PWC coverages are underwritten by GEICO Marine Insurance Company. In the state of CA, program provided through Boat Association Insurance Services, license #0H87086. GEICO is a registered service mark of Government Employees Insurance Company, Washington, DC 20076; a Berkshire Hathaway 2021 GEICO 20_206641 4 8Inc.º subsidiary. N O R T©H J U LY 2 0 2 1 9

10 All the Power You Need

Letters

Cautious Navigation Recommended: Response To Josh Wheeler’s Kilisut Harbor Article from the February 2021 Issue Hi Joe, I love Mystery Bay, but I feel the article on Kilisut Harbor treats the difficulty of getting there much too lightly. It is not sufficient to just follow the markers. You see that circle with the exclamation point in it? I think that marks an obstruction and I can personally verify that there is only about 6 feet of water there or less. Since my boat draws 6 feet, I wasn’t about to keep going into a grounding condition. I got this snapshot from MarineWays.com. Leaving the bay, following the markers, our main chartplotter died and I had to use my phone. As the depth was getting shallow and I was thinking, “What is going on?” I zoomed in my phone chart and saw I was right by that exclamation point. If you aren’t zoomed in you won’t see it. In addition, near that obstruction the deepest water is not between the markers but on a dogleg.

Model Shown Beta 38

Engineered to be Serviced Easily!

Beta Marine West (Distributor) 400 Harbor Dr, Sausalito, CA 94965 415-332-3507

Pacific Northwest Dealer Network Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com

Fair Winds, Larry Schultz

Oregon Marine Industries Portland, OR 503-702-0123 info@betamarineoregon.com

Response to Marty McOmber’s “Evolution of Log Keeping” from the May 2021 Issue Hello 48° North,

Access Marine Seattle, WA 206-819-2439 info@betamarineengines.com www.betamarineengines.com

Thanks for publishing the article on maintaining a ship’s log. Keeping a log is more than a good idea. It is essential to figuring out what is happening, what has happened, and what is likely to happen regarding every operation of the boat. If and when there is a serious or even tragic event, the Coast Guard will need to see the log and the charts that you have been using to navigate. This may become evidence in a court case that could support or damn you, as the case may be. Of course, our memories are all a little faulty. A ship’s log will give you a true look on how things occurred, not how you “sort of” remember.

Sea Marine Port Townsend, WA 360-385-4000 info@betamarinepnw.com www.betamarinepnw.com Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH

Thanks again, Mike Bailey Bellingham, WA

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Let the Pros do it for you. Our master riggers are ready to help with all your rigging needs. Whether you own a traditional sailboat, offshore cruiser, club racer, high-tech dinghy or cutting-edge racer, you’ll enjoy easy ordering, guaranteed quality and fast, reliable service. To learn more about rigging services call 888-447-7444 and online at westmarine.com/riggingshop or visit us in Seattle at 1400 NW 45th St. 425-390-7409

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News & Events

NORTHWEST MARITIME CENTER ENVISIONS COMMUNITY CLASSROOM, BUYS NEARBY SWAN HOTEL With a need to expand their campus for growing programs and engaging more students, the Northwest Maritime Center (NWMC) in Port Townsend recently announced two pieces of big news: the eventual plan for a Community Classroom constructed on a newly-leased adjacent lot, and the immediate purchase of the Swan Hotel. In mid-June, the NWMC got the green light for a 30-year lease of the vacant lot across the street from the main campus for the construction of a community classroom. Though there is a need for more space, the plan will take time; NWMC executive director Jake Beattie acknowledged, “We have no near term plans for developing the property, but in due time we will be working to create program and classroom space to relieve some customer experience to educate more students who may be visiting from out of town. of the space pressure on our existing campus.” In purchasing and operating the hotel, and in securing a The bigger news is that of NWMC’s purchase of the Swan Hotel. The Swan is a picturesque, 13-room boutique hotel site for a new community classroom, the overall goal for the located on Water Street across from the NWMC that provides NWMC is to create a fully integrated campus that animates space for growth straight away. Obtaining both properties and anchors downtown Port Townsend, increases offis part of NWMC’s short- and long-term strategy to not only season educational tourism, and supports the center’s many have more space, but to also provide a reliable revenue classes and events. » www.nwmaritime.org center, the opportunity for more programs, and a seamless

FOULWEATHER BLUFF RACE IS ON, BUT CHANGING VENUES Corinthian Yacht Club of Edmonds' 41st Annual Foulweather Bluff Race will be held the first Saturday in October (the 2nd) this year, which is typical; but there are big changes in the works for 2021. The venue for the race, including the start and all shore-side activities, will move to Kingston — but the race will still take sailors to Foulweather Bluff and back. On Friday evening, Kingston Cove Yacht Club (KCYC) will host a welcome party, and the Saturday skipper’s meeting and awards celebration will also be hosted by KCYC. The Port of Kingston has blocked off all their guest moorage for the event, so there will be plenty of space available. Limited moorage will be available for those who still wish to base their boats out of Edmonds. The time is right for the Salish Sea sailing community to spend an October weekend together in Kingston, get to know each other again, have some fun, and go racing! All activities will be family-friendly and open to all ages. Foulweather Bluff 2021 is sponsored by CYC Edmonds, KCYC, the Port of Kingston, and the Port of Edmonds. Foulweather Bluff is a 48° North Top-25 qualifying race. » www.cycedmonds.org/foulweatherbluffrace 48º NORTH

ARTFUL SAILOR CELEBRATES CENTER FOR WOODEN BOATS WITH BASIC PALM AND NEEDLE WORKSHOP To celebrate the 45th anniversary of the Center for Wooden Boats, The Artful Sailor will present a half-day workshop on basic palm and needle canvas work. This workshop takes place at The Center For Wooden Boats in Seattle on August 28th. Space is limited, register at: » www.CWB.org or www.theartfulsailor.com

BOATS AFLOAT SHOW IS RETURNING SEPTEMBER 16-19, 2021 In light of recent updates to covid protocols by Governor Jay Inslee, the Northwest Yacht Brokers Association is thrilled to announce that the Lake Union Boats Afloat Show will return in September 2021. The Boats Afloat Show is an idyllic destination from which to launch your next grand adventure. Tour vessels of all brands and styles, speak with on-hand industry professionals, and experience the latest innovations in boating technology and gear. Get aweigh on the boat of your dreams at the Boats Afloat Show, the largest floating boat show on the West Coast. » www.boatsafloatshow.com

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In the biz...

MUSTANG SURVIVAL ACQUIRES OCEAN RODEO DRY WEAR Ocean Rodeo’s range of dry gear, and much of the Mustang Survival lineup, are used by R2AK participants, as well as other racers and action watersports athletes. Burnaby, BCbased Mustang has been (and continues to be) a sponsor of local adventure races, and Ocean Rodeo was headquartered it Victoria — so the news has local appeal. Here's What Mustang HQ Had To Say About It: Mustang Survival, the brand known for innovative solutions for the most demanding marine environments, recently announced the acquisition of the Ocean Rodeo Dry Wear business. Ocean Rodeo's innovative dry wear solutions for action watersports and commercial marine will be merged into the already impressive Mustang Survival Recreation and Professional dry wear assortment. In addition, Mustang Survival acquires interest in an impressive portfolio of intellectual property that the team of designers, developers, and engineers at Mustang Survival will utilize as the trusted leader in dry wear solutions from offshore sailing, kayak angling, paddling, and commercial marine. Commenting on the acquisition, Mustang Survival President, Jason Leggatt, said. “Mustang Survival and Ocean Rodeo have a deep shared commitment to technology and innovation. Our dry wear solutions are tried and tested in the deep cold of the Pacific Northwest and we know what it takes to build world-class dry wear solutions for the most demanding consumers....” Mustang Survival is working with Ocean Rodeo Dry Wear customers and suppliers for a smooth transition. Product will be showcased and sold via the Mustang Survival website. » www.mustangsurvival.com

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SWIFTSURE YACHTS WELCOMES NEW BROKER MOLLY HOWE Swiftsure Yachts is excited to welcome new broker Molly Howe to the team. A native of Maine, Molly brings a diverse array of maritime experience to Swiftsure, from an extensive dinghy and keelboat racing background to working on tugboats throughout the Pacific Northwest. Her love of sailing started at a young age, cruising with family on the Maine coast in the summer and the British Virgin Islands in the winter. A graduate of Maine Maritime Academy and a member of their sailing team, Molly holds a degree in Vessel Operations and Technology and a license as a 100 ton master, 500 ton mate with a Towing endorsement and Auxiliary Sail endorsement. Molly moved to the Pacific Northwest in 2015 with her husband. They own and race a Tasar and Melges 24, and live-aboard a Farr 50. Molly takes great interest in knowing the mechanical and operational side of all boats. Her versatile knowledge of vessels both sail and power-driven uniquely positions her to help find yachts that fit the exact criteria and needs of Swiftsure customers. Molly says, “I am having a great time... helping people find boats they love and will hopefully use often. The best boat you can own is one you use all the time!” » Molly works out of the Seattle Swiftsure office and can be contacted at molly@swiftsureyachts.com or (207) 745-3265.

Books

SAN JUAN ISLANDS: A BOATER'S GUIDE BOOK (2ND EDITION) By Shawn Breeding and Heather Bansmer Since 2007, Blue Latitude Press has redefined what a boating guide should be. Their new release, San Juan Islands: A Boater’s Guidebook - 2nd Edition, is the most up-to-date guide featuring the vibrant and pristine anchorages of Washington state’s cherished San Juan Islands. San Juan Islands provides boaters, charterers, kayakers, and any nautical adventurers with the whole experience, from navigating to shore-side exploring. Modern, GPS-accurate, full-page charts are derived from the latest NOAA charts and soundings as well as Blue Latitude’s own surveys. LIDAR data and digital elevation models have been used to accurately portray the terrestrial surroundings. Equal parts cruising guide and coffee table book, San Juan Islands is not only a valuable aid to mariners, but also a fantastic way to dream, plan your upcoming adventure, or relive idyllic days in the San Juans. » www.bluelatitudepress.com 48º NORTH

HOW TO BATTLE SEASICKNESS: 100 TIPS TO HELP YOU GET YOUR SEA LEGS By Michelle Segrest Michelle Segrest has experienced epic battles with seasickness while sailing the world on a 43-foot steel ketch. Beginners are not the only ones who suffer from the phenomenon — it also impacts experienced captains and seasoned sailors. In this e-book, Michelle combines exhaustive research with a few of her own grueling experiences. Most important, she offers 100 proven tips to help you understand the phenomenon, prevent it, and battle your way through it. Some of these methods are pharmaceutical, some are natural, some are psychological. She includes advice from doctors, sailors, mariners, fishermen, and professional captains in addition to her own recommendations after trying possibly every so-called remedy herself. There is no cure for seasickness. However, this book will help you find your sea legs and battle your way through it. » www.navigatecontent.com/ebooks

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45TH ANNUAL

WOODEN BOAT

FESTIVAL

PORT TOWNSEND, WA · SEPT 10–12, 2021

Bring the whole family! Free for kids 12 and under. speakers • demonstrations • boat builds • live music local food & brews • & tons of wooden boats! Earlybird tickets at woodenboat.org this August 48º NORTH

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Products News

» IMPACT FENDERS Protecting your boat from the dock is an important task, which is why two lifelong boaters committed themselves to building flat fenders that would get the job done across a variety of boats and docks. IMPACT Fenders integrate a closed cell recycled foam interior wrapped with a PVC coated polyester shell that is pliable enough to mold to any hull design. The fastening system connects with polypropylene webbing through stainless steel grommets and then to a cleat on your boat. Everything is adjustable and form fitting to your boat's hull for the right placement and maximum amount of surface area protection. IMPACT fenders come in nine colors and 2- or 3-inch thick options, won’t scratch off paint or gel coat, and can double as a seat or knee cushion. Recommended fender size per boat length is medium fenders for 14 to 25 feet, and large fenders for 25 to 60 feet. Similar to their fenders, IMPACT also has dock bumpers, piling pads, and other specialty boat protection products. Price: $98.95-$125.00 » www.ImpactFenders.com

» BLUE SEA SYSTEMS P12 BATTERY CHARGERS The new 25 and 40 amp P12 battery chargers from Blue Sea Systems are a sophisticated 12 volt charger designed with four-stage charging (bulk, absorption, pre-float, and float) for optimum performance and longest possible battery life. The P12’s unique Pre-Float charging stage tapers the charging current to batteries that are nearing full while also charging batteries that still have a way to go before reaching full charge. This assures that, regardless of battery size or age, all your batteries receive the most charging possible by the time the charger switches to float mode without overcharging any smaller or newer batteries in your banks. This Pre-Float feature is unique to Blue Sea Systems chargers and is especially useful if you have a large house battery and a smaller starting battery, as is typical on most boats. The P12 comes pre-programmed for use with Flooded, Gel, AGM, and TPPL (Thin Plate Pure Lead) batteries, and can charge as many as three separate batteries or battery banks. The 25A P12 charger is recommended for use with batteries or battery banks with a total capacity of up to 330 Ah and the 40A P12 Charger for banks with a total capacity of up to 440 Ah. Price: $628 – $799 » www.BlueSea.com

» ACR ELECTRONICS - BIVY STICK 2-WAY SATELLITE COMMUNICATION The new ACR Bivy Stick is the smallest and most efficient way to communicate from remote places where cellular service is not available. With a simple design and user interface on the app, it’s easy to share your location, get a weather report, send a message, or initiate an SOS. Lightweight and durable, the Bivy Stick is able to send two-way text messages to phone numbers or email addresses and unlimited pre-prepared messages for free. It also features location sharing and tracking and SOS communication on the app and device with service by Global Rescue. The device’s check-in button sends a preset message and your location without using your phone. Compatible with a wide variety of mounts, the Bivy Stick has 100% global satellite coverage, working anywhere you can see the sky, and receives a dedicated phone number that will not expire as long as your account is active. Price: $349 » www.Acrartex.com

48º NORTH

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DON’T LEAVE THE DOCK WITHOUT US

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West coast boaters know, it pays to have an Unlimited Towing Membership from BoatU.S. If you’re boating offshore, don’t leave the dock without it. GET UNLIMITED TOWING AND GET GOING!

*One year Unlimited Saltwater pricing. Details of services provided can be found online at BoatUS.com/Agree. 48º NORTH J U LY 2 0 2 1 17 TowBoatU.S. is not a rescue service. In an emergency situation, you must contact the Coast Guard or a government agency immediately.

Crossword and Trivia

The Atlantic bluefin tuna fishery is more than a thousand years old.

Tunas consume enormous amounts of food, some as much as 25 percent of their own body weight daily.

by Bryan Henry

More than 90 countries catch commercial quantities of tuna.

DID YOU KNOW?

Bluefin tuna can cross 5,000 miles of ocean in 50 days.

Among tuna varieties are: bluefin, blackfin, yellowfin, bigeye, bullet, frigate, and skipjack.

ACROSS

1 Back of the boat

Nurse sharks, which use suction instead of biting, can suck a conch out of its shell.

DOWN 1 Type of sailing vessel

5 Rope that ties something off

2 ____ the line

9 Sheltered inlet

3 Avoid

10 Direction in which the nose of 4 "The Hunt for __ October" the vessel is pointing movie 12 Swings off course 5 Record of a voyage 14 Peruvian port

15 Sea-related 17 Cajun stew

7 At right angles to the ship's keel

18 "Now I get it!"

19 Accompanies and protects another ship

11 Unrevealed, as feelings 13 Australian bird

21 Haul and tie up by means of a rope

16 One stranded in an isolated place

23 Navy non-com, abbr.

20 Roll over, as a boat that lists too far

25 Leaves stranded on an island, say

Of the 13 species of tuna worldwide, four dominate the market by value: yellowfin, bluefin, bigeye and albacore.

6 Pilot's skill

8 Find new lands

22 Disregards orders

Bull sharks headbutt prey to disable them. Some sharks can swim in water less than one foot deep. New species of fish are discovered annually on Australia’s Great Barrier Reef. More than 500 previously unknown animal species have been discovered in hydrothermal vents. Amongst fish named after fruits are the banana, wrasse, and pineapplefish. About 75 percent of all coral reefs are threatened habitats.

26 Scarf

23 Auto

27 Boat with multiple hulls

24 Electrical resistance unit

29 Adjust the sails

26 Put on board

32 Light rowboat for carrying passengers

28 Credit card company percentage rate

33 Brought up the sails

30 Near the center of

Parrotfish, trunkfish, triggerfish and other reef fishes are beneficial to coral reefs because they eat the algae that would otherwise grow out of control and smother the reef.

31 Boston's state, abbr.  Solution on page 49

48º NORTH

Modern coral reefs began forming about 8,000 years ago following the last ice age.

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THE STRONGEST NAME IN SAILING

PHOTO BY JAN ANDERSON

Maximizing technology for the sake of sailing, to deliver peak performance. Ask your rigger for high-performance Samson rigging lines: Experience the power of science + soul.

48º NORTH

SamsonRope.com

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Artist's View

Being an artist of nature, I often wish I could get more up close and personal with the critters I paint, especially the big ones. I did this with a Steller Sea Lion a few days ago, and it was a rather amazing experience. I smelled the recently deceased male before I saw him, upright on a rocky beach and just at the high tide mark. He didn’t appear to have suffered any external injuries, no bullet holes or prop cuts, so maybe he was just an old gentleman whose time had expired. I pondered my own mortality, went upwind of him, and sat nearby the bag of bones that was once a proud creature. I tried to imagine him corralling his harem and guarding against interlopers, feeding on salmon at night or taking a snooze on the Number 2 bell buoy off Port Townsend.

Sketches and story by Larry Eifert

These are threatened animals, protected under the Endangered Species Act, and I found it thrilling to be sitting there and getting to know this 2,000-pound animal. I felt his nose whiskers, stiff and worn down from sensing his prey as he fed at night. I felt his coarse throat, a real lion’s mane, hairs that shielded him from fights with other males. I ran my fingers along his back where the hair tended to be softer and saw his front arms where the skin looked more like that of a bat’s — a really big bat! This sea lion, the largest of the eared seals, has independent rear flippers so it can walk well on land. Other seals have to scoot along on their forelegs, but this huge creature would have been very agile. He was a magnificent animal, and the experience of being near him heightened my reverence for these Salish Sea locals.

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

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ULLMAN SAILS PNW

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Close to Water

SECRET SOCIETY OF THE LOWER COLUMBIA RIVER by Bruce Bateau

The author checks his charts in a quiet backwater slough. But by the time I was finally ready to launch, there were dark clouds and a stiff breeze out on Cathlamet Channel. I wasn’t keen to sail away and prospect for an anchorage at Puget Island, so I rowed out of the marina and turned into the protected waters of the adjacent Elochoman Slough. I passed a few houses and rowed a thousand feet more, just to the brushy edge of the Julia Butler Hansen National Wildlife Refuge. Aquatic weeds reached up from the muddy bottom. Probing with an oar, I noticed they were in just two feet of water; a few dark spots nearby showed a somewhat deeper bottom — how deep I wasn’t yet sure. The tide was predicted to drop another five feet. I knew the weeds wouldn’t survive in the air for long, but if I was reading the tide table correctly, everything around me would soon turn to mud. That wouldn’t be a problem for the boat, but it would complicate things if I wanted to leave at low tide the next day. A gray haired man nearby in a single-seat 15-foot aluminum boat gave me a friendly wave. He was clearly determined to stay out fishing until the last minute. Avoiding a few

With miles of backwater sloughs, scads of wildlife, and no competition for anchorages, I’ve often wondered why the Lower Columbia River is so empty of small cruising boats like mine. Row Bird is frequently the only one around, and surely the only boat with a captain under sixty. Sometimes it feels like my older friends and I who cruise the area constitute a secret society. Last fall, I found myself with an unexpected three-day weekend and rang up some pals who live and boat near Puget Island, Washington. Puget and its companion, Little Island, sit near the Washington shore, separated by a major side-channel of the Columbia. “I’m heading downriver,” I said. “Stop by,” they urged. I arrived late on a Friday afternoon with the idea of looping the island’s 15-mile circumference over the long weekend, starting from the Elochoman Marina in nearby Cathlamet, Washington. Retired, local small craft guy, Allen, met me at the parking lot as I rigged Row Bird up. We told stories, caught up on boat gossip, and swapped home-made goodies. 48º NORTH

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submerged logs, I found a hole, tossed out my lead line, and was satisfied to set my anchor in eight feet of water. Morning brought a clear sky and a faint breeze. Best of all, I was still afloat. I sailed out of the slough and slowly made my way towards Puget Island, a mile distant. As I arrived, I encountered the old fisherman again, just in time to watch him get dive bombed by an eagle. He was sitting at anchor, rod extended over the water and appeared quite calm, all things considered. As I sailed up, I asked if this kind of thing happened to him often. “Oh yes, he just sits up in that tree, waiting until I have two or three fish in the cooler,” he said matter of factly. “Then he just starts screaming.” Predatory fowl or not, fishing seemed like a good way to spend the day. I turned upstream in Birnie Slough, which separates Puget from Little Island. The area is a treasure trove of lost dreams; rusting hulks of old fishing boats and half finished yachts line the banks. But the lawn chairs set out on its many docks indicate that this hideaway area is still well-used and appreciated. A few barking dogs chased me from shore as I pottered along, enjoying the morning stillness and waving to the occasional neighbor. When I got back to Cathlamet Channel, I’d traveled about three miles and had three more to go before I could round the tip of the island to take advantage of the current and wind that was now on my nose. I’d hoped to make it to my friend Michael’s house on the other side of the island by early afternoon. But soon I noticed a skinny slough ahead. According to my chart, it sliced off the top couple of miles from the island — if the tide was high enough. Hovering at the entrance, I watched the tide fill the channel, weighing the risk of getting stranded, or having to turn around, against the thrill of floating through a route inaccessible to most boats. What the heck, I thought, turning Row Bird into the slough and surging forward, sped up by the current. I was thrilled at my pace, but leery of the banks and overhanging shrubs that threatened to snag my mast. Then, a few thousand feet in, I grounded on a sandbar. The water looked deeper ahead, I

The rotting corpse of a fishing boat long past its prime. told myself, so I climbed out of Row Bird and tugged her to a deeper pool. Five hundred feet later, I was certainly in deeper water, as evidenced by an old motor boat moored to a tiny dock, but it was choked with weeds. Even if I used my oar to pole along, I could barely make progress. Would the incoming tide help my situation, I wondered, or leave me hopelessly stranded? Checking my GPS, I could see that I was nearly twothirds of the way through my shortcut, but my path forward was uncertain. I decided to cut my losses and retreat back to Cathlamet Channel, where I clawed my way upriver, rounded the top of the island, and found that the wind had shifted back on my nose again. The combination of wind against current made for splashy sailing, but now I was making tangible progress. By the time I was approaching Michael’s house, I was cold, tired, and three hours late. He had to leave on other errands, so I arranged to meet him in the morning. After a quiet night in a bight, I rowed up to his waterfront house and beached Row Bird, grateful for company and a hot cup of coffee. We chatted about boats and life for a while; but when the tide started to turn in my favor, I decided to complete my circumnavigation, this time with a little less effort. As I rounded the final bit of island and prepared to head back to Cathlamet, there was that fisherman again. “Good morning to you,” I called. “Out all night?” “Oh, no, just back to get some more pikeminnow.” “How’s the catching?” I asked. He shrugged, “Wasting bait, wasting time.” “Oh?” I asked, a little surprised. This time he smiled. “There’s no place better to do it, though.” We nodded at each other, two stalwart members of the Lower Columbia’s secret society of boaters, united in appreciation of our less-traveled haven.

Bruce Bateau sails and rows traditional boats with a modern twist in Portland, Ore. His stories and adventures can be found at www.terrapintales.wordpress.com.

Bowpickers are a common sight on the Lower Columbia. 48º NORTH

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Three Sheets Northwest

SPRING SURPRISES

IN THE SAN JUANS

by Deborah Bach

The author's Passport 40, Rounder, anchored out off Yellow Island. We pulled into Rosario Resort on a gloriously warm Thursday afternoon and saw something we hadn’t expected to see — an almost empty marina. I walked up the dock as a group of geese and goslings swam in the shallow water beside it, stillness hanging in the air. This was Rosario as we’d never experienced it before, tranquil and fragrant, the promise of summer just around the corner. We’d encounter similar scenes over the two weeks in early May we spent poking around the San Juan Islands. Everywhere we went, there were empty mooring balls, dock space at state parks, near-deserted hiking trails, and wildflowers in bloom. Like many Pacific Northwest boaters, we typically head up to the islands during summer. In pre-covid times, Marty often traveled for work and was too busy in winter and spring to take vacation. And every winter there was some boat project that invariably stretched out right to the start of boating season, part of the (nine years and counting and finally almost done) refit of our 1984 Passport 40, Rounder. But last year we wrapped up a major hull project in the fall, sold our home in Seattle, and moved onto the boat in late February. We 48º NORTH

planned to start another boat project in May and found ourselves, gloriously, with time on our hands. We were both working remotely and there was nowhere we needed to be until we moved into our new house in July. So we headed up to the islands. Our first stop was Friday Harbor, where docking typically involves a fun game of dodge-and-weave to avoid the boats coming and going in various directions. Not this time. We motored relatively stress-free into our assigned slip, the nearest boat a few slips away. The normally busy customs dock was empty, the marina uncharacteristically quiet. The following morning, I was sitting in the cockpit drinking coffee and reading when the stillness was broken by a whoosh nearby. I looked up to see what looked like a dolphin (or maybe it was a porpoise) surface inside the marina, zooming across the water for a few seconds before diving back under. On Monday, weekend tourists emptied out and the town slipped back into sleepy mode. The day was overcast and chilly, a low mist hanging over nearby Brown Island. After finishing up with work, Marty and I walked over to Cease & Desist, a curiously named beer joint (yes, there’s a story behind that) with a great selection

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of rotating taps overlooking the harbor. As I sipped a passionfruit and coconut ale that tasted deliciously like a mimosa, we watched ferries arriving, feeling more like locals than transient boaters. The next day we popped over to Jones Island at lunch and miraculously snagged a spot at the state park dock — a bit of luck that would be nearly impossible in the summer, when even getting a mooring ball is difficult. On breaks from work, we walked the two trails looping around the island, past stands of madronas and clusters of brittle prickly pear cactus. The island’s two dozen campsites, many with breathtaking water views, were empty. We saw only two people on the trails. As the sun set, we sat in our cockpit feeling absurdly lucky, as we have many times during the past year, to be able to work from and experience such a spectacular place. From Jones we headed to Orcas to meet up with friends who recently bought a home there. Since they had a car, we were able to see more of the island than on previous visits and got a new appreciation for how much there is to see and do there. And eat. Boy, did we eat. We had dinner at Matia Kitchen & Bar in Eastsound, which had just opened four days prior. It was the first time any of us had eaten inside a restaurant since the start of the pandemic, and the meal turned out to be celebratory and unexpectedly special. Everything we ordered, from pan-roasted halibut to steak tartare, was thoughtfully prepared, perfectly cooked, and off-the-chart delicious. After a 6-mile hike up Turtleback Mountain on Mother’s Day, we headed hungrily to Buck Bay Shellfish Farm’s outdoor bistro

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Buck Bay Shellfish Farm's bistro features fresh oysters and other delicious dishes. and wine bar, which has picnic tables overlooking the bay and a fish market in a rustic old building. The vibe is low-key, the setting stunning. Over bottles of rosé, we dug into crab mac-andcheese, halibut sliders, oysters and crab cakes — all of which I would happily eat again. We liked the place so much that we decided to go to Obstruction Pass State Park, on the southeast end of East Sound, the following weekend so we could dinghy the mile or so to the county dock in the hamlet of Olga and make the short walk back to Buck Bay to try more of their delectable fare. It was another warm, sunny day, yet all three of the mooring balls in the anchorage were empty. One afternoon we took Rounder over to Yellow Island, about four miles from where we were moored in West Sound. A Nature Conservancy preserve since 1979, the island is known for its springtime wildflower displays. Dinghying ashore, we were met with a riotous display of red, purple, orange and yellow blooms. A tour group of kayakers onshore soon left and we spent the next few hours with our friends watching birds, walking the

island’s trail, wandering the beach and picking up pieces of sea glass. We headed back to Orcas filled with the day’s magic, happy and grateful. After saying goodbye to our friends, we headed to Rosario for a few nights. The store and restaurant overlooking the marina wasn’t yet open for the season, and the usual summer sounds of kids splashing in the outdoor pool were noticeably absent. We walked up the road to Moran State Park and along the trail looping around Cascade Lake, passing empty campsites along the way, then paddled on rented boards around the placid lake. We capped off the day with a trip to the indoor pool and whirlpool in Rosario’s spa, tucked into the bottom level of the historic Moran Mansion. Reservations are required because of covid guidelines, and since we had the only one at our allotted time, we had the place to ourselves. We swam lazy laps, enjoying views of Cascade Bay and forested mountains, then soaked in the whirlpool. After living on the boat for months, a soak felt like a decadent treat, especially for just $12 each (the cost of a spa pass for marina guests). We tore ourselves away from the islands after a couple of weeks, only because we had plans to meet up with our boat repair guru in Anacortes for a project. We’re already talking about a San Juans/Gulf islands trip next year (or sooner), and it won’t be in summer if we can help it. The weather might be better then, though we lucked out with sunny skies and warm temperatures most of the time. But experiencing the San Juans without the crowds made a region we’ve visited many times feel both familiar and wonderfully new. If it’s possible for us to fall in love with this spectacular corner of the world even a little more, we did.

Rounder on a mooring ball at Obstruction Pass State Park on Orcas Island.

Three Sheets Northwest is produced by Deborah Bach and Marty McOmber. You can find them sailing their Passport 40 around the Salish Sea and beyond.

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THANK YOU

FOR TEACHING ME TO ROW by Andy Cross

FOR LOVE OF THE WATER AND FAMILY… AND SHARING IT WITH OTHERS

ver the power of the wind and the rhythm of the waves pushing Yahtzee westward away from the coast of Central America, the buzzing phone in my pocket pulls me away from the moment just before losing cell service. It’s my parents, letting me know that my grandmother has passed away. A few hours later, surging forward underneath a blanket of twinkling stars on my first watch of what will be three days and nights and nearly 500 miles underway, I’m working through a sea of emotions — a building swell is running in my head. My immediate introspections are on how sublimely gratifying it is for our family to be on passage and the thrill of sailing downwind through the night in 20 knots of breeze and sizable following seas. At the same time, the voyage is bittersweet because Jill, Porter, Magnus, and I are sad to be leaving Nicaragua and the great times we’ve had there over the past two months. Yet, we’re excited for the future — summer in Alaska and new horizons beyond. With all of this, though, there’s an undercurrent of intense loss. My grandmother’s passing was expected, but still, it hurts deeply. Staring at the celestial array overhead with the wind at my back, my grief soon brings a smile to my face. Memories and stories flow about Halloween costumes she’d crafted for me and my siblings, gingerbread houses we’d constructed together

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at Christmas, and snatching food from the kitchen until she declared it closed. While the wave of anecdotes and gratitude wash over me, I keep coming back to one thing: sailing. Here I am on my own boat, sailing offshore under a beautiful night sky with my family — and I owe it to her. ROW FORTH My grandma, Sandra Cross, or Grandmom as we called her, loved Bass Lake — the little lake in Michigan where we grew up sailing. What’s more, she loved it when her family was on the water, whether in a canoe, kayak, sailboat, or powerboat. One of my fondest memories is of her teaching me how to row. Sitting on the boat’s stern seat, she began the lessons with how to move the oars in sync to make it track in a straight line, and opposite one another to turn. Then how to look over my shoulder to pilot the little boat where I wanted it to go on the lake. With her instruction, I learned how to be safe on the water and how to properly moor the boat and stow all the equipment when the day was done. I needed to do all of this, she said, before I could drive the outboard or sail on my own. Which I desperately wanted to do. When it did come time for me to learn how to use the outboard, at her urging, I had to study and pass my safe boater test and get my certificate. You see, Grandmom didn’t

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just teach me about the water, she taught others as well. She raised my dad and four uncles on the water before me and my siblings, and was one of the few female Coast Guard Auxiliary safe boating instructors in the United States at the time. As a father of two and sailing instructor myself, it’s a legacy I’m honored to carry on. Key to her approach when teaching me was to nurture my excitement for all things boating. She exposed me to new skills and experiences, and then stepped back and watched me flourish. Her rowing lessons opened up the freedom to make my own way into sailing, which unknowingly at the time, would become a lifelong endeavor. Like any of us, Grandmom was a complex person and had her struggles, especially towards the end of her life; and I contemplated those, too. However, with wind literally in my sails when I learned of her passing, it was impossible not to reflect on all the things I am, and all the things I hope I'm teaching my boys to be — some of which I carry on in her wake. SAIL ON When it comes to being on the water, I like it all, but I love sailing. Some of my earliest memories at the lake are racing on the family O’Day daysailer and Sunfish. Our sailing club — through which my great grandfather was an active racer well into his 80s — raced every Wednesday, Saturday, and Sunday, and the races began and ended right off of our dock. Though his daughter, my Grandmom, sailed in some of these races, I mostly remember her being on the race committee. While we were all rigging boats or scurrying from the house

The author heads out for a sail on Bass Lake, Michigan. 48º NORTH

On or near the water, Grandmom was in her element. wolfing down sandwiches, she’d check in with a thermos of coffee in one hand and a clipboard in the other before heading a couple docks away to hold race committee court. Man I loved those summer days…I still do. What I’ve come to appreciate in the years since is that, while these experiences may seem unique in the eyes of an observer, for our family, it was just a normal day at the lake. Being one of the lightest crew available, I was a top choice for many skippers — including my dad, uncles, and family friends. Every week, I’d make the rounds on various boats with captains who each handled the race course and wind conditions in their own way. My dad would whisper when the wind went light. My uncle would get worked into a flurry of excitement and expletives when we were ahead and extending our lead, which he did often. And an older family friend, Fred, would sit quiet and steady at the helm even when the wind howled and the rain pelted his well-loved yellow jacket that had long-since lost any waterproofing it may have had. From sailing on our little lake, I jumped into the big briny blue ocean on a delivery from Ft. Lauderdale, Florida, non-stop to Newport, Rhode Island, at age 19. That was the ultimate “Whoa!” moment that shot me into the sailing industry and sparked dreams of cruising on a boat with Jill and, someday, kids of our own. I remember calling Grandmom from Newport, describing the boat, the passage, and the immense sailing scene I’d suddenly found myself in. My enthusiasm probably jumped through the phone and, on the other end, she matched it with her own excitement. These calls to her would continue throughout my water-borne adventures and eventually extend into my writing. Fast forward through college racing and cruising with a variety of people on numerous boats, teaching sailing in Florida, the Caribbean, and Bahamas for years and Jill and I

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Porter, Magnus and Andy hang out on Yahtzee’s foredeck off the coast of Vancouver Island. were Pacific Northwest bound. When we bought Yahtzee in Seattle, I remember the elation and support from my parents, grandparents, and others. It’s one thing to chase your sailing dreams, but it’s another to have a cheering section of boaters behind you. Grandmom, in particular, loved following my blogs and articles about sailing throughout Oregon, Washington, British Columbia, Alaska, and eventually to Mexico and Central America. When we spoke, I could feel that my sailing stories flowed from me to her as she lived vicariously; considering her influence on me, I felt these were her stories, too. Amongst my grandmother’s sons, it was my dad who took his passion for sailing the furthest and has remained continually active as a sailor. Always keen for a cruising or racing adventure, my dad takes every opportunity he can to come sail with Jill, Porter, Magnus, and me; cruising in Washington, British Columbia, Alaska, and California, and racing in the Oregon Offshore Race. And I know Grandmom loved watching that passing-on of sailing through her family, from her father all the way down to her great-grandchildren.

other youth sports, has become increasingly specialized in the past few decades. These days, many young sailors never venture outside of their junior sailing programs to sail with adults, try new boats beyond the mainstream youth sailing classes, or race on an intergenerational team. These experiences are foundational to lifelong sailing participation and to developing the sailing skills to be a future champion.” I have only recently come to realize how growing up racing and sailing with so many people on different boats shaped the father, captain, and sailing coach I have become; whether I’m sailing with my wife and sons, friends, or students. In my experience, what matters most is that we’re out here together — families, friends, and acquaintances of all ages and abilities — learning from one another and passing along the joys of sailing to whomever we can. Whether she knew it or not, that is exactly what Grandmom did when she took her sons on the water, when she taught safe boater classes, when she worked on the race committee, or when she patiently sat in the back of a rowboat and calmly explained to her grandson how to make it move through the water. I don’t know how many miles have passed under all the keels of all the boats I’ve sailed, with all the people in all the places, since first dipping the oars of that little rowboat in the water. But I have my Grandmom to thank for each and every mile thereafter. That’s a gift I will never forget, never take for granted, and one I will always carry on in memory of her. Indeed, the last time I saw Grandmom, I took her hand off the armrest of her wheelchair, held it in mine, kissed her forehead and, with salty tears welling in my eyes, whispered: “Thank you for teaching me to row.”

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

SPREAD THE LOVE I write all of this not only as a tribute to my Grandmom or as an autobiography, but mostly as encouragement for people of all ages and backgrounds to get out on the water together. Sail with the young, young at heart, and everyone in between. It’s never too early to start someone into a life of boating and it’s never too late to feel the pull of the tiller in your hand, the wind in your hair, or the joy of sharing it with another person. Age doesn’t matter on the water and the ocean doesn’t care what generation you’re part of. Firsthand, I’m aware of the immense value of intergenerational sailing in order to grow the sport and lifestyle. It’s how I grew up. When I came across the following quote from a US Sailing article on the topic, that fact was really driven home — and it’s likely to resonate with many sailors: “Sailing with adults and on many different boat types was once the norm for young sailors. But youth sailing, like many 48º NORTH

Porter and Magnus carrying on the family sailing tradition. J U LY 2 0 2 1

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NEW CR A ZE:

WING FOILING by Joe Cline

Photo by Dan Kaseler.

“The least expensive and simplest way to foil on Puget Sound.”

sailboat in a San Juans anchorage after a pleasant sail. The hook holds, and after a little tidying up and a snack, the late afternoon thermal builds and fills the cove. I retrieve the foil board from where it is tied to the lifelines; then unpack the wing from its little backpack and pump it up. I wiggle into my wetsuit and drop into the chilly brine. I fly around the anchorage (or try to), perhaps dipping out into bigger water to catch a few wave rides for a lively and wildly fun hour, right up until it’s time for some sundowners and dinner. In terms of skills, equipment, and conditions, this fantasy is actually within reach for an enthusiastic beginner; and having a boat to launch from in exquisite Salish Sea surroundings makes it even more enticing.

hen somebody like Dalton Bergan, one of Seattle’s most accomplished sailors, enthusiastically talks your ear off about a new watersport that has captivated his interest… you listen. Dalton is a great guy as well as a phenomenal sailor, and he’s always fun to talk with about things boat-related or otherwise. But I’ve never seen him like this. So what’s he so keen on? Wing foiling. And it seems to be exploding into the next big thing. Wing foiling employs variations on concepts that will look familiar to anyone who has sailed, windsurfed, kiteboarded, or surfed. All of those pursuits now have people using hydrofoils to be lifted out of the water for reduced drag and higher speeds. Building on those predecessors, wing foiling is still in its infancy but strikes an appealing chord for its values of being relatively inexpensive, comparatively easy to learn, great for folks with limited time, and — crucial for the sunny season around Puget Sound — enormously fun in light-to-moderate breeze. Wing foilers can now be seen in many locations around the Pacific Northwest, in increasing numbers every day. Like for kiting and windsurfing, the Columbia Gorge near Hood River is a world-class locale for wing foiling. Unlike those other sports though, which are typically reserved for only the windiest days on PNW waters, “wingers” are out on Lake Washington, Lake Union, even Green Lake; as well as many saltwater locations in Seattle, Edmonds, Everett, Anacortes, and beyond in a variety of conditions. This seems like putting the conclusion before the argument, but I want to plant this seed for everything that follows. Going out wing foiling around Puget Sound seems pretty great on it’s own, but I’m already envisioning a dream scenario, and I haven’t even tried this sport yet. I see myself dropping a hook from a cruising

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WHAT EQUIPMENT IS REQUIRED? There are three primary pieces of equipment, each of which involve some amount of variation and decision-making: the wing, the board, and the foil. The wings are polyester sail material around an inflatable bladder structure, much like a kiteboarding kite. Different from the kite though, there’s a central strut in the bladder that divides the wing it two. On this central support are a series of handhold loops or, in some cases, a rigid bar to hold onto. Wings come in sizes ranging from 2 square meters to 7 square meters. Sensibly, bigger wings are better for lighter wind. According to Dalton, the board can be almost anything, though more and more purpose-built boards are being made. His first attempts were on an old windsurf board that he retrofitted with a bit of fiberglass reinforcement where the foil attached. He thinks it would be possible to do this with stand-up paddleboards

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One skill that most wingers work to develop is an effective pumping motion. This is first and foremost done with the lower body and board. Anyone who has seen videos of foil surfers will be familiar with a movement like this. Pumping the board up and down with one’s legs helps pass more water over the foil, and can help either get up or stay up on the foil. When wing foiling, pumping the wing simultaneously may also provide a bit of extra lift. I think this is important to clarify, and it’s something that Dalton and several other newer wing foilers emphasized. This really is wing-assisted foiling — meaning the focus and appeal centers around being up on the foil, and the wing is a tool to accomplish this. I was curious how much fun it would be just to play with a wing on a SUP — the answer seems to be some, but not nearly as much. For more advanced riders, especially in conditions where there are some waves, one of the goals is to hook into a wave, use your legs to pump the foil, let the wing fly behind you and just surf on the foil, carving the wave. Dalton said, “If it’s a windy day, what I’m really into is going out on the Sound near Golden Gardens, hooking into some wind swell, and just surfing. It’s really fun.” With this in mind, I like to think that wing foiling begins as a sail-oriented sport; and as you progress, it might become more of a surf-oriented sport.

or surfboards too, and was even talking about making his own hollow board out of plywood and fiberglass to save weight. Most riders choose a pre-made foil board that is about 5 feet in length or a bit longer. The more important consideration is buoyancy. A more buoyant and stable board between 100-140 liters is likely to be better for a beginner, with more advanced riders potentially choosing smaller, lighter, and more nimble boards. A mast extends underwater from an aft position on the board. At the end of that mast is the all-important foil… well, actually two of them. A larger primary foil extends just forward of the mast and provides lift with its downward-curving wing shape. A narrow fuselage runs aft from the foil behind the mast, and there’s a smaller foil on the trailing edge that provides stability. There are many variations in foil size and design, including nuance in aspect and chord length. Broadly speaking, larger foils are easier to learn on and better in light air. Smaller foils provide higher performance and greater maneuverability. For anyone getting into the sport in the Puget Sound region, everyone I’ve spoken to encourages getting a large foil. Dalton told me, “Light wind and beginner boards and foils can be thought of as essentially one-and-the-same.” That seems particularly serendipitous around the Sound where, along with a larger wing, it is likely to be the most frequently used set-up anyway. As you advance and/or if you live in a windier area like the Gorge, it’s likely that you’ll want a smaller wing, and perhaps a smaller foil too, to get out there in rowdier conditions. For all of the essential gear, which also includes leashes for wing and board, the likely range for a starter set-up is between $2,000-$4,000, and a bit less if you want to get creative retrofitting your board.

LEARNING TO WING FOIL Dalton told me the story of how he first became aware of wing foiling. He was on vacation on Maui. He said, “I saw people foiling on incredibly small waves. The problem is that I can't go surf real waves because I'm not paddle fit enough. It's pretty hard to surf if you're not doing it regularly. Even on 5-foot waves, you have to paddle out and paddle into the wave, and most people can’t just go do that. But here were these people surfing 2-foot waves and ripping. I thought, ‘Wow, I can do that.’” Dalton began learning to wing foil Memorial Day 2020, so his tenure isn’t particularly long; but he has progressed rapidly, in part because he gets out frequently, even if it's only for a brief ride. Considering the sport has only existed for a few years, he’s one of the area’s earliest adopters. Dalton doesn’t think he’s a very good case study for ease of learning because of his background with kiteboarding and foil kiting. Yet, he still wanted to emphasize that he thinks wing foiling is fairly accessible and easier to learn than similar alternatives. He says, “It is the least expensive and simplest way to foil on Puget Sound. And it isn’t easy, but it is great for someone up for the challenge of learning something new.” When learning, it may be helpful to break the mechanics down into small bites. Some of the schools in other parts of the world

HOW IT WORKS A rider assumes a surf stance on the foil board (one foot forward, one back) and holds the wing handles with both hands, positioning it to catch the wind. The wing position is infinitely adjustable, but generally, it is easier to capture breeze downwind than upwind. The forward hand tends to hold the wing in a desirable position, while the back hand works more like a sheet on a sail, adjusting the angle for more or less power. Upwind wing position might look similar in orientation to a windsurfing sail, with one wing tip near (but not in) the water. As the wing starts to draw the rider forward, water begins to pass over the underwater foil. Dalton estimates that only 5 or 6 knots of speed are required to get the foil working. With this speed, the foil will start to push the board and rider out of the water. As soon as you’re on the foil, speed will increase because drag is reduced — further increasing the efficiency of the foil. One of the first skills riders must develop is a sense of foreaft balance to adjust or maintain ride height on the foils. Foiling sailboats often have a mechanical device for ride height management (think of the wand on a Moth). With wing foiling, it is all body weight. Beginners will tend to lean back too much, fly too high, then crash. Developing a feel for how much weight to have on the front foot unlocks the fun in a major way. Once flying on the foil and balanced, wingers can start to play with various points of sail and maneuvers. It is possible to tack and jibe and stay on the foil. 48º NORTH

It is possible to retrofit boards made for other sports with a foil.

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that have started teaching wing foiling WHY ARE FOLKS SO EXCITED ABOUT IT? often recommend that your first day or One key to the sport's appeal for two could be on a SUP, instead of a foil the wingers I’ve spoken to has been board, so you can learn how the wing the amount of enjoyment they get works. Conversely, Dalton thought the from a small amount of time on local more critical learning might be about waters. Andy told me that when he used balancing on the foil. For this, he noted to windsurf, “We would drive to the that most cruising sailboats can tow you Gorge, which would take forever. We’d with enough speed (5-6 knots) to get windsurf and have a blast, but it was so you up on the foil and experimenting much driving time versus time on the with weight placement, ride height, and water. This is something where you can balance. go foiling in light wind near home.” I spoke to Andy Schmidt — an Dalton echoed this notion, and has Learning to balance on the foil doesn't Edmonds-based sailor and friend of been doing lots of sessions that last little necessarily require a wing. Being towed Dalton’s — who is just getting started in more than a half-hour or 45 minutes. He at 5-6 knots behind a cruising boat can wing foiling, in part thanks to Dalton’s says, “the hardest part is getting into provide useful experience. encouragement. Andy owns a 37your wetsuit.” He did a lot of learning on foot cruising sailboat and races Tasar Green Lake, taking advantage of the flat and Aero dinghies. He also used to windsurf and tried a bit of water. Recently, he’s been launching from a beach near the Ballard kiteboarding, but emphasized that it had been many years since Locks to take advantage of the current outflow to get up on the foil he even attempted either activity. He’s coming to the sport from in even lighter wind. Foiling in such light conditions involves quite a different vantage point than Dalton but, importantly, has also a bit of that pumping motion, so it’s good exercise — “you don’t found his entry into wing foiling very smooth and enjoyable. Andy have to go to the gym!” Vessel traffic coming out of the ship canal said a windsurfing background would mainly be helpful because of is part of the fun for that location too, and Dalton notes that he the prior knowledge of how to turn the board upwind or downwind. has foiled on boat wakes all the way from the mouth of the canal But he certainly didn’t think it was necessary. to West Point. Given that Andy is an experienced sailor, I wanted to know Another important draw is that this is a comparatively safe how sailing enters his brain when he’s trying to wing foil. He said, sport. Andy said he never got very into kiting, but was always “It’s weird having the wing, because you’re sheeting in and out intimidated by launching in potentially dangerous spots. like a sailboat, but sometimes you bring the wing over your head With wing foiling, you can launch from shore with trees around to depower. So it’s different movements, but it becomes muscle without any worry. He noted that the board is fairly easy to paddle, memory pretty quickly, even as a beginner.” and you’re not going to get stranded, which he said, “is a lot Andy has only had his wing foiling set-up for a few weeks, and better than a kiteboard” or the sinker-style windsurf boards had been out five times when we spoke. He says, “On my third time he used to ride. on the water, I was foiling for short distances.” He found some While it’s still exhilarating, the speeds when wing foiling are “flat-ish water where it was blowing 12-15” knots,” and both he lower than they would be kiting or windsurfing, and the wind and Dalton described these as ideal conditions for learning. He capturing apparatus has significantly lower loads. As such, the described his first foil ride like this, “Once you get enough speed, crashes just aren’t as hard on the body. There is a small worry you just lean back for a second and the board starts taking off like about landing on the foil when crashing, but both Andy and Dalton an airplane. Then you need to get your weight forward again.” He emphasized that this hasn’t been a problem for either of them and also stressed the learning curve with figuring out where your feet it’s quite easy to crash in such a way as to avoid the foil. are on the board because “you want just a touch of weather heel, With its accessibility in all these ways, the sport is drawing if you have too much the thing just turns upwind.” When you’re on in a lot of people in our region, and quick! Retailers around the the foil, you can adjust your feet but, for fore-aft movement, Andy world are having difficulty keeping wing foiling gear in stock. It is finding that just moving his hips a little bit is all it takes. is attracting all ages, and those with and without sailing, kiting, Andy lives near Richmond Beach and has been mainly going out or surfing backgrounds; and might be a good option for those in his local waters. And he hasn’t been alone. He told me, “There who have felt they had aged out of windsurfing or kiting. You can was also a woman with a stand-up paddleboard and a wing trying count me among the ranks of the fascinated, and I hope to give it a to learn. It’s a growing sport. My kids want a little wing to use with try soon — maybe even attempting to realize that dream of the stand-up paddleboard.” Andy has another friend who has been foiling around a San Juans anchorage. It is a safe bet that learning on Lake Washington and that’s where a lot of people are we’re all going to see a lot more wingers around the Pacific getting started. He’s also used his set-up off his cruising boat once, Northwest in years to come. pumping the wing up on the bow and launching from the stern. He says, “it’s definitely coming with us cruising!” To tap into some of the regional enthusiasm, check out Summing it up, Andy says, “It’s just another form of sailing, and the Northwest Wing Foiling Group on Facebook. is a lot of fun. It’s pretty neat when you get out of the water and all of a sudden it goes silent.” Joe Cline is the Managing Editor of 48° North. 48º NORTH

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LAGOON 42

48° NORTH BOAT TEST

by Joe Cline

an, this thing is effing massive.” I replied candidly, if inelegantly, when my tour guide for the day, Dan Krier, stepped aboard the Lagoon 42 catamaran on which I stood and asked me what I thought. Any new boat I review is a voyage of discovery. Yet, each time I’ve tested a new cruising catamaran, the result is at least as much ‘your author learns about cruising cats and cat sailing’ as it is a boat review. My lovely afternoon on the Lagoon 42 was hardly an exception though, perhaps with a number of these under my belt now, I’m not quite as green about it all as I once was. Nonetheless, my first impression still revealed my monohull-sailor’s-lens — the size, space, and luxury of the living areas on the Lagoon 42 were simply astounding; lovelier than some of the Lake Union houseboats nearby. A number of years ago, I reviewed the Lagoon 39, a design predecessor to the 42. The big development with the 39 had been that Lagoon chose to move the mast aft, allowing for a more balanced and high-aspect sailplan. A few years later, some of those innovations were employed and improved in a 42-foot design and the Lagoon 42 made its debut. Several of those evolutions center on weight reduction and hull design, and our sailing experience positively reflected these steps forward. Sailing the Lagoon 42 was simple and enjoyable. As is often the case, the light to moderate conditions on Lake Union weren’t what the boat was built for — but let me assure you, I had more fun than I expected. The boat’s sail plan is made more powerful and effective by the addition of a Code Zero. Dan told me he orders all stock boats with one because you really want it for cruising in the PNW — I agree completely, but more on this sail and its application later.

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We casually untied dock lines and maneuvered out of the marina area. Even with all of its heft and windage, the boat is maneuverable enough with its two Yanmar-powered saidrives that there’s no need for a bow thruster. We hoisted the main effortlessly with the electric winch and unfurled the jib. The total time from leaving the dock to sailing was approximately 86 seconds. Easy. The boat moved admirably to weather with the square-top main and self tacking jib. In 4 to 8 knots, we were able to make 3 to 4 knots of boat speed and push our true wind angles close enough to the breeze to compete with many cruising monohulls. To be fair, everything about the boat feels better if you sail a bit fatter, a little further from the wind — it’s certainly how I would sail it, anyway. So, real-life performance to weather is good by cruising catamaran standards, but that’s not among the design’s top priorities. And, as I like to say, all boat design is a compromise. Driving and trimming were a cinch with the go-to sailplan (main and jib), and the raised helm station is really a full-on control center. Everything you need to sail the boat — from engine ignition and controls to sheets and sail adjustments and the impressive navigation and instrument display — leads to that single helm station where there is a bench seat wide enough to accommodate two sailors. There are two adjacent winches to share the load, one of which is electric. Rather than overwork ourselves with the top-handle winch, we used the electric winch more frequently. The position of the helm station is important because of how high it is above the deck and the water. Visibility can be a challenge on a boat this big and broad; but both standing and sitting at the helm gave

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me 360 degree views and I never once worried about my ability to see around me. Trimming the boat is an interesting balance between a somewhat adjustable jib and an extraordinarily adjustable main. It’s not news that self-tacking jibs can leave something to be desired in terms of malleability and shape for those, like me, with CSTS (Compulsive Sail Tweaking Syndrome). Overall, I liked the shape we achieved with the self-tacker, and I appreciated the athwartships-adjustable stopping pins on the track, which enabled alteration of the sheeting angle. The mainsail on the other hand, is highly adjustable thanks in part to an unthinkably wide traveller track. Adjusting the traveller is important, because the mainsheet does double duty for standard sheeting and boom height — as with most cruising cats, there is no boom vang. In windy downwind conditions, I imagine you’d be glad to have every inch of that traveller. On our test day, it stayed within about two feet of center and drove the boat well. Maneuvers are a slower proposition on any cruising cat compared to a similarly-sized monohull, but the Lagoon 42 went through her paces with leisurely grace. With even a small amount of boat speed, getting through a tack required no assistance from backwinding the jib (kind of challenging with the self tacker) or goosing the turn with motor power. After making our way upwind toward the south end of the lake, we unfurled the massive Code Zero and started to have even more fun. The big sail offers a great deal of versatility, adding a lot of sail area and oomph for headings ranging from a close reach down to a full run. Not that I think anyone is likely to choose to spend much time at it, but we even played with sailing wing-on-wing with the Code Zero. There was lots to like about the sail right out of the box, and the sheeting and trimming appointments were well placed. Unlike pretty much everything else, the Code Zero can’t be trimmed from the helm. Instead, it sheets to winches on the aft quarter of the cockpit area. These winches are waist height when standing, giving a powerful ergonomic position for the trimmer. True sail shape geeks may look to add a clever aftermarket tweaker of some kind to offer twistier profiles in lighter air, but the sail design gives a lot of versatility for upwind

sailing. The Code Zero adds a lot to the way the boat sails. On reaching angles, our speed jumped up to 5 knots — really nice in those conditions. With the Code Zero furler little more than a couple feet forward of the jib furler and headstay, one must furl the sail to change tacks. It’s a smooth running furler, so you don’t need to be an America’s Cup athlete to wind the sail in for a maneuver. Our light lake conditions didn’t really show another important innovation on the Lagoon 42 while sailing, but winding the Yanmars up to the max did. The design of the hulls is focused on bow buoyancy. These aren’t flat-bottomed daggers aimed at planing, but when we brought the boat up to 9 knots (a speed you would very reasonably expect to see and exceed when reaching or running in a stiff breeze), the boat had a very bowup trim. Images of the boat sailing in heavy air confirm what we felt under power. This boat trim tendency is crucial for a cruising cat which, with its surplus of space, may get loaded down with gear while living aboard. You don’t want even a heavily loaded cat to be bow heavy or at risk of digging into waves, and the Lagoon 42’s hull forms offer all the assurance a sailor could hope for in this department. I’ve written and maintain that a cruising catamaran would be my boat of choice when it comes to pure enjoyment at some quiet PNW anchorages. The interior accommodations almost leave me speechless. The expansive cockpit is perfect for all-season cruising since it is covered by the coachroof, and I imagine that most meals would be enjoyed around its table. Single-level living with a modern indoor-outdoor feel is handsomely accomplished between that large cockpit and the saloon just ahead of it. In that saloon, you’ve got what is clearly among the most functional and luxurious galleys around — if there was such a thing as a chef’s kitchen on a boat, this is it. The galley would be a challenge on a heeling monohull with few options for bracing, but on a stable cat like this, it works and I’d love to cook there. The two hulls are broad enough to offer a full queen aftberth with walk around sides, lots of light, and standing headroom. Depending on intended use, there are threeor four-cabin layouts available. Our test boat’s threecabin “owner’s version” would no doubt be my choice, with the comfort and privacy of your own hull with the aforementioned queen berth, as well as lots of additional storage, a desk for working remotely, and a gigantic head with separate monster shower. As I said to Dan at the start of our day, this is a seriously big boat with oodles of room, style, and comfort. These cruising catamarans are getting to be better and better sailing vessels, and the Lagoon 42 is one of the latest and best designs embodying this balance of performance and the combination of strength, stability, storage, and space you’d want on a goanywhere cruising boat. The bonus with the Lagoon 42 is that you get all of that liveability in a package that is still manageable in tight quarters and easy to sail for a family, a couple, or even a singlehander.

The walk-around queen berths in each hull are light filled and luxurious. 48º NORTH

Joe Cline is the Managing Editor of 48° North.

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GRATEFUL FOR 360 OF (type-two) FUN

MILES

by Genevieve Fisher Photo by Jeremy J. Johnson.

TE A M G R ATITU D E ’ S WA 3 6 0

fter much deliberation and possibly a dark-and-stormy or two, I decided to join a new sailing team that was registered for the inaugural Washington 360 Race (WA360). I’ve been buoy racing since I was 12 years old but, until now, I had never raced more than 100 miles or 24 hours, whichever came first. Lucky for me, a group of cruising friends were putting together a fun program on Ben Kershner’s Melges 24, Team Gratitude. The crew of well-seasoned adventurers had plenty of experience to lend, from offshore Hobie sailing (Judah) to crossing the straits in gale force winds (Ben, Sarah). Our goal was to turn a wet-sailed 100 series (read: older and without the fastest bottom) 24-foot sport boat into a liveable racing vessel. Twenty-four feet may sound small, but after building out two awesome

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bunk extensions made of plywood and paracord, we renamed the boat our two-bedroom four-bath — it would probably rent for around $1,800 a month in Seattle. Add in a few creative storage solutions for food and dry bags, and we had ourselves a pretty good setup. The WA360 has very few rules; human power is allowed, but engines are not. Our biggest modifications were adding two trapeze wires on each side (in case of big breeze) and a pedal drive (in case of no breeze). Fast forward a few months of practice sails, unending boat work days and late night planning sessions, and we found ourselves in Port Townsend putting on the finishing touches. The wind forecasts didn’t look too promising but the pedal drive would give us an extra 2 knots speed when we needed it. Still, with a course that brings racers

from Port Townsend to Olympia, then inside Whidbey Island, through either the Swinomish Channel or Deception Pass, into Bellingham Bay, and on to Point Roberts before returning to Port Townsend… That would be an awfully long way to pedal. When race day finally came, we were presented with two questions — why do they start a 360 mile race at 6 in the morning, and should we take the Port Townsend Canal? The Canal is easy to write off, but it looked like a strong option, both for potential current relief and to shave off some distance. We were relieved to see some other teams head in that direction, and we followed their lead. Our first tactical decision in the books and it paid off. There was just one hitch: the current absolutely rips north under that bridge, and it turns out you can’t go between the pilings J U LY 2 0 2 1

Any time off the pedals was reason to smile! Colvos was definitely a winning move. It was a long night of working the various eddies, but we finally made it to Tacoma Narrows around 2:30 a.m. during a big flood. Perfect! Sarah and I drove under the bridge while the guys slept, coasting quietly beneath a moonless night brimming with stars. We caught up with Team Sail Like a Girl’s Melges 32 more than once, but they always managed to get away. Slowly, the world started to wake up around us with an orange sky and very little wind. We made the decision to go north of Anderson Island trying to save even more distance, but got caught in some big adverse current that we weren’t expecting. Day 2 was a wild one! We turned the corner for Olympia around noon and we hadn’t seen wind in ages. The four of us took turns on the pedals on what felt like an 80 degree day. By 2 p.m. we were soaking our hats and t-shirts in the ice cold saltwater

and putting them back on just to cool down. So. Much. Pedaling! Exiting Olympia Shoal, we were trying to get a little creative by taking a shortcut along a shallow area when we noticed a huge, dark shelf cloud looming on the eastern horizon. A front was filling in, and fast. Judah identified the cloud as matching one he saw in the Gulf of Mexico before a 45 knot squall, and we got busy preparing the boat for a big blow. We went from barefoot and shorts to full foul weather gear, life jackets, tethers, trapeze harnesses, boots, and even managed to tune the rig, stow the pedal drive, reef the main and engulf some lunch, all in 30 minutes flat. It wasn’t 45 knots, but we did see about 25 and we were glad to harness every minute of it. It turned out to be the best breeze of the race. We had Sarah and Ben out on the trapeze and got the boat up on a plane. I drove a lot of that afternoon and enjoyed

and the shore on the far right side. Trust us on that one. Another hot tip: don’t put the person who’s looking at the chart on the pedal drive, facing backwards… It was a soft grounding, and we continued on fairly unscathed, if a little embarrassed. We emerged from the canal having picked off a couple boats and were excited to work the next stretch of the course. We dug our way into a building southerly breeze and had a blast match racing the other Melges for a while. This was probably our first inkling that our boat might be able to hold its own. There were some fun stories flying around already, and we heard about one woman, Team Interstice, who was rowing straight down Hood Canal and planned to portage her boat the 2 miles over land to Case Inlet in south Puget Sound. Major points for creativity! We cruised along at 6 or 7 knots down to Foulweather Bluff until about 1 p.m. when the wind shut off and wouldn't reappear until well into the next day. At this point, we were wondering if we’d signed up for a bike race. We took 30 minute shifts on the pedal drive, rotating to conserve energy. As we approached Vashon Island, there was much debate about whether or not to actually take Colvos Passage. The ageold adage is that Colvos always flows north, but that’s not necessarily true. You don’t usually find breeze on the west side of Vashon, but Colvos does cut about five miles off the course. We tried hoisting a spinnaker but it was short lived, and we continued to pedal. I was scheduled for the first shift off watch from 6 p.m. to midnight.

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the challenge of steering through the puffs. That particular squall took a few other teams by surprise too — Team Fully Insured was caught with too much sail area out and actually capsized, snapping their mast in two and breaking their rudder. Ironic boat name, we know. We burned the rest of the breeze on an awesome spinnaker run up to Shilshole under Ben and Judah’s evening watch. We got to the marina at about midnight, where we stopped to fill up our water jugs and I ran down to my boat to kiss my sleeping dog and my husband who met us at the dock. In reality, we probably only stopped for about four and a half minutes, but it felt like we were on borrowed time. Back on the course, we made quick progress up towards Whidbey Island until the wind started to die around sunrise. We think we fell back a few places in the early morning to boats who held their kites longer or could point a little better downwind. I, for one, was falling asleep at the helm. Day 3 brought one of the biggest decisions of the race: Swinomish Channel vs. Deception Pass. You have to go through one or the other, and it’s not an easy choice. There wasn’t much wind, so we knew we’d be biking if we went up Swinomish, which is about 11 miles long. Deception would get us to the breeze faster but it also added

an extra 5 miles, and the swell would be huge with the incoming tide. Team Mustang Survival Ocean Watch — the other Melges 24 in the race — was moving steadily in that direction, so we decided to try our luck with Swinomish. The current at LaConner turns a little later, so we still had a favorable river to carry us out at the time we got there. I steered us through some puffy conditions in the narrow, shallow channel where we navigated around various non-racing vessel traffic. We had been through once before on a practice sail, but on that run our pedal drive had failed halfway through. This time it held strong. In the end, we closed some of the distance between us and the top pack, but most boats did well on the outside too. We still think it was the right choice, but saw no major gains. I asked the team about Bellingham Bay, which I happened to sleep through on this race as well as on our practice sail — I still have never seen that mark! Ben was also off watch, so all he could tell me was that the wind was under 10 knots because he was sleeping on the bottom of the bunk as opposed to on the walls. Judah remembers dousing and hoisting the kite and pedaling between wind lines, changing modes several times between Vendovi Island and Bellingham Bay. Inside the bay, the wind picked up, but Sarah said the

When all-out human power was required, it involved one on the pedal drive, two using paddles, and the last driving the boat while pumping the mainsail. Photo by Jeremy J. Johnson. 48º NORTH

2:30 a.m. was the perfect time for a Narrows transit, because it was with the tide. mark was surprisingly hard to find, even in the daylight. After rounding, most boats went quite a ways south of Portage Island, careful of the reef that stretches almost all the way down to Bellingham rock. Not Sarah and Judah — they did some quick tidal math and found a narrow spot where, if you threaded the needle, you could make it through just south of the island itself. I’m not so sure we would have gone this way had the boat owner not been sleeping peacefully below deck, but they went for it. When I awoke at midnight on Day 4, we were just exiting Hale Passage. We had plenty of breeze and it was building. Ben and I hoisted the spinnaker and sent it up to Point Roberts on a reach, going all out for what could be our last day on the course. I kept us reaching as high as I could, only turning down when I felt us start to slip. Ben trimmed the kite through every puff, all muscle. When we rounded the Point Roberts nun in the dead of night, all we could see was a blur of red as we sailed past. Ben took the helm for a bit and pointed straight for the San Juan Islands. The wild thing was that we were moving so fast we kept scaring the fish, and because of the bioluminescence, you could see them darting away from the hull in every wave we crossed. As day broke, the breeze stayed on and one boat, Team Gulls on Buoys, dismasted in Rosario Strait. Sarah came on watch and took J U LY 2 0 2 1

Ben’s place on the trapeze, and soon we found ourselves in a wind shift near Orcas — no longer able to hold our point. We woke Judah an hour before his shift ended, needing more weight on the rail and a fresh take on tactics. We adjusted our sails, and realized I had been driving for almost nine hours straight. Around noon, I awoke from a very welcome nap and came on deck to find the Strait of Juan de Fuca dead calm as we approached Smith Island. Little did I know we would spend the next four-and-a-half hours pedaling, paddling, and quite literally pumping our mainsail through the home stretch, as the current started ebbing out of Puget Sound with a vengeance, impeding progress to the finish in Port Townsend. The wind was nowhere to be found. We furled the jib, sweated it out, and spent the last ounce of our mental energy picking a course through the strong adverse current sweeping us away from the point. I think I can speak for most teams that completed the course that afternoon when I say we laid it all out on the line, and I don’t think I’ve ever been so happy to see a finish line. I had no interest in pedaling another mile or eating another Mountain House for at least a month. Even if it was the lasagna. There’s a great photo of us laughing as we ring the finish bell because, in true form, we all tried to ring it at the

same time and no sound came out. Our significant others and our wonderful sponsor, Angela from Dockside Mail, had been total tracker junkies. They met us at the finish with champagne and a big sign for Team Gratitude. We finished 8th, but what made us smile the most is that while we were on the water, we hit our goal of raising $2,000 for island conservation through the nonprofit Seacology. We congratulated Trickster and the Lost Boys, the teams who finished before and after us, and stayed awake

just long enough to shower and order takeout. It was a beautiful, challenging, exhausting race, and I would do it all again in a heartbeat.

Genevieve Fisher is a lifelong sailor and active racer who lives aboard with her husband on a J/40 in Seattle, WA. She's the Founder and Creative Director of Eco Collective. Check www.instagram.com/ sailteamgratitude/ for a tour of the team's race boat.

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PACIFIC NORTHWEST

OFFSHORE • R AC E REP O RT •

Formerly known as the Oregon Offshore Race, the new Pacific Northwest Offshore was a go for 2021 with a new pre-start location in Ilwaco; and with the U.S./Canada border still closed, there was a new finish location in Port Angeles. Historically a feeder race for Swiftsure in May, this year covid threw a wrinkle in the lead up, canceling Swiftsure; and the CYC Portland race organizers wisely elected to push the start to June in hopes that the pandemic would wane and allow the race to go off. That worked out exceptionally well, with 24 boats and their crews enjoying the lost art of pre- and post-race mingling and proper dock parties. After so many race cancellations over the last year, particularly the overnighters, it was clear the local sailing community was eager for some distance racing. At least seven boats made the 200-plus nautical mile delivery from the Salish Sea down to the start, just to turn around and race back “home”, and I didn’t hear anyone complaining about the sunshine, warm air, and longer days that June brought to the race. We all know the Washington coast can be a tough place. Northwesterlies are the norm, and a robust NW swell is all but a given. So it was a beautiful moment when, two days out from the start, ALL the weather models agreed this year was going to be a solid southerly all the way up the coast to Cape Flattery,

Kite up and send it off the start. Photo by Maria Swearingen. 48º NORTH

Chris and Justin happy at the finish in Port Angeles. Photo by Lilli Matzke and Maxine Kinnison. and with mild conditions leading up to the race, the NW swell would do its best to lay down, too. Onboard Raku — a J/111 that Chris and I doublehanded — we had to pinch ourselves. Could we really get a spinnaker run for 132 miles all the way to the Strait of Juan de Fuca? I must have checked the various forecast models 50 times during the two days we were hanging out at the hospitality house in Ilwaco, and the message was unwavering — SW-SE 10-20 knots. No exceptions. Obviously, the little iconic Dog Patch 26, Moonshine, under the new ownership of Marc Andrea-Kilmaschewski and with navigational help from David Rogers, were licking their chops and breathing a sigh of relief — the mini-sled has proved itself many a time racing to Hawaii, and would be perfectly happy zooming downwind instead of bashing uphill for 132 miles. Well, let’s do this then! Kite up as the gun went off, and send it all day and night long. Holy cow, it was the real deal. As is commonly the case, the scratch boat — Wylie 70 Rage — stretched its long waterline legs and disappeared over the horizon. Raku followed, a bit lonesome. We were too far from Rage to have a battle and too far in front of the majority of the fleet that got to swap jibes all the way up the coast. For those following the race on the Yellowbrick tracker, the boats were often so close together it was difficult to tell how many boats were in one place until you zoomed way in. The conditions really couldn’t have been better. I’m not sure we ever saw less than 10 knots of breeze and only the tail end of the fleet saw over 20 knots. To be fair, the crew on Jubilee, a C&C 34, saw over 50 knots from behind as the low providing our glorious southerlies finally pushed towards the coast. That was the first leg of the race. The second leg, 60 miles down the Strait of Juan de Fuca, was a whole ‘nother ball of string. Rage rounded Cape Flattery, Raku rounded a few hours later, and then the fleet rounded a few hours later. Rage started going backwards, swept west by the strong ebb and no clear path of breeze and Raku started going backwards, too. The fleet got

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The view from onboard the J/99 Dash. Photo by Ken Machtley. compressed, with several boats including Time Bandit (J/120), Velocity (J/42), and Gone with the Wind (C&C 99) hugging the Washington coast, making solid progress in the current relief. Others, like The Boss (J/35), Free Bowl of Soup (J/105), and Dash (J/99) struck out towards the middle of the Straits, where Rage and Raku languished, making the slowest progress towards the finish. The hope was to find more breeze in the middle to overcome the, at times, 2 knot ebb. Remember, the border was still closed, which meant the Straits were suddenly half as wide. On Raku, I can’t count how many times we saw breeze “over there” on the other side of the border, where one must not go. As the tide switched, progress east improved and it appears the middle of the Straits paid well for The Boss, Free Bowl of Soup, and Dash, as they kept pace. At times, these boats even got ahead of the faster Time Bandit coming out from the shoreline to the stronger flood in the middle. Rage coasted across the line at a very civil 7:30 p.m., 33.5 hours after the start, to take line honors. Raku and The Boss closed in on the Ediz Hook turn point outside of Port Angeles right at sunset, just as the next ebb started to beat the boats back from the finish. Five miles out, The Boss was only 1.5 miles behind Raku and looking solid for the overall. Raku owed The Boss 87 minutes, and well, it couldn’t possibly take 87 minutes to go 1.5nm could it? Oh, my friend, have you ever been to a sailboat race? The Boss ghosted across the line in the dark after a brilliant sail down the Straits and 110 minutes after Raku. As it happened, Raku wound up first in the doublehanded division, and first overall. The Boss landed in second overall and first in PHRF Class A2. Meanwhile, Dash, in their first offshore race, having only just launched last fall, filled out the podium in third overall. Should I mention that was a clean sweep by the northern contingent that delivered down from the Salish Sea for the race? Four of the finishers (Moonshine, Dash, The Boss, and Raku) are among the 20-something boats from the PNW that are signed up for the 2022 Pacific Cup, and were using the PNW Offshore 48º NORTH

as their 150-nautical-mile qualifier. Check that box! Whales! There were multiple reports of seeing “a dozen” or “20-30” humpback whales concentrated in a pod, with at least three boats noting very close encounters as we passed north through what seemed to be a south-moving group. This is not a scientific study, but there seemed to be two clues we were amongst the whales. First, there was far more bird activity; and second, you could smell them. Yep, those whale spouts aren’t exactly minty fresh. It was an exceptional race! Here’s to the return of more good sailing times and more offshore sailing opportunities in the Pacific Northwest! By Justin Wolfe

A PNW Offshore like this means big smiles. Photo by Justin Wolfe. J U LY 2 0 2 1

BLAKE ISLAND • RACE REPORT •

The third and final installment of Seattle Yacht Club’s (SYC) triple-fun Tri-Island Series — the Blake Island Race — was as good as it gets. Forecast conditions looked moderate with the chance for a little rain. What we wound up getting was sunshine and breeze to blow dogs off chains! This final event drew 48 boats to the waters in front of Seattle. The race begins off of Shilshole Bay Marina, and then has a couple of unique elements — you may round Blake Island in either direction; and the finish is not where you started, but instead over in front of Elliott Bay Marina where the awards ceremony and party take place. The race started in the predicted southerly wind band. Most boats were in a middle option for headsail choice — not their lightest air jibs, but also not in the heavy air sails they’d wish they were sailing only a short time. The jockeying for position up the West Point shore went about as usual, before boats made a bee-line for the Bainbridge Island shore. The lifts along the northwest shore of Discovery Park were significant enough that boats that made the westerly jump toward Bainbridge early were hurt by that call. After the first-to-start ORC big boats drag-raced across the Sound, we found favorable breeze and current along the Bainbridge shore. The more you dug in, the better you did. These

48º NORTH

four boats traded tacks and gains along the shore. By Restoration Point, the breeze had built above 20, and the game was in trying to be as efficient and controlled as possible, while being inescapably overpowered. Anemometers registered consistent breeze in the low 20s with a max gust of 30. It was windy! Aboard TP 52 Glory, things were looking pretty good until on a near-final approach to the bear away at Blake Island we discovered a vertical split in the foot of the jib, stopping at the lowest batten pocket. In the heavy air, it was hard to imagine this thing wasn’t going to zipper all the way up. Worse, as we neared the island, we saw that we weren’t going to get the lifts that would allow us to clear the south end on this board. With the turn just boat lengths away, a sail change was pretty much off the table. We were going to have to tack this busted jib… twice. With caution and trepidation, we tacked slowly and sheeted gently and held our breath. It stayed together for one. Back we went in the same careful fashion. It made it! The ORC fleet cracked off around the island, with Glory just leading, Zvi and Mist close behind, and Smoke a little further back. Kites went up in the strong breeze and there were a couple exciting wipeouts. Zvi managed to use an anchored freighter south of Bainbridge to split with Glory, getting a bit of separation and a lead. But it wasn’t enough. No more position changes around the course, and the corrections put all three TP 52s ahead of Zvi on the day, and Glory taking the day and eeking out the series win. It was as quick as this race gets, with all ORC boats finishing the 21 mile course in just over two-and-a-half hours. Around the fleet, the breeze left many sailors smiling, while wreaking a bit of havoc too. Six boats had to retire. The boats that finished quickly had a perfect day of it. The boats that were on the course a little longer endured more upwind sailing in the big breeze when it clocked northerly in a hurry in the early afternoon. SYC ran a great series, and it was really terrific to end it on such a high note! By Joe Cline | Photos by Elise Sivilay

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48º NORTH

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LEUKEMIA CUP 2021 • R ACE REPORT •

The Leukemia Cup has become an early summer stalwart for Seattle sailors. The event, as much as any other, retains an unflagging focus on the real meaning of the day — raising funds for the Leukemia & Lymphoma Society, and having a lot of fun along the way. There is a sailboat race too, of course… well, there was kind of a race in 2021. Light wind going to nearly nothing kept an already casual regatta even more laid back. Attendance was quite good with more than 30 boats on the water. Out on Glen Bonci’s Perry designed 70-footer, Meridian, Leif Fuhriman and Jennifer Mathis had a great time with a large crew of friends. Leif reports, “The start was good! There was some breeze and it was fun to watch Zvi, Smoke, and Sonic put their kites up and blast away from everybody.” After the nice wind got things going, the sailable conditions slowly evaporated. Leif said, “You hit the Seattle waterfront and head back upwind, and a third of the way up the beat, it went from 10 knots to 4 knots of wind or less. A lot of the small boats weren’t going to make it around, and we even skipped the final mark on Meridian as the breeze pretty well disappeared.” No big deal, though, since the regatta really plays second fiddle to the fundraiser. A number of participating boats made gargantuan efforts. Leif heard that the crew of the Reichel Pugh 55, Zvi, raised a combined $18,000. Another individual raised more than $20,000! Nearly $60,000 was raised before the event, and it was announced at the dock after the sailing was done for the day that — with the addition of the items sold at the auction and other day-of contributions — the total amount raised was more than $100,000! The big after party of yesteryear will have to wait for 2022, but there were still some good times around the fuel dock, where the event’s auction was taking place. A little barge with a band on it was playing some classic hits for $20 per request. A standup paddle boarder outbid everybody for a Wine and Cheese Charter on Meridian, but only after she asked the organizers if sailor Aaron Bronson (aka “Heavy”) would be included in the purchase! The idea was met with unanimous approval. In the end, Leukemia Cup 2021 was a pretty good day of sailing, a great time in general, and an impressive show of fundraising support for a critically important cause. Well done, Seattle sailors! By Joe Cline | Photos by Leif Furiman, Jennifer Mathis, and Amanda Rosbrook 48º NORTH

J U LY 2 0 2 1

Photo by: Andy Cross

CLASSIFIEDS $

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1940 SCHUMAN SINGLE HANDLER YAWL Bittersweet is a 35 ft. yawl built in 1940 at Graves Shipyard in Marblehead, Mass. She is mahogany on oak frames, original spruce spars. Closed-cooled Atomic four aux. Same owner for 25 years. Currently in dry storage at Deer Harbor Boatworks, Orcas Island, WA. Sails in good condition. Needs some TLC but basically sound. » Contact David (208) 610-3077. $10,000

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J U LY 2 0 2 1

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THINKING OF SELLING YOUR BOAT? LET US HELP! 38’ VAGABOND ’87 �� $69,500

Two-stateroom yacht built solid for offshore work. Ready for coastal cruising or a blue water adventure.

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

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

1986 KNIGHT & CARVER 67 MOTORYACHT

1954 REDUCED BENSON 52 TRAWLER

1984 REDUCED LOWLAND 471 LR TRAWLER

2022 HELMSMAN TRAWLERS 43E

48º NORTH

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quality yachts from swiftsureyachts.com The Lyman-Morse Alert • 1982 Lyman-Morse Seguin 44 Seguin 44 is a special yacht and Alert shows p r i c e r e du ce d to why. Designed by $225,000 Sparkman & Stephens, fourteen 44s were launched by the renowned Maine boatbuilder and each was tailored to the owner’s tastes. Alert has been extremely well maintained by diligent owners. The hull design of the Seguin 44 is known for speed and safety, and Lyman-Morse executed the yacht’s high-end joinery to near perfection. Along with top notch build quality, recent upgrades include new glass portligzzzzhts, restoration of the teak decks, mast removal and rebuilt mast step, and re-chromed primary winches. Alert also received new cruising gear including Harken power cabintop winch, bow thruster, Icom 802 SSB with Pactor modem, Northstar AGM batteries, Village Marine watermaker and much more. Alert’s next owner is getting a classic yacht that is in beautiful condition and ready for cruising! – b ob s c h oon make r price reduced

64 54 48 48 46 46 44 42 41 39 38 38

Perry Far Harbour 39 • 2010 • $124,950

Hinckley Sou’wester 42 • 1984 • $235,000

Camper & Nicholson’s 48 • 1974 • $140,000

Jasper 28 • 2019 • 395,000cad

Morris 45 • 2000 • $450,000

Bavaria Cruiser 40 • 2013 • $130,000

Frers Hylas Sunward Chris White Atlantic Swan Nordic RS Gozzard J Boats J/42 Sceptre Swan 391 Hunter Baltic DP

1978 $295,000 2000 Inquire 1983 $249,000 2010 $565,000 1985 $160,000 1992 $239,000 1996 $320,000 1996 $144,900 1985 $180,000 1983 $115,000 2006$149,000CAD 1983 $90,000

38 36 35 34 34 33 31 30 30 30 28

Ohlson Tashiba One Design 35 Webbers Cove Webbers Cove Beneteau 331 Tashiba Cutwater J Boats J/92 Henderson Cutwater

1984 $115,000 1986 $129,000 1999 $59,000 1966 $79,000 1970 $69,000 2002 $67,500 1988 $99,500 2014 $234,000 1993 $35,000 1997 $32,900 2017 220,000cad

Seaward 32 RK • 2013 • $154,500

two hylas 49 models

Hylas 49 • 2001 • $399,000 (pictured) Hylas 49 • 1999 • $399,000

Ker 46 • 2006 • $279,000

FIVE LOCATIONS TO SERVE WEST COAST YACHTSMEN Seattle (Main Office) Sidney, BC Bainbridge Island Anacortes San Francisco Bay Area

SwiftsureYachts

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

NEW SAILING YACHTS FOR WORLD CRUISING 48º NORTH

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40' HINCKLEY BERMUDA 1970

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

SAIL:

47' BENETEAU 473 2004

47' Beneteau 473 2004 45' Hardin XL 1983 44' Spencer 1330 1979 43’ Spindrift Center Cockpit 1987 42' Tayana Vancouver Center Cockpit 1981 41' Hunter Deck Salon 2006 41' Morgan 1981 40' Hinckley Bermuda 1970 38' Hunter 386 LE 2004 37' Cooper Seabird Motorsailer 1978 37' Tayana Cutter 1983 36' Pearson 36-2 1986 36' Islander Freeport 1979 Major Refit! 33' Wauquiez Gladiateur 1983 32' Catalina 320 1994 32' Fuji Ketch 1978

41' HUNTER DECK SALON 2006

38' HUNTER 386 LE 2004

POWER:

72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!! 48' Californian CPMY 1988 40' Ponderosa 1985 37' Nordic Tug 2004 34’ CHB Tri-Cabin 1981 34' C&C Nelson Tayler Design Admiral's Lauch 1982 32' Bayliner 3270 1985 32' Eagle Pilothouse 1989 26' Nordic Tug 1984

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

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

48º NORTH

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Successfully serving clients for 28 years.

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Beneteau Oceanis 46.1

B o a t s a r e s e l l i n g . We n e e d l i s t i n g s !

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Pre-owned Boats

Fountaine Pajot Astréa 42

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Beneteau Oceanis 40.1

Beneteau Oceanis 38.1

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Beneteau Oceanis 30.1

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WWW.SIGNATURE-YACHTS.COM

Beneteau Oceanis 51.1

What’s Happening

JOIN US!

All Fleet Rendezvous • in Poulsbo • July 16-18, 2021

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51' Beneteau 51.1 ‘21 ....................... Arriving Sold 46' Beneteau 46.1 ’21 ....................... Arriving Sold 44' Jeanneau 44 DS ’16.....................Sale Pending

38' Beneteau Oceanis 38.1 ‘20 .......................... $279,900

49' Hunter 49 ‘09........................................... $249,900

43' Jeanneau 43 DS ‘05 ............................ SOLD 42' Beneteau 423 ’04 ........................Sale Pending 42' Fountaine Pajot Astrea ’20.............Sale Pending C&C MKIII ‘86 ............................................... $52,000

35' Island Packet 350 '01 ................................. $129,900

40' Hunter 40.5 ‘93 ..........................Sale Pending

38' Hunter 386 ‘03 ...........................Sale Pending 38' Hunter 386 ‘02 .................................... SOLD 35' Beneteau 38.1 ’21 ....................... Arriving Sold 35' Beneteau Oceanis 351 ’95 .............Sale Pending 35' Beneteau 35.1 ’21 ....................... Arriving Sold 35' Catalina 350 ’03 .........................Sale Pending 25' Beneteau First 25 ‘15 ................................. $55,000

25' Harbor 25 S ‘09 ......................................... $44,500

28' North Pacific Pilothouse ’11 ...........Sale Pending

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

48º NORTH

2021

MARINE SERVICENTER Serving Northwest Boaters since 1977

NORTH AMERICAN DEALER OF THE YEAR 2021 • 2020 • 2019 • 2016

NEW BOATS ARE SELLING FAST – LIMITED INVENTORY ARRIVING – MODELS AVAILABLE TO VIEW NOW BY APPOINTMENT! 2021 Lagoon 42 #587: $674,580 - SAVE $28,440

Arrives August

Arrives September

In Stock Ready Now!

2022 Jeanneau 410 #75937: $354,819 - SAVE $35,185

2022 Jeanneau 349 #75971 : $199,840- SAVE $29,049 Arrives August

Arrives February

2022 Jeanneau 440 #75456: $419,840 - SAVE $53,625 All New!

2022 Jeanneau 490 #76283 $559,856 - SAVE $38,426

6 Sold!

All New!

2022 Jeanneau Yacht 51

51' Alden Skye ‘80��$129,500

50' Beneteau ’00 ��$174,500

47' Vagabond Ketch ‘83��$184,000

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46' Lagoon 46 ’20��$989,500

44' Jeanneau SO 44 ’91��$119,000

44' Nauticat MS Ketch ‘80��$169,000 44’ Nauticat MS Sloop ’85 ��$149,500

42' SK 42 Pilothouse ’06��$109,500

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39' Nauticat PH ‘98 ��$224,500

37' Island Packet 370 ‘04 ��$209,000

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35' Ta Shing Baba 35 ’85 ��$69,500

36' Island Packet 360 ’14 ��$289,500

34' Jeanneau 349 ’20 �� $189,500

34' Olson 34 ’90 ��$54,500

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40' CS Yacht ’90��$99,900

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41' Formosa 41 Ketch ‘78 �� $57,000

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51' Beneteau Cyclades ‘06��$199,900

2022 Lagoon 40, Shown By Appt.

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2022 Island Packet 42 Motor Sailer

2022 Jeanneau Yacht 60

Come See!

Seattle Sales Office & Marina

Bellingham Sales Office

206-323-2405

360-770-0180

2442 Westlake Ave� N�

Dan Krier

Tim Jorgeson Jeff Carson

48º NORTH

NOW IS A GREAT TIME TO SELL! The market is red hot! See your boat listed here.

WE GET RESULTS 66' CNB 66 ‘21 �� Arriving Arriving SOLD 62' Lagoon 620 ‘20 �� SOLD SOLD 58' Jeanneau Yacht ‘18�� SOLD SOLD 53' Jeanneau Yacht ‘15�� SOLD SOLD 52' Island Packet 485 ‘10 �� SOLD SOLD 50' Lagoon 500 ‘12 �� SOLD SOLD 49' Jeanneau 490p ‘22 �� Arriving Arriving SOLD 49' Jeanneau 490 ‘20/’21 �� 4 SOLD 45' Hunter 450 CC ’98 �� SOLD SOLD 45' Jeanneau 45 DS ’08 �� SOLD SOLD 44' Jeanneau 440 ‘22�� Arriving Arriving SOLD 44' Jeanneau 440 ‘21�� 22 SOLD 44' Jeanneau 44i ‘11 �� SOLD SOLD 44' Catalina 440 DS ‘05 �� SOLD SOLD 43' Jeanneau 43 DS ‘05/’06 �� 22 SOLD 41’ Seafin 41 PH ’89 �� Sale Pending 41' Island Packet ’07 �� SOLD SOLD 41' Jeanneau 410 ’22�� 44 Arrive SOLD 41' Jeanneau 410 ‘20/’21 �� 12 12 Sold 41' Jeanneau 41 DS ’14 �� SOLD SOLD 41' Burnham & Crouch ‘63��$49,500 40' Jeanneau SO 40 ‘01�� SOLD SOLD 38' Island Packet 38 ‘90/’92 �� SOLD SOLD 37' Jeanneau SO 37 ‘01�� SOLD SOLD 36' Bavaria 36 ‘03 �� SOLD SOLD 36’ Island Packet 360 ‘12�� SOLD SOLD 35' Trident Voyager ‘78 �� Sale Pending 34’ C&C 34+ ‘90 �� Sale Pending 34' Jeanneau 349 ‘22�� 33 Arrive SOLD 34' Jeanneau 34�2 ‘00�� SOLD SOLD 33' C&C 99 ‘05 �� SOLD SOLD 32' Hunter 326 ’02 �� SOLD SOLD

1801 Roeder Ave� Ste� 128

info@marinesc.com56• www.marinesc.com

Greg Farah

Curt Bagley Jon Knowles

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