May 2021 48° North

34 A SPEN C100 BOAT TEST

40 PREVIEWING WA360

MAY 2021

30 CRUISING HOOD CANAL

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MAY 2021

FEATURES 26 Saying Yes

A cruising lifestyle philosophy for when an opportunity drifts by.

By Becca Guillote

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A weekend cruising jaunt in quaint and quiet Hood Canal.

By Jake Beattie

34 Boat Test: Aspen C100

A sailor discovers the design and innovation of this power proa.

By Joe Cline

36 Wind Forecasts

Understanding and interpreting these essential tools.

By David Wilkinson

40 Adventure in Place

Previewing the new WA 360 Race for racers and tracker junkies.

By Andy Cross

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

Little Brown Barnacle: these tiny barnacles carpet shorelines.

By Larry Eifert

22 Close to the Water

How small boat businesses weathered the COVID storm.

By Bruce Bateau

24 Three Sheets Northwest The evolution of log keeping.

By Deborah Bach

RACING 40 Three is a Magic Number: Three Tree Point

Perfect spring sailing for the finale of the Center Sound Series.

42 Carol Pearl Blakely Rock Benefit Race

Building breeze, a big turnout, and a well-loved beneficiary.

­ ON THE COVER: Halcyon , Becca and John Guillote’s trusty Valiant 40, charges under spinnaker near the Tuamotus. Becca and John said “Yes!” to their dream and departed from Seattle in 2016 (page 26). They’re coming home for a bit now, but are already scheming their next adventure.

Photo by John Guillote.

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Background photo courtesy of Lisa Mize Photography.

CONTENTS

30 Glorious Nothing

48º NORTH

06

Editor THE SEASON OF REDISCOVERY

Volume XL, Number 10, May 2021

I got out of the car at Cap Sante Marina, took a deep breath and stretched, and was blown away by sublime familiarity. How much time have I spent in this marina? How many happy memories? And still, it feels like an age since I was last here. Boat folk all over our region are experiencing something akin to this.

It could be simply seasonal. Some buttoned up their boats for the wet season and are just now returning them to sailing condition after the Pacific Northwest winter. They’re re-remembering the smells of salt air and seaweed, the spirit of exploration that our boats enable, and all the enjoyment in our wake and, more importantly, ahead.

For others, these homecoming sensations are uniquely strong because boaty pursuits were altered over the last year, if not paused all together. After a year off of cruising or racing or boating in general, these returns provide an oxymoronic confluence of intimacy and distance. A year away gives even the most knowing eyes a fresh lens with which to gaze upon the splendid Salish Sea. Even for those who were able to be on the water frequently during this pandemic, the plans were significantly tweaked. If you were lucky enough to visit your favorite spots, you likely interacted with those places differently — perhaps anchoring out where you previously would have tied up. Maybe you sailed shorthanded when you were accustomed to a host of helping hands. Such adjustments afforded some betterthan-normal discoveries, but they were still… different. These boaters, too, will be experiencing invigorating novelty in their favorite activity these days, notably in their evolving expectations about how they can live their best boat life.

While lots of us are doing this springtime re-remembering, the thought dawned on me: Pacific Northwest boaters are always rediscovering anyway. Sure, a first visit to any port is pure discovery. However, the second and third and eleventh visits — they all deliver those simultaneous senses of recognition and inspiring newness.

This is a result of the embarrassing riches of our cruising grounds. You can never get to all the places you’d like to in a single trip, or even a single year. As such, enough time passes between visits that when you turn the corner into a well-loved cove and drop the hook, you get an excitingly virgin experience in a near-and-dear locale.

Other factors add spice to the recipe — the ever changing natural conditions of weather and tide, the presence of others sharing this special spot with you, the members of your crew, or the variations of your own mindset and memories. The adage, “You never step in the same river twice,” applies but doesn’t do justice to the breadth of experiences right in our watery backyard.

Crucially, though, it isn’t only new. Far from it. On my recent trip in Anacortes, I got to see some old friends — the narrow bluff-side channel out of the marina, island vistas galore, the industrial zone to the south and Mount Baker just northeast. We know our boats. We know (a little) about how to read winds and currents. We know that breathtaking sunset, the ‘blurp’ next to the boat as a harbor seal comes up to check us out, and the crisp aroma of a saltwater morning as the mist floats just above the glass-calm gunkhole. It’s all like dawn — no matter how many we’ve known, it remains full of wonder and possibility.

(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, but submissions via mail or delivered in person are still most welcome!

We are not responsible for unsolicited materials.

Articles express the author’s thoughts and may not reflect the opinions of the magazine. Reprinting in whole or part is expressly forbidden except by permission from the editor.

SUBSCRIPTIONS Subscription Options for 2021! $39/Year For The Magazine $75/Year For Premium Subscription (perks!)

Check www.48north.com/subscribe for details.

Prices may vary for international or first class.

Happy rediscovering,

Proud members: Joe Cline Managing Editor, 48° North 48º NORTH

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No Horizon Left Uncharted

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48º NORTH

Letters

10 All the Power You Need

Response to Deborah Bach’s Bainbridge Island Emergency Flotilla Column from March 2021 issue Hi Joe, Very interesting article on the Bainbridge Island emergency flotilla. On Whidbey Island, we have a similar flotilla, called SERAT (Squadron Emergency Response Assistance Team). It is sponsored by the Deception Pass Sail & Power Squadron located in Oak Harbor. So far, we have six boats and 21 volunteers and are activated and work under the Island County Department of Emergency Management. Similar to the Bainbridge Island flotilla, we are available for search and rescue as well as moving people and supplies around the island in the event of a major emergency. We are activated in an emergency via Alert Sense, but are considering ham radio as an alternative.

Model Shown Beta 38

Have fun, Cdr Pat Waters Deception Pass Sail & Power Squadron

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

Hello 48° North!

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

We have been fortunate to continue sailing and cruising all through the pandemic and through the winter. One thing that we have noticed, though, is a large amount of plastic trash washed up on many of the beaches of the San Juan Islands that we frequent. Our course of habit is to pick up trash while we are walking and enjoying these beautiful areas. This is a picture of just some of the trash that we collected while out last week at Sucia Island, particularly at Echo Bay but also at Fossil Bay and Shallow Bay too. I would ask that all boaters take a moment to pick up some of the plastic debris when they are out enjoying the beaches.

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

More Garbage in Our Waters? Can Cruisers Help?

Thank you, Marc and Lorrie Cascio S/V Thor

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News & Events

ANACORTES BOAT & YACHT SPRING SALE MAY 21-22 AT CAP SANTE MARINA After happening virtually in 2020 due to COVID-19 restrictions, the Anacortes Boat & Yacht Show is back this year as the Anacortes Boat & Yacht Spring Sale, and is taking place May 21-22, 2021. This is the first industry-wide in-person boat sale in the Pacific Northwest since January 2020!

This free “Open House” style sale will happen from 10 a.m.6 p.m. daily on the docks of Cap Sante Marina at the Port of Anacortes and feature 60-plus new and used boats and yachts of all sizes from the industry’s top brands, dealers, and brokers.

Produced by the Northwest Marine Trade Association (NMTA) and Anacortes Chamber of Commerce, the sale will closely follow COVID-19 protocols and safety guidelines.

“We are ecstatic to be back in Anacortes for this year’s sale and confident that we can put on the sale safely,” said NMTA President George Harris. “Our exhibitors are equally excited to be back on the water showing boats in one of the best boating towns in America.”

Anacortes is conveniently located between Seattle and Vancouver B.C. and is as close as you can get to the San Juan

Islands. Known for its maritime roots, the town has 40 marinerelated businesses to cover every boater’s wants and needs.

In addition, its beautiful downtown streets adjacent to the sale boast an incredible variety of dining, shopping, and educational opportunities. www.anacortesboatandyachtshow.com

CENTER FOR WOODEN BOATS CELEBRATES 45 YEARS OF MARITIME HISTORY, HANDS-ON LEARNING, EQUITABLE ACCESS TO THE WATER

events throughout the year and focusing on sharing unique stories of our organization,” said CWB Executive Director, Josh Anderson. “Due to the ongoing pandemic, we won’t be holding our Lake Union Wooden Boat Festival this year, but we hope to be able to create opportunities for visiting vessels in the fall.

Our goal is to create safe and fun ways for our community to come together in person and virtually. ” To kick off the 45th Anniversary, CWB began with History as the theme for March. During the month, CWB held it’s annual gala & auction, released a podcast focusing on the origins of CWB, and announced the efforts of becoming a Historical Landmark. For each month this year, CWB will celebrate with different themes highlighting the stories of the community and small events.

April’s celebration included two regattas (The Sloop Tavern Yacht Club’s Blakely Rock Benefit Race in Memory of Carol Pearl and The Norm Blanchard W.O.O.D. Regatta), the celebration of Pirate's (R-Class Sloop) 95th birthday, and featured local schooner, Zodiac, as the Third Friday Speaker.

May features stories related to the Cama Beach Boathouse, including a Mother’s Day Saturday Celebration on May 8 (free boat rentals and toy boat building), and a special podcast sharing the story of how CWB, a family fishing resort, and Washington State Parks came together to build the newest state park in Washington: Cama Beach.

The full and fun calendar of monthly themes is already laid out, but as the year unfolds and levels of gathering restrictions are released, CWB will continue to add or modify events accordingly. www.cwb.org/45anniversary

The Center for Wooden Boats (CWB) is launching a year of celebration to commemorate 45 years as an organization. Since the humble beginnings of volunteer wooden boat enthusiasts meeting in a Lake Union floating home, CWB has expanded to a floating campus in South Lake Union and at Cama Beach State Park, getting thousands of people out on the water and connecting generations through shared maritime experiences.

“Given the unique circumstances of another year into a pandemic, we’ve decided one of the best ways for us to mark this occasion safely for our community is through a series of small

1974 photo courtesy of Marty Loken.

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News & Events

IN-PERSON WOODEN BOAT FESTIVAL ON TRACK FOR SEPTEMBER 2021 Hope is in the air for an in-person Wooden Boat Festival on September 10, 11 and 12, 2021, in Port Townsend, as boating enthusiasts and event organizers can see the potential comeback of this important and popular Pacific Northwest event.

There will be precautions put in place according to local guidelines to keep festival-goers safe, but that seems like a small price to pay to sip a beer while watching live music in Bar Harbor, to climb aboard beautiful wooden boats and chat with their owners in a socially distant manner, and to take in a seminar or two or ten.

On the plans to hold an in-person event, Wooden Boat Festival Director Barb Trailer said, “Vaccinations are up and cases are down, we are moving into Phase 3 and there is talk of normalcy by July 4th. We are not in the clear yet, but things are looking better and better.”

With cautious optimism, she elaborated, “There is no crystal ball to tell us what things will look like in September, but after a year of living with a pandemic, we know that the wooden boat community and Port Townsend need something to look forward to, something to celebrate. We believe the Wooden Boat Festival can be that thing.”

Trailer continued, “We have talked to Public Health, City officials, County officials, the Police Department, and the Port of Port Townsend, and while no one knows for sure what the future

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holds, everyone hopes we can have an in-person Wooden Boat Festival. There are several months for more vaccinations to be administered, and for things to evolve and continue to improve.

But if we need to alter course and cancel the Festival again, we will — safety is our first priority.”

The Wooden Boat Festival is the biggest celebration of wooden boats in the country and has been the signature Northwest Maritime Center event for 45 years. The weekend draws more visitors to the Port Townsend Area than any other time of year, and is the busiest time for most businesses, restaurants, and hotels in town. In addition, it is the showcase of everything that Port Townsend and the NWMC represent: craftsmanship, education, adventure, bringing people together, and getting people on the water. People come to be inspired, to get away, to dream, and to celebrate together. Here’s to hoping this tradition continues in September 2021 — it sounds like it will! www.woodenboat.org

In the Biz selling and servicing new boats. Their utmost after-sales commitment, customer events, and customer care has earned them Jeanneau Dealer of the Year designation in three of the past five years (2020, 2019, 2016).

Marine Servicenter has hired Mike Van Tuyl as their Service Manager for Southern California. Mike has been commissioning and servicing Jeanneau Sailboats in Southern California since the late 90s under two previous dealers. “We are thrilled to have Mike on-board with his vast expertise on Jeanneau sailboats” said Marine Servicenter owner, Dan Krier. “Mike is the perfect fit for us to bring Marine Servicenter’s philosophy of high end customer care and after-sales service to Jeanneau owners in Southern California.”

Marine Servicenter’s new San Diego office is located at 2700 Shelter Island Dr. The company has a prime linear sales dock outside their door with new Jeanneaus on display — right off the America's Cup Harbor promenade.

In addition to their newly opened San Diego office, Marine Servicenter has offices and marinas in Seattle and Bellingham, Washington. www.marinesc.com

MARINE SERVICENTER APPOINTED JEANNEAU SAILBOAT DEALER FOR SOUTHERN CALIFORNIA, OPENS SAN DIEGO OFFICE Congratulations to Marine Servicenter on their official appointment as the Jeanneau Sailboat Dealer for Southern California from Monterey Bay south to the Mexico border.

Marine Servicenter has been a strong dealer for Jeanneau in the PNW. With such great success, the builder asked them to expand with a far reach on the West Coast.

Marine Servicenter was established in 1977 with a commitment to customer service and a company motto “service is our middle name”. As the dealer for Jeanneau since 1988 in the Pacific Northwest, they are known for their high end attention to detail when 48º NORTH

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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 MInc. A subsidiary.

Y 2 0 2©1 2021 GEICO 20_206641 48º NORTH 15

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Products News

» HARKEN GIZMOS In response to sailors’ and riggers’ request for lightweight and reliable soft-attach terminations and reduced chafing through-deck hardware, Harken Gizmos were born. Not quite a block, not quite a cleat, the soft loops and deck pieces exist in an in-between that defies classification — all of which allow sailors to minimize weight and eliminate as many heavy metal fasteners as possible. Gizmos are reliable soft attachment points and deck hardware that are perfect for new builds, upgrades, and refits. The single-sided through-deck bushings are designed to protect decks and lines from chafing and the double-sided through-deck bushings are perfect for installing soft-attach loops to protect lines from wear. Padeye kits include a cross pin, waterproof cap, and O-ring to convert a double-sided bushing into a through-deck, watertight padeye. The cross pin attaches the rope/loop and the cap snaps over the top to keep water out. Bushings and loops are sold separately.

Price: $29.35 www.Harken.com

« WEST MARINE MAST CLIMBING HARNESS Throughout centuries of seafaring, a bosun’s chair has typically been the quintessential piece of equipment for sailors going aloft to inspect or repair their vessel’s running and standing rigging. For modern sailors, though, a rock-climbing-style harness has increasingly become the tool of choice for foredeck crew on race boats, professional riggers, and cruisers. The West Marine Mast Climbing Harness was created with those applications in mind. Its safe, comfortable, and easy to fine-tune fit is accomplished by four adjustable auto-locking buckles, and wide, breathable paddings.

Front and back halyard connecting loops and five gear loops are arranged to avoid accidental snagging. A soft attachment loop for the hoisting halyard is strong and dependable.

Price: $119.99 www.WestMarine.com

» KARVER KSW SPEED & KPW POWER WINCHES Known in the sailing market for their hardware and single line furlers, Karver has recently jumped into the winch game with their KSW Speed and KPW Power winch range. It began in 2018 when they acquired France-based manufacturer, Pontos Winches, and started tinkering with what Pontos had started. Compared to a standard winch, Karver’s new self-tailing, manual winches have four automatic gears (instead of two) that utilize epicyclic gear trains and automatic load detection. Chosen at the time of purchase between Speed and Power, the new lineup includes three sizes — 40, 46 and 52.

The Speed winches are geared six times faster than a standard winch, and the Power winches are three times more powerful than a standard winch. The four gears are, in effect, two sets of two gears with a physical load sensor in the drum responsible for switching between gears one and two, to three and four.

The user simply changes winding direction to seamlessly switch gears without the need for a toggle or button.

Price: Starting at $2,499.99 www.Karver-Systems.com

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Crossword and Trivia

The waters around Great Britain’s coast contain more shipwrecks than any other coast.

ACROSS

DOWN

1 Sail for a downwind course

1 Sudden violent wind

6 Triangular sail

2 Pouring in

8 Get better, as wine

10 Disentangle entwined ropes, for example

12 Dock structure

14 Slangy assent

15 Tilt to one side at sea 16 Deep-sea catch 22 Directionless at sea 24 Manta, e.g.

25 US capital

3 Military branch at sea 4 Cold-water seaweed 5 "Big Bang Theory" character

33 Going out, as a tide 36 Cold in the air 38 Highest mil. title 39 Secures 40 Ship stabilizer

7 Miami's Biscayne __

9 Equipment

Shark Bay on the west coast of Australia north of Perth contains the world’s largest seagrass beds.

Greenland is more than three times the size of Texas.

11 Conger or moray 13 ___maran 17 An open deck toward the stern of the ship

Hawaii contains several green sand beaches, their color deriving from olivine, a mineral released by volcanic eruptions.

Pitch suddenly No vote Middle of the ocean, 2 words Tribute poem, of sorts

Jockey’s Ridge located on North Carolina’s Outer Banks, at 100 feet, is the tallest sand dune on the Atlantic coast.

23 Hillock of sand on the shore 26 Nautical quarters 28 Underwater vessel 30 Indication 32 Illuminated 34 Stop working, as an engine 35 Frozen water covering

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The most northerly hydrothermal vent ­— known as Gallionella Garden — is in the Arctic between the islands of Iceland and Svalbard in Norway.

6 Hard spray

27 Plus the others 18 28 It's dragged in the water from 19 the bow, 2 words 20 29 23.00 ___ (time designation) 21 31 Empty the bilge

Dragon Hole, a reef in the South China Sea, at 980 feet, is the world’s deepest underwater sinkhole, or blue hole.

The Yellow River in China is the world’s muddiest river, with three ounces of sediment per gallon.

Solution on page 49

The port of Mocha, Yemen, on the Red Sea gave its name to the first coffee beans exported to Europe in the 1600s.

The islands of Mauritius in the Indian Ocean lie on the Mascarene Archipelago, once a land bridge between Africa and Asia.

by Bryan Henry

Mina Jabal Ali in Dubai, United Arab Emirates, is the largest man-made port.

DID YOU KNOW?

37 Exercise, for short

18

Lake Turkana in Kenya is the world’s largest desert lake.

Orca Basin, in the Gulf of Mexico, at 7,200 feet below sea level, is the world’s deepest brine pool and contains water about eight times saltier than the rest of the Gulf.

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1989 85' STEEL SCHOONER INSPECTED 90 PAX $425,000 FRANCISCO,WA CA 1996 42’ CATALINA MKII $118,000 - PORT- SAN HADLOCK,

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197548’ 42’Monk WHITBY $80,000 - ALAMEDA, - Quilcene,CAWA 1966 CohoKETCH Pilothouse $78,000

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Artist's View

Little and brown... exciting, don’t you think? Well, I think so, but then I’ve been known to just pick up something messy and examine it for days. When I land a boat ashore near a rocky headland for some intertidal exploring, some of the most common animals I find there are “little brown barnacles” — yes, that is their real name. These tiny creatures, about the size of your little fingernail, live just a few years, and will never get any bigger. They’re so numerous you really can’t take a step without crushing a few! But with barnacles, there is safety in numbers, and in some places, 8,000 of them have been counted in one square foot — a mass of animal life so tightly packed together they appear as a crusty brown carpet.

The lowly little brown barnacle is worth a closer look — really.

Here in the Salish Sea, there are many other and larger types

Sketches and story by Larry Eifert

of barnacle, even one specifically adapted to living attached to humpback whales. All are larger than the little brown. The larger ones were consumed by native peoples for thousands of years.

There are several that outwardly look a lot like our barnacle “star this month”, and all are filter feeders living in shell homes of their own making. But the little brown is special in its own ways.

How do they reproduce? Well, to start with each barnacle is both sexes and each has a reproductive organ that can extend 20 times its own length to ‘connect’ with its closest neighbor.

Maybe too graphic to imagine, but I told you this little brown was exciting. Next time you’re on the rocks (you, not the boat), stay off those little browns when you poke around tide pools. Please!

Larry Eifert paints and sails the Pacific Northwest from Port Townsend. His large-scale murals can be seen in many national parks across America, and at larryeifert.com.

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We’ll get you underway REPAIRS ★ MOORAGE ★ AIRPORT

Port Townsend: A Seaport like no other

BOAT HAVEN BOATYARD & SHIPYARD: Over 400 of the world’s best marine trades professionals are based at the Boat Haven. Hire the pros or do-it-yourself.

Three lifts carry vessels up to 330 tons. Also moorage.

Call for details or reservations: 360-385-6211.

HISTORIC POINT HUDSON MARINA: Over 50 slips for transient boats. Tie up at the home of the annual Wooden Boat Festival. Also a seaside RV park. As with Boat Haven moorage, you’ll find water, power, showers and laundry. Call for details or reservations: 360-385-2828.

www.portofpt.com 360-385-6211 M AY 2 0 2 1

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Close to the Water

by Bruce Bateau

HOW SMALL BOAT BUSINESSES WEATHERED THE COVID-19 STORM I confess to being a typical American in my shopping habits: I go to the store or browse the web, find what I want and buy it. The pandemic changed that dynamic.

Remember toilet paper shortages? That critical item was followed by a shortage of flour, breakfast cereal, and other staples. No longer could I be confident that I’d be able to purchase what I wanted, when I wanted.

A year into the pandemic, I’ve gotten used to shortages and slowdowns.

But how have these conditions been affecting the boat business? As consumer desires have shifted to solo or pod activities, like outdoor sports, I’ve heard that bigger boat sales have been healthy; 48º NORTH

but what about sales of little boats and their accessories? Wondering if their accessibility might drive demand, I spoke with several regional vendors to find out if a rising tide really does lift all boats.

“At first I thought, ‘We’re shutting down’,” Falk Bock told me. Instead, his building team at Gig Harbor Boat Works find themselves in full production mode: booked six months out since October 2020, they don’t see an end in sight.

While sales have been steady, Bock hasn’t increased production. His team continues to construct three boats every two weeks, shipping them as far as Texas, Calgary, and New Zealand.

“How do you go out and play, if you can’t hang out with other people?” Bock

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asked rhetorically. “You get a boat.” Gig Harbor’s line of small fiberglass boats has long been known for their tenders.

But Bock reports that recent interest in self-contained voyaging craft like their fiberglass SCAMP with sails and oars has spurred a spike in sales. Bock was clear about his audience. “We’re not competing against paddleboards.”

At Duckworks Boatbuilders Supply in Port Townsend, Josh Colvin has also seen an increase in business. “It came as a surprise initially,” he said. “But we actually saw a spike, so sales are up.

Apparently, if you’re forced to keep social distance, boat building and projects are not a bad way to spend the time.” Early in 2020, Colvin noticed an increase in M AY 2 0 2 1

sales of nitrile gloves and dust masks.

“Eventually I figured out why, and I ended up freezing inventory and offering it to our local hospital.”

Currently, Colvin said, inventory is moving quickly at Duckworks, with basic supplies like epoxy and fiberglass cloth selling most briskly, along with specialty items, like collapsible oars.

Despite good sales, Colvin and other business owners I spoke with have experienced slowdowns in supply chains. Pandemic-related items like masks, gloves, and Tyvek aprons became difficult to find in 2020. “Many of our major vendors started shipping slower than usual,” Colvin told me. “In a few cases, our suppliers closed their doors temporarily because of COVID.” Meanwhile, some in the business have not been affected by the pandemic. Eric Hvalsoe, a small boat designer, builder,

Small boat sailors prepare for a day on the water. without an engine,” he explained. “And small boats that can be singlehanded or sailed with two people make more sense right now than boats that require a big crew.”

Colvin was also philosophical about the future, predicting that some of the ways we’ve been forced to change during the pandemic will end up lasting, to some degree. “Slowing down, working on projects, and getting out on the water might continue to be more popular than before.”

If nothing else, let's hope that getting out on the water more is a lasting result of our collective trials and tribulations with COVID-19.

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

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The workshop at Gig Harbor Boat Works is keeping busy.

and carpenter who works out of his shop in Shoreline, WA hasn’t noticed an impact. “It's hard to say what normal is; there have been significant swings from year to year,” he said. “2020 will have been a good year [for me], and I don't think COVID mattered much, one way or the other.” He added, “Business is typically random. Random has worked out well since the first part of last year.”

Given apparent demand elsewhere, curiously, Hvalsoe has not received a flurry of calls for his elegant wooden boats. He shrugged. “Maybe I'm a little surprised more people don't talk to me about their dream boats. But the opportunity to build is rare. A boat of any detail or sophistication is a very high ticket item.”

With mass vaccination on the horizon, one has to wonder if the increase in sales and people on the water will continue.

Falk Bock predicted a slowdown, but doesn’t think Gig Harbor’s market is flooded. “But used boats may be more prominent in the future,” he said.

Salty Sue of The Artful Sailor Nautical Supply in Port Townsend noticed “a trend toward more self-reliance and home and shipboard activities.” Many boaters already excel in these areas; others may have improved their skills during the lockdowns, while new sailors who took up boating during the pandemic may drive an increase in business for boat builders and suppliers.

Josh Colvin expects a resurgence of interest in sail and oar designs. “With technology racing ahead, I think the type of person attracted to sailing is also at least somewhat attracted to building something themselves and to boating

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Three Sheets Northwest

THE EVOLUTION OF LOG KEEPING

by Marty McOmber Date: August 25-26 Trip: Saltair (Stuart Channel) to Princess Cove (Wallace Island) Weather: Sunny + Hot Notes: First time to Wallace Island and it was spectacular! Stern tied in Princess Cove right next to the dinghy dock. Deb + Randy came to meet us for a few hours, then headed home. We made dinner, then went for an amazing dinghy ride – endless stars, the call of a loon, the sounds of harbor seals. Magical.

cloud, well out of sight of anyone residing under the sea, but easy enough for us to pull up whenever needed.

According to Wikipedia, “a logbook (a ship's logs or simply log) is a record of important events in the management, operation, and navigation of a ship. It is essential to traditional navigation, and must be filled in at least daily.”

It goes on to say, “Today's ship's log has grown to contain many other types of information, and is a record of operational data relating to a ship or submarine, such as weather conditions, times of routine events and significant incidents, crew complement or what ports were docked at and when.”

When we bought our Passport 40 back in 2012, we needed a new logbook and carefully constructed a page template that sought to capture what we felt was the most important information.

In addition to the date, trip, distance traveled, weather conditions and forecast, we included fields for recording port and starboard fuel and water tank levels, and battery voltage and amp hours for both start and house banks. We could record engine hours and average speed. There was even a place to list the holding tank level.

Wikipedia would have been proud.

All of this data is important for any competent boater to know and track while underway. At least in theory. And I

We recently went through our boat’s logbook, something we’ve rarely done in the past. Flipping through the years of experiences and memories contained on the pages of the three-ring binder was both surprising and gratifying.

Most importantly, it got us thinking about the real benefit of creating and maintaining a logbook and why, going forward, we plan to be more committed to keeping that tradition alive, even as we rethink the traditional approach to keeping a log.

We’re in the midst of renaming our boat, which includes the important step of removing the old name, wherever it’s located on and in the vessel. Otherwise, we might tempt the wrath of a certain underwater deity on whose good side we wish to remain.

Unfortunately, our customized logbook that lives in our navigator’s station had the old name on every page. Rather than physically removing the book and consigning it to storage, we decided instead to scan the hand-written pages produced over the past nine years of cruising this boat in and around the Salish Sea and beyond. These pages are now in the 48º NORTH

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suppose our thinking was that filling these in each day would act as a sort of checklist to make sure we weren’t forgetting to fill the fuel tanks — or empty the holding tanks.

It’s useful to know how much fuel your engine consumes in various conditions, and whether your average speed underway is changing for better or worse. If we were cruising offshore, I’m sure we would have included a field for hourly estimated position to help with dead reckoning (as a backup to our GPS, of course).

For a while, anyway, we did a good job of filling in most of those fields. But within a few months of using our new logbook, some of the fields started looking a little bare. We still checked battery voltage and state of charge every day, but we stopped taking the time to record it. Same with fuel and water tank levels.

Half the time, when we departed for the day’s travels, I would forget to record the time. And when we arrived, rather than write down the time, it was usually time for a beer.

But the one field we did fill out nearly religiously was the one at the bottom, simply titled “Notes.” Looking back, this contained the most important information in the entire logbook — the observations we’d want to access years and miles down the road.

Sometimes the entries under notes were short, such as “Anchored and dropped two crab pots.” Other times, they meandered past the bottom of the page and on to the blank backside. They reflected our individual writing styles, with Marty’s being mostly clipped sentences about key events and reflections, and Deborah’s being more coherent narratives of the time we spent afloat and ashore.

logbook were full. We meant to print more before we left, but somehow that little chore was lost in the avalanche of more pressing details that required our attention.

So we did something we hadn’t done before — we started keeping a log on our iPads. I realize this might send old salts sputtering, “It has to be done with pen and paper, otherwise you might lose it!”

But we didn’t lose it. We weren’t using the log for dead reckoning. And rather than skipping over a whole bunch of blank fields we weren’t going to fill out anyway, we just sat down and wrote up our “notes.”

Freed from the confines of the template, with no limits on length, we could just write about the most important things — our experiences underway and how they made us feel. For fun, we often took screenshots of the day’s route from the backup navigation program on our phones and inserted those in our new “log.”

For the past two years, we’ve just kept our notes on our iPads, safely backed up in the cloud. The boat’s logbook has become more of a place for us to share reflections, express our inner thoughts and put down the moments, large and small, that make up a cruiser’s life.

At the end of the day, we decided that for us it’s better to keep temporary specific logs if we want to track fuel usage, boat performance measures or plot our position as we go.

The logbook was important less for its traditional purpose of navigating us safely to a new destination. Instead, it transformed into a richer tool for helping us navigate through our past as boaters, highlighting how we have grown and developed over our years of cruising.

Date: August 20 Trip: Nanaimo to Hornsby Island Weather: 25-30 knots NW, sunny Notes: Sea-trialed the autopilot and it worked great.

Headed out to the straits and was immediately met by an awful sea state. Waves were 4-6 feet, steep and very close together. Wind was right on the nose. And the current was running 2 knots against. Boat handled very well, but I punched through the waves making only 3-4 knots headway. After about 3 hours, and with the forecast for increasing winds, decided to turn back.

Within the hour, conditions moderated. Damn.

Date: June 20 Destination: Fury Cove Notes: I departed Goose Bay around 10:30, sounding a quick blast of the horn in salute. The fog that had rolled in the evening before gave signs of lifting. The short trip up to Fury Island cove was uneventful motoring ...

The sun broke through and I admired the sandy beaches on the west end of the cove at low tide. Maybe it was the perfect 75 degree temperature, the light wind and the warm sun, but the beaches were to my mind the loveliest place I’ve been in the Pacific Northwest, or anywhere.

The white sand, mixed with shells. The nearly turquoise water that lapped against the beach. The dark black rock buried in the sand and marking a million years of existence. The tree-covered islands and the view out to the ocean. It was sublime.

As we scanned our old logbook pages for digital posterity, it was the notes section that we lingered over time and time again. Some of the events recorded there are logged in our heads as clear as day. Others would have been lost to the fog of fading memories. And sometimes they dispelled long-running disputes about where we were when we heard that plaintive loon cry or who took that incredible black-and-white photo of the crumbling old ferry dock.

By the time we departed for our three-month long cruise to Southeast Alaska and back in 2018, the initial pages of the

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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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by Becca Guillote

SAYING YES A CRUISING LIFESTYLE PHILOSOPHY

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e had just moved 3,000 miles across the country to Seattle, drawn by its enigmatic inland sea fueled by the Pacific Ocean and embraced by jagged snowy peaks, when our friendly neighbor in Ballard invited us to go racing on his new-to-him Moore 24. Excited to explore the waters of our new home we enthusiastically agreed, despite a total and complete lack of sailing experience.

That was 12 years ago. Like so many opportunities that drift by on an incoming tide, we had no idea how much that encounter would change our lives. We agreed to go racing with our neighbor first because it sounded fun, but also because it agreed with our philosophy in life to say “yes” to new opportunities as often as possible.

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We went on to lose every single Sloop Tavern Yacht Club Monday night race that summer. But after each race we straggled into the Sloop with new bruises and huge smiles.

There, we found a joyful and welcoming community of likeminded people and an introduction to what a life of sailing could look like.

Soon, we were looking for a boat of our own. We saw an opportunity to buy an affordable home that came with some of the best views in Seattle. More than that, though, we were enticed by the unknowable but undoubtable opportunities that would float by an adventure-ready boat.

With the courage to seek out the unknown and buoyed by a strong community of experienced sailors, we bought Halcyon,

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a 1976 Valiant 40, promptly moved aboard, and let the new adventures begin. We spent a year working on the central coast of British Columbia, living aboard through a cold and stormy winter, and then sailed to Southeast Alaska to support an expedition. Back in Seattle, we nestled into the vibrant Shilshole Bay Marina liveaboard life.

I don’t remember when we decided to go cruising. Along the way what started as a far-off notion evolved into a dream and then into a deeply rooted ambition. Much of this evolution happened over countless wine-induced evenings with dear friends Graeme and Janna Cawrse Esarey (of Kotuku, 1st R2AK winner Elsie Piddock, and then DogBark! fame). They introduced us to the idea of cruising and fed the dream with stories and photos and ambitions of their own. They patiently imparted an endless stream of cruising wisdom, along with some vital tools like a pressure cooker and the Dashews’ Offshore Cruising Encyclopedia.

Unlike our neighbor casually mentioning his racing boat and need for crew, this was not an opportunity that drifted by on the current. Our chance to go cruising was forged with determination, frugality, and hundreds of hours of boat work.

Instead of going skiing on the weekends, we replaced our standing rigging and sanded teak. Instead of going out for beers with friends, we spent our dollars on bottom paint and hose clamps.

The most important step we took in our plans, though, had nothing to do with safety gear or how much money we had in

To Becca, Halcyon started as an affordable home, and grew into a cruising vessel. the bank account. It was simply setting a date. It felt arbitrary when we did it, but we picked a day, wrote it on the calendar in Sharpie, and then we left it there. Opportunity was calling, and we were not going to let it slip by.

On August 14, 2016, we untied the lines on a calm clear morning, waved goodbye to the stragglers that had gathered, and ceremoniously motored promptly to the fuel dock. And then we waved goodbye again, this time with a full fuel tank and an empty holding tank. We hoisted the sails and settled into life

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"Cruising has seeped into our blood and our joy is entwined with the ebb and flow of an ocean tide." at sea for our first big passage. Seven miles later, we dropped the sails and tied to the mooring buoy that was fittingly in front of Graeme and Janna’s new house. We were officially cruising.

Since then, Halcyon has carried us 15,000 miles down the west coast of the U.S., Canada, Mexico and Central America, and then across (half of) the Pacific and through French Polynesia.

It would be impossible to record here even a fraction of the journeys, the lessons, the opportunities, and the hardships we have experienced in that time. Some of them are memorialized in our monthly 48° North column, others are on our blog, and most of them are tucked away in our memories, just for us.

When we left Seattle, I assumed cruising meant moving from place to place on the boat full-time, except for short visits to see family. But it turns out there are as many definitions of “cruising” as there are cruisers. When Graeme and Janna called with an opportunity to join them for an adventure to the Alaskan Arctic, we did not hesitate. We nestled Halcyon into a slip in Panama and ventured north. We said yes when our friend asked us to deliver his Nordhavn 47 up the coast of Mexico. We said yes when an Arctic research scientist invited us to embed with his team and document his work.

Our malleable transient lifestyle allowed us to grab these opportunities as they came and they, in turn, reoriented our definition of cruising. With each opportunity, we modified our plans on Halcyon to be able to go. Cruising became less about the specific form of travel and more about a lifestyle philosophy.

The philosophy to be spontaneous, explore with curiosity, keep it simple, and stay intentional.

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We have recently agreed to a new opportunity that will undoubtedly reshape our lives, as they so often do. This spring, we are coming back to the Pacific Northwest so that I can take a job with Ignik, an emerging company founded by Graeme, and my husband can launch his new business. This new opportunity, while superficially different than Alaskan expeditions and ocean crossings, embodies many of the same qualities that cruising requires of us: being attentive enough to notice a streak of corrosion on the wire well before the shroud threatens to break; having the confidence and conviction to become an expert in all things, from changing the engine oil to rewiring an anchor light; and having the fortitude and perseverance to thrive for a month at sea.

Every opportunity requires sacrifice, and this time is no different. Halcyon will not be making the trip with us back to Washington in the spring. She has taken such good care of us over the years, and we will always be grateful for that, but our perspective and priorities have shifted in the 10 years since meeting Halcyon. It is time for her to represent her next owner's dreams of tranquil anchorages and stunning sunsets and the undeniable opportunities drifting by.

Cruising has seeped into our blood and our joy is entwined with the ebb and flow of an ocean tide. We do not intend to ignore that. We are searching for the next boat that will embody our new dreams. Because I can say with confidence that we are not yet finished sailing among the atolls in the South Pacific or the icebergs in the Arctic.

Right now, the tide is pulling us to the Pacific Northwest to embody the simplicity, spontaneity, and intentionality of cruising while living aboard whatever our next boat may be and working on exciting new projects. It is futile to predict what might happen in the future, but what I do know is that we will always venture to say “yes” to new opportunities brought by the rising tide.

Becca and John continue to live their "Yes" philosophy.

Becca Guillote and her husband John set sail from Seattle in 2016, and are returning home for new ventures. www.halcyonwandering.com

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Glorious NOTHING

by Jake Beattie

A WEEKEND JAUNT DOWN HOOD CANAL

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f you’re reading this article hoping to discover the next great cruising destination, you should stop right here. Especially if you rate your itinerary like most guidebooks (swanky places to visit, inspired restaurants, easy access to laundry, artisanal cheeseries) your subconscious already knows why you’ve never cruised Hood Canal: It’s a long way from everywhere, it’s on the way to nowhere, and there’s almost nothing there — and I mean that in the best way.

For a lot of boaters, nothing is an issue. No shame. Plenty of folks avoid destinations with nowhere to stop, nothing to do, no boutique brewery/distillery/restaurant/charming shop owned by Seattle/Bay Area/Big Tech transplants who decided to cash it all in and splash their hobby business all over their Insta feeds and #livetheirbestlife. Hood Canal seems to have none of that, and for me, that’s the point. It’s the undisturbed nothing of the place that makes it worth going to, especially in February.

One mid-February weekend, my family and I borrowed the 32-foot custom wooden M/V Kloshie Bay and decided to make a weekend of it. Rather than facing a gale in the Strait, or the COVID threat of you monsters in King County, Hood Canal looked like our ticket. We were looking for nature we’d never found, and we found it. Sort of.

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HOOD CANAL — WHAT DID WE KNOW? WHAT DID WE CARE? We had two days, fuel to spare, and a boat with the amenities that felt like Spartan opulence compared to our years of openboat camp cruising: a head that wasn’t a bucket, a roof that wasn’t a tent, bunks that weren’t Thermarests, a diesel heater. We couldn’t figure out the fridge, but whatever — the weather was cold enough that, even without ice, our topsides cooler worked just fine. We were living large. We fired up, took in the fenders, and kept turning right until we were under the floating bridge that spans what feels like the moat between urban insanity and the prospect of simpler times.

Entering Hood Canal is technically simple. There is current, but it tops out most days at a knot or so and it’s not too swirly.

It’s either with you or against you depending on the flow and your direction. Wind patterns seem to be the same binary north or south of Puget Sound. There’s a bridge to contend with, but fixed height transits to the east and west means there’s no need to ask for an opening if your boat tops out at less than 55-feet.

Luckily, you still can open the bridge if you’re feeling tall and/ or spiteful enough to cause a traffic jam. The bridgetender answers on Channel 13.

Back to the nothing: By now, I’m sure the combined force of the Kitsap, Mason, and Jefferson County Chambers of Commerce are

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midway through rotary phone dialing in a complaint to the 48° North Editorial Board. To them, I offer a combination of “Look in the mirror and get used to it” and a sincere promise that I’m not slagging them.

Saying Hood Canal has nothing to offer boaters isn’t fair. It’s like hating a National Forest because it has shitty WiFi. Actually, it’s exactly that. The Canal’s western shore is bordered by a thin band of human habitation and then a montage of federally controlled timber, recreation, and park lands; which means the views are incredible. Fifteen miles south of the bridge, just past the attentive patrols of the Bangor submarine base, the Toandos Peninsula fades away and unmitigated panoramas of snow capped Olympic Mountains plunge straight into water containing the abundant sea life that makes the canal famous for its shellfish production and recreational spot prawn opener. If you close your left eye, it’s like being in Alaska. I’ve spent the last few years in and around Ketchikan for the Race to Alaska, and the mountains, isolation, and nature per capita of the west half of Hood Canal were like a methadone fix for the two years of cancelled races.

Not the same, but it stopped the shakes for a while.

If Half-laska is Hood Canal’s west coast, it’s eastern shore is Bremerton’s low rambling rural backside; the Kitsap Peninsula that seems suspended somewhere in the time triangle bounded by the enlisted Navy/Twin Peaks/“My cousin’s on meth” vibe of recent decades, the 1860s logging boomtimes heralded by Seabeck’s lone heritage marker, and whatever nervous small talk the last lost tourist made until they worked up the nerve to ask the locals the fastest way to get their Subaru back to the ferry. Any ferry.

Both sides of the canal have an impressive resiliency of character. They are who they are, which isn’t nothing in these times of cultural amalgamation.

Since the time of first European contact, the cute and accessible parts of the northwest have been colonized and made generally less cool by the successive waves of people from elsewhere cashing in and reinvesting. Look at South Lake Union, Bellingham, the Methow Valley, Tacoma… all fancier and sometimes unrecognizable from their grittier former selves. Despite their best efforts, the banalification of Hood Canal’s communities has been largely unsuccessful. Hood Canal is getting fancier but it’s happening mercifully slowly… or alternately painfully slowly if you need much more than 68 miles of one way waterway.

We checked the fuel gauge, motored deeper into the Halflaskan fjord and looked for anywhere to stay. The entire northern half of Hood Canal’s bold shoreline offers essentially two choices. We went to both before settling and can report with authority that, for alternate reasons, both were pleasantly underwhelming.

past that, it’s a hard right to one of the most protected dockside moorage options I’ve ever experienced. Located in a closed bay that protects from the east/west/south, the state park dock is tucked behind a middenlike spit that offers protection to the north. Absolutely bombproof.

Upland, the postage stamp of a park is mostly a parking lot, but boasts a single picnic table, a vault toilet, a narrow slippery beach that disappears at high tide, and a perimeter of warning signs that range from neighborly “No Trespassing” to the successfully frightening “Eat Shellfish and Die” biotoxin warnings. Fans of close passing logging trucks at highway speeds will enjoy the hiking trail that doubles as US 101. As summarized by our 5-year-old: “They call it a state park, but it’s really a trick state park.” Look at the words on her.

Pleasant Harbor State Park

Seabeck

#1- Pleasant Harbor State Park: A picnic bench with moorage Because I’m cheap, we started at Pleasant Harbor hoping to poach moorage in the state park’s understaffed offseason. The harbor’s narrow entrance is complete with a full pucker, visible bottom shallow spot that will have you wracking your brain to remember exactly how high up the hull your transducer is. Once M AY 2 0 2 1

Hood Canal is a long way from anywhere and on the way to nowhere... in the best way.

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top of the dock that was locked. Yes, from the outside, but also from the inside. We were locked in and stranded in a mostly vacant marina. After a too-late-to-matter, 3G-paced read of the marina webpage, we learned that the reason for the locked gate was the same reason that there is no moorage office: Seabeck has no transient moorage.

Yes, we left a state park because there was nothing to do and nowhere to go, only to arrive somewhere where we were imprisoned and trespassing. No, the irony was not lost on me.

I called the number on the sign, left a message, and shuffled back aboard resigned to a weird night on a lonely boat, endless kid’s books and games of Go Fish, all within sight of the bright lights of Seabeck. That’s when Gretchen called me back.

Gretchen owns the marina and, as such, could have said many things. Rather than tell the jackass on the phone who didn’t read the whole website exactly where he could go, she told us to just stay put and gave us the gate code; because there was nothing but space, we’re all humans, and... of course.

Gretchen’s call was the rare kind of customer service you get when the person on the other end of the call isn’t deep inside a Mumbai call center, but the actual owner, down the road and calling from her actual cell phone. More than that, it wasn’t the well-honed, customer “abattoir with a smile” that we’ve pioneered here through the legacy of Nordstrom’s/Starbucks/ Amazon that is less about the customer needs and more a well calibrated strategy of how to fleece you and make it feel good.

This wasn’t that, this was a throwback to a time when people talked to people. Emmet Watson would be proud. I punched in the four digits and opened the gate with a renewed sense that Seabeck might be the shining exemplar for us all.

While I was blinded by the grandeur of a place whose certain destiny is to save us from ourselves, from a strict accounting, Seabeck is four buildings and a gravel parking strip wide and boasts a compliment of businesses that run the gamut: small espresso stand, general store, curated doodad emporium, and a *headscratch* art gallery.

The general store sells the beef jerky/chips/half-rack-ofBusch kind of staples you need if your diet was designed for cheat days and kidney stones. There’s basic hardware, DVD rentals, booze, freezer case ice cream, legitimately cool souvenirs, and some 2020 election swag still rubbing its hands for the liberal tears that never came. They also sell bait.

The ever burning woodstove in the corner serves as the community center, or so the longtime resident behind the counter told me. “People just come in, get warm, and see what’s going on.” I didn’t see this, but it felt like the kind of place where locals roll dice with the staff to see who pays for coffee.

The 5-year-old’s favorite store was the well curated knicknackery next door. It was tiny, not much more than a closet with a street front, but it was filled with a mix of new merchandise and interesting finds that felt high graded from a lifetime of successful rummaging. Most importantly, it had a kids book about Egypt. We bought that.

While the General Store was the unofficial town hall, and the doodad store won the youth vote, the crown jewel of the Greater Seabeck Commercial Area is Seabeck Pizza, the original

The borrowed power cruiser was luxurious for these open-boat camp-cruisers while they explored Hood Canal.

If you need a place to tie up overnight and never leave your boat, Pleasant Harbor State Park is the place for you and maybe four other boats. Full stop.

Nearby there are more options. Further into the bay there is a full service marina (www.pleasantharbormarina.com ) that has transient moorage, a fuel dock, a restaurant, the whole nine yards — probably even WiFi at speeds that won’t spark rage. A short two-mile walk down the highway towards Brinnon is one of my favorite bars of all time (The Geoduck, god bless it.)

Weighing our options, the combo of COVID-based restaurant avoidance, a 5-year-old who has yet to get a fake ID, and our hope for a hike that didn’t involve choosing between the ditch and oncoming traffic, we cast off to seek our fortunes on Kitsap’s golden shores. #2- SEABECK: PNW AF Landing in Seabeck was like travelling back in time. Not as far back as the 1860 logging camp heyday. Maybe closer to the 1980s — roughly the last time we all thought Seattle was going to hell.

Back then, the Seattle PI’s populist curmudgeon, Emmet Watson, wrote about “Lesser Seattle”; the vanishing character of a blue collar city, the fading echoes of World’s Fair optimism, “the Seattle that still smelled like clam juice” that was getting Californicated and developed out of existence.

The mid-80s version of the fight for our regional soul seems almost adorable by today’s standards. But visiting Seabeck was like dropping back into a Washington that still had an accessible kind of rugged — when getting a bigger boat was upgrading to the Skagit 24, when coffee came in cans and the standard rain gear was a deeper scowl and a thicker sweatshirt.

I’ve lived in Washington my whole life and, in Seabeck, part of me felt like I was coming home.

Emotional homecoming aside, arriving in Seabeck actually was more like the time I came home and they changed the locks.

Tieing up, we headed up to pay at what we assumed was the moorage office. The head scratcher du jour was the gate at the 48º NORTH

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and still flagship of what has burgeoned into a six store chain that dots the length and girth of the Kitsap Peninsula. Seabeck was their first location and even before we ordered I knew it was their best. Call it instinct, call it the undeniable beacon of awesome that lights the sky whenever your delivery vehicle is an almost rusty ’69 Ford Ranchero, call it the fact that they have a boat that will deliver you pizza up and down either side of the Hood Canal (bonus points: it’s a Skagit 24.) Of course we ordered.

I’m not sure that the Northwest has a regional pizza tradition that is defined and recognized, but if we did, Seabeck might be tied with Seattle’s Northlake Tavern as our Kardashian level trendsetter. Seabeck Pizza flexes hard with its quintessential PNW pie; a pizza built on a “more is more” philosophy that feels gloriously and unselfconsciously uninformed by any Italian tradition that wasn’t pronounced with a hard “I”. The crust was deep, the quantity of cheese felt like a dare — a dare that was specifically designed to hide the bounty of toppings under a thick veil of lactose secrecy, not because it was embarrassed of what was under there.

This was Seabeck Pizza. It demanded your trust two bites before it earned it. Respect.

Dine-in wasn’t an option, so we took our greasy box down the empty dock and ate onboard. There wasn’t a cannon shot at sunset, no cinnamon roll delivery at breakfast. In the morning, we oatmealed in a gray drizzle, then cast off our lines and steamed north and homeward.

Seabeck cared enough about us to let us leave in modest anonymity.

So closed our Hood Canal adventure.

Would we do it again? Hard maybe. Either way, it was worth it to restore my faith in this PNW we call home and the people who live here. Data point of one, but I say this: head to Hood Canal, anchor off of Seabeck, eat the pizza, embrace the nothing, and reconnect with the Washington of yore. If you pay attention, you can still smell the clam juice.

PUMP OUT, DON’T DUMP OUT!

Protect Puget Sound from Vessel Sewage It’s the Law

No Discharge Zone

Download the FREE Pumpout Nav app to see if you are in the No Discharge Zone and locate a pumpout near you.

Why it matters: Vessel sewage contains pathogens and viruses that can harm shellfish and swimming beaches.

Learn more at PumpoutWashington.org This project has been funded wholly or in part by the United States Environmental Protection Agency under assistance agreement PC-01J18001 to the Washington State Department of Health. The contents of this document do not necessarily reflect the views and policies of the Environmental Protection Agency, nor does mention of trade names or commercial products constitute endorsement or recommendation for use.

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tel: 503.954.4451 www.island-marina.com 33

48º NORTH

ASPEN C100

48° NORTH BOAT TEST

by Joe Cline

T

here’s only one way to start this. Deep breath. To my knowledge, this is the first powerboat review that 48° North has ever done. Stay with me…

I often save opinions such as these for the end of a boat test article, but it feels important to share this right up front. I think the Aspen C100 is stinkin’ cool. Moreover, the whole design concept is sophisticated, and the construction is modern and uncompromising. That Aspen Power Catamarans are built in Washington state by a family-run business founded by the guy who came up with the big idea — well it doesn’t get much more perfectly PNW. To understand the Aspen C100, you’ve got to understand Aspen’s innovations, and to do that, you’ve got to know founder and designer, Larry Graf. Larry is an innovator, but not in that crazy cackling genius way. Touring the factory, he confidently strode from building to building describing every tiny detail of the design and construction. Who says you can’t be an expert on everything?

After building and selling a different Northwest power cat business, Larry zeroed in on the revelation that would really put his boats on the map and started Aspen in 2008. It seems simple in retrospect, especially for historically informed sailors. With two hulls, you only need an engine in one of them (a second adds weight and appendage drag). Consequently, you can reduce the required size and buoyancy — and thus the weight and drag — of the engineless hull by about one-third. Neat!

We’ve got ourselves a proa. But wait, put the propulsion unit in the starboard quarter of a rectangular platform and surely the boat will turn to port under power. Larry’s got an answer for that as well. By designing the hull form in an asymmetric wing shape, it is possible to offset the forces created by the auxiliary with a hull shape that would naturally turn the boat to starboard. The result: it tracks straight.

The boats are built to exacting standards. Larry proudly showed me the bonus incentives his boat building staff can achieve with benchmarks not just for time, but for quality. It’s clear that the decisions in construction were not made by the

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finance department. With delight and minute particulars, Larry unveiled his Aspen composite system, noting several times along the way which materials were more expensive, but worth it. From the gelcoat to the foam, the woven roving to the kevlar in the bow — quality materials precede careful craftsmanship. It’s a part of the sales pitch, of course, but Larry’s own C100 came off the truck on the highway, hit a concrete median, and the boat won. I’d say they’re built like a brick sh*thouse, but brick would be way too heavy.

In all of this, Larry was committed to efficiency. He sought to minimize weight and drag, and maximize a strong design with smart construction and a sea kindly motion thanks to wave piercing hulls, while delivering power and fuel economy.

So that’s why I think the C100 is a great first powerboat to explore in the pages of 48° North. This is sailor-level design and construction geekery, utilizing a hull concept that ancient sailors pioneered. And, this is a cruising boat — inboard diesel, king size berth, a standard solar package, with impressive seaworthiness and range for its size — that can take you well into the wild.

All of this taps into something very common among sailors: we want to feel the freedom to adventure in remote places, and we want a boat that can handle conditions worse than we humans actually want to expose ourselves to.

Well, after taking the C100 out for a spin on a summery April afternoon, I’d say it hits those marks in spades, and you might have to call me a Kool-Aid sipper. So, what is this particular boat all about?

The C100 is not one of Aspen’s newest designs. In fact, it was the second design they started producing back in 2013. It remains, however, a staple in their line, and for good reason.

The C100 is an accessible and versatile size. At 32 feet (34' 8" overall with the substantial swim platform), it has some big boat feel — it was very comfortable powering through wind chop and wake. It has big boat amenities like a bow thruster and windlass; and it provides comfortable cruising accommodations for a couple or a small family both indoors and out, including the aforementioned king size forward berth.

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Meanwhile, everything about the boat feels manageable. Its 10-foot beam makes it reasonably trailerable, and it doesn’t need an extra-wide slip. Its dry weight is 9,300 pounds, it draws less than 3 feet, and its propeller is protected by a skeg. Not that you ever want to hit a log or, worse, a rock… but if you were going to do it, this might be a boat that can withstand it.

The cockpit is spacious, open, and malleable. It has simple and functional seating, like hinging stools under the coachroof and a cooler seat along the aft coaming. I imagine cruisers would add some other collapsible furniture. For families interested in fishing, this cockpit would be terrific and, indeed, a locker to store your catch can be found under the cockpit sole.

Like so many sailing catamarans, the Aspen C100 accomplishes a seamless flow between the cockpit and interior living space.

In addition to the door between the two, the new C100s have a hinging window panel to starboard of the door. When they’re both open, the salon has a decidedly open-air feel.

The salon itself is simple and elegant — the galley with lots of clever storage is to port, balanced by the dinette to starboard.

The helm and controls are forward. Follow the stairs to starboard from there to find the forward berth and the enclosed wet head.

Under another of those cockpit sole lockers, you find the 220 horsepower Volvo Penta D3. Between the engine's power and the design’s low weight and hydrodynamic efficiency, the Volvo provides plenty of juice for cruising at a variety of speeds. Care was taken to soundproof the engine compartment as much as possible, and this really matters. I wondered how much louder the engine noise would be with the salon door and back window open (how you’d want it during the prime cruising season) versus closed. Surprisingly, cruising at about 15 knots and just over 3,000 rpm, the decibel meter indicated 76 decibels with door and window closed and only 79 when they were open. For context, our speaking voices were pushing into the low 80s on to that meter. This is to say that, for all of its power, the engine is quiet.

I was very impressed by the performance. The boat climbed to speeds in the high teens smoothly and effortlessly, and didn’t have the jarring motion I’ve known in some speedy powerboats.

It felt very stiff. It was simple to drive, and the helm was responsive to adjustment. When pressed into a turn at higher speeds, the C100 felt rock-solid stable. More importantly, it did

The spacious cockpit is as well suited for fishing as it is entertaining. what the asymmetric design brief prescribes: it tracked straight with no input from the helm.

Ok, so the thing can go fast, but power cruisers know that fuel efficiency is every bit as important. We experimented with different speed settings. Here’s the gist: for maximum fuel economy, you still should stay in a more typical trawler speed range, around 7 knots. Here, Aspen’s performance tests indicate you might get 6.9 miles per gallon, and a very efficient gallon-per-hour equilibrium. What’s more notable though, and borne out on our test day, is that the fuel efficiency plateaus when cruising between 10 and 16 knots, there isn’t much of a penalty with fuel usage in that range, and it’s all around 3 miles per gallon. In other words, why not go 16? At these speeds and with the standard 80-gallon fuel tank, the boat has a range of about 225 miles. A larger 120-gallon tank is an available upgrade, and this would increase the range to 350 miles.

To paint a real-life picture: in 2014, Larry circumnavigated Vancouver Island in a C100, nonstop without refueling (he employed jerry cans and ultimately burned 267 gallons). He took 47 hours and 5 minutes to complete the 557-mile route.

That’s really key to me. This is a boat that can go places — yes, quickly — in efficient comfort and style.

Cruising the Pacific Northwest, Inside Passage, and Alaska is just about the best thing you can do — whether you travel under sail or power. If power is your choice, the Aspen C100 would be among the best options to live that cruising dream.

The salon has a lovely open-air feel with the door and window open.

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Joe Cline is the Managing Editor of 48° North.

48º NORTH

WIND

FORECASTS

UNDERSTANDING & INTERPRETING THIS ESSENTIAL TOOL

by David Wilkinson 48º NORTH

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B

efore the Wind by Jim Lynch, is a book about a Ballard-based family of boat builders and Olympic-class sailors. Youngest of the clan, Ruby Johannsen, had a sixth sense for the wind — how it would change over the racecourse and the course of the race. While her two brothers were also excellent sailors, she understood the wind just enough better to beat them around the marks on most days. Could this just be a sailing story about sibling rivalry, or did Ruby have true insight into the nature of the wind?

Gaining insight into the wind is important for more than just sailboat racing. All mariners want to have a reasonable estimate of the wind before leaving the dock and at all times while underway. Wind determines a sailor’s course and sail plan, and can affect a power cruiser’s travel and enjoyment.

Wind creates waves that can limit boat speed and potentially affect safety. When docking and anchoring, wind is often the first thing that comes to mind when planning our approach.

How we come to that constantly evolving estimate of the wind is partly by weather data collection, partly after a thoughtful gaze to the sky and water, and maybe even with a bit of Ruby-like intuition.

THE SYNOPTIC WIND The wind that Ruby and her brothers knew to expect heading out for a day on the water was the one predicted in the readily available National Weather Service Marine Zone Forecast. Wind driven by constantly developing pressure patterns is sometimes called the “synoptic wind”.

The synoptic wind will often be adjusted in the zone forecast to include the effects of large land features. The Puget Sound Convergence Zone in the lee of the Olympic Mountains is a well-known example.

From one Marine Forecast Zone to the next, and even within a Zone, there can be large differences in wind speeds. In this color coded forecast from the University of Washington WRFGFS weather model, the zone wind varies from 10 knots to 35 knots while under the influence of the same low pressure system! What can account for so much variation?

NWS Ocean Prediction Center Surface Forecast COASTAL AND LOCAL WINDS Frequently, it is useful to expect a coastal wind driven by the different thermal properties of land and water. Sea breezes, for example, build and veer through the course of a summer day.

At nighttime, a land breeze will often cause a boat to swing dramatically on her anchor. The most predictable coastal breeze in this region is the thermal westerly that commonly builds in the Strait of Juan de Fuca in the summer. When the land east of the Cascade Mountains gets very hot, the hot air rises and the heavier cool air over the Strait is drawn like a vacuum to replace it, creating a westerly sea breeze.

On one particularly blustery day, Ruby beat her brothers by sailing full speed, dangerously overpowered, past the leeward mark, then jibing in a nearshore wind shadow, narrowly avoiding a violent grounding. Ruby knew the wind in the Zone forecast could be affected by even very small scale land features. And she somehow knew how to anticipate and benefit from that localized, terrain-induced lull in the wind.

Marine Zone Forecast Areas — tough to have an accurate forecast for such a large area!

University of Washington WRF-GFS Model Wind Forecast M AY 2 0 2 1

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Cumulus clouds The complexity of a typical shoreline causes coastal winds to be too localized for description in the Zone forecast. But scale is a relative thing. A small variation in wind to the weather forecaster can be a big deal for the skipper of a suddenly overpowered boat off a lee shore! So, it is left to the mariner to “read” the shoreline for its various effects, large and small, and make her own adjustments to the Zone forecasted wind.

CLOUDS AND WIND After one frustrating loss, Ruby’s brother Bernard asks, ”Why are you always looking up? There are no telltales up there. What are you watching?” Quite possibly, Ruby was studying the clouds.

Air circulation in a cumulus cloud creates a surface wind pattern that moves with the cloud as it drifts along in the upper air currents. The life cycle of a cumulus cloud produces two nearly opposite wind patterns. As a cumulus cloud forms and grows, air is pulled inward from below, forming an updraft into the cloud.

In the second half of the cloud’s life, if it grows to the point of producing rain, a downdraft forms. Updrafts and downdrafts modify the wind nearby. Updrafts tend to increase wind speed aft of the cloud and cause a lull ahead. Downdrafts cause the stronger surface winds forward of the cloud with a lull on the aft side.

WINDS ALOFT Even on a clear day, without the telltale signs of wind from clouds, air from aloft can find its way to the surface. Ripples or “cat’s paws” to windward are a good sign that a change in the wind is on the way. Cumulus clouds and cat’s paws tell us the air is unstable and turbulent. As air from aloft tumbles to the surface, it brings along the upper air velocity; likely higher in speed and often veered in direction. The intrusion of wind from aloft appears to the sailor as a gust, demanding a response in trim, helm, or both.

The Zone forecast will give us the strength of gusts when they are expected, but it is left to the mariner to know whether the 48º NORTH

gust will veer or back. Keeping a “weather eye” is maybe the best way to anticipate when and where the gust will happen.

APPARENT WIND While not an actual source of wind, the apparent wind must have been another part of Ruby’s sixth sense. Once a boat starts moving, the apparent wind direction moves towards the bow and wind speed increases. All of the Johanssen family agreed that a faster boat makes more wind and more wind makes a faster boat. But, the true wind must be kept in mind as weather systems evolve, clouds develop, and shorelines change.

PUTTING IT ALL TOGETHER Few of us have the gift of divining the wind like Ruby Johanssen. Or, as she told her brothers “…maybe the wind just loves me more than you.” For the rest of us, a more systematic approach is needed.

Try keeping a mental checklist of the multiple sources of wind: synoptic, coastal, cloud circulation, gusts from aloft, and apparent; and pair that with local observations and land effects.

Estimate their combined effects over your course and time on the water. The synoptic wind as modified by the Zone forecast is a great place to start. Then add or subtract wind speed and veer or back wind direction with your estimate of each of the other winds to make your own unique forecast. Even without Ruby’s sixth sense of the wind, a deeper understanding of forecast and its influences will help us sail faster, be safer, and ultimately have more fun on the water.

Dave Wilkinson has a M.S. in Atmospheric Science and enjoys sailing PNW waters. He shares his weather knowledge and sailing experiences as a marine weather instructor for Seattle Sailing Club, Washington Sea Grant, and the Starpath School of Navigation.

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48º NORTH

ADVENTURE

IN PLACE

PREVIEWING THE WA360 RACE FOR TEAMS AND TRACKER JUNKIES ALIKE

I

’ll admit it, when I heard that Race to Alaska (R2AK) was being canceled for the second year in a row, I was a bit bummed.

While I understood and supported the reasoning and know there’s nothing that can be done about a border closure, the news left me a bit dispirited. No, I wasn’t planning on participating like I had in 2018, but I was eager to settle in as an arm-chair-sailing tracker junkie and follow those who were.

Fortunately, that disappointed piece of my sailor psyche was buoyed with excitement when I heard rumblings that something new was in the works. Soon after, I was elated to learn that the team who dreamt up the madness that is R2AK wasn’t going to simply take another year off. Oh no, not possible. Instead, the “Adventure in Place” WA360 was born.

Or, as R2AK, SEVENTY48 and now WA360 Race Boss Daniel Evans put it, “The pearl that I consider WA360 to be was indeed pressured into creation by the vacuum of doom that repeated R2AK cancellations left in my heart. It was like a void that needed flooding and I wasn't the only one who felt it.”

Indeed, Daniel was not the only person missing R2AK. After reading the race rules — which, like R2AK, are intentionally light on logistics — I started pouring over charts and contemplating

48º NORTH

by Andy Cross

the Port Townsend to Olympia to Point Roberts to Port Townsend course. While doing so, I couldn’t help but think, “I have to do this race. How could I not throw my hat in the WA360 ring?”

Soon after, a fellow crew member from 2018’s Team Wild Card messaged and asked, “Andy, WA360 on Wild Card?” Yep, I was in.

My initial reactions were obvious when taking a cursory look at the race track. Similar to R2AK, there are decisions to be made all over the course that are going to make or break some teams’ races. Also, whether they are strictly human powered or are capturing the wind, teams will need to be equal parts good and lucky when it comes to the transitions of wind to no wind and flood to ebb currents. With all that in mind, and more, here’s me throwing darts at a chart trying to anticipate what teams are likely to face, and what tracker junkies can look for in the inaugural WA360.

THE START When the gun goes off at 6 a.m. on June 7 in Port Townsend Bay to signal the start of the inaugural WA360, what I and most prudent navigators will be focused on is the state of the tide and

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therefore, current. Low tide in the bay is at 9:21 a.m., which means the ebb will be decreasing after teams get off the line and begin working their way south. The next factor, of course, is wind. Prevailing winds this time of year are often light and variable in the morning, but if they're up, it's likely they’ll be from the north and sailors will get a spinnaker run.

Just after the start is where we’ll probably see the first split in the race. Boats that choose the Port Townsend Canal route and can fit under the bridge (VERT CL 58FT), will save some distance. Those that don’t, or can’t, will have to contend with Marrowstone Point and an outgoing tide which could potentially mean short-tacking the shoreline until your fear of running aground matches that of the scurrying crabs just below your keel.

WA 360 COURSE

DASH TO VASHON Once teams have made it south of Marrowstone Island, the flood will turn on and central Puget Sound will be a 32-mile playground until the north end of Vashon Island. The positive current will help, but shipping lanes will need to be factored in as teams choose what side of the sound has the best wind for sailing or flattest, fastest water for pedaling or rowing. Take a good look at Seattle, racers. Give a hearty wave, it might be some time until you pass it again.

TACOMA NARROWS At the top of Vashon, the logical next chess move is to head south down Colvos Passage working the beaches to mitigate the everpresent northerly flowing current.

Going around the east side of Vashon and Maury islands could see a potential split in the action, but it’s about 5 miles farther and will depend on what the wind and current are doing when teams get there.

From the northern end of Vashon through Colvos, it’s roughly 16 miles to the Tacoma Narrows Bridge. The Narrows is going to be a tidal gate that racers and tracker junkies will be keeping an eye on. What teams make it through first? Who gets stopped? The ebb current begins around 5:15 p.m. on the 7th, and even the fastest of boats won’t be punching through until it turns in the wee hours of the morning. If teams have made good progress on day one, they can squeak through on the early morning flood, which has a max current of 2.7 knots at 2:00 a.m. on June 8th. If they miss that first flood of the M AY 2 0 2 1

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day, it could mean dropping anchor in Gig Harbor to wait, grab a bite to eat, and get some shuteye. We shall see.

ROUND SOUTH SOUND After breaking free of the Narrows, South Puget Sound will present challenges in wind, current, and routing while working towards Olympia Shoal (route requirement number two) and back again. Notorious for lack of breeze this time of year, I’ve cruised the South Sound in June a few times and have been pleasantly surprised with good sailing — so, it is possible.

For sailors and human-powered racers alike, there’s going to be no magic potion to solving the South Sound riddle. Playing connect-the-puffs will be key for sailing teams, and staying in positive current and out of adverse current will be the ticket for everyone. That fact is no mystery, but it will make it either fun or frustrating for those watching the tracker to see if their horse is gaining or fading. It’s likely to be a bit of both and my guess is that we’ll see some strategic anchoring moves to not lose too much ground.

NORTH TO WHIDBEY With the U-turn complete in Budd Inlet, it’s approximately 95-miles to the next mandatory waypoint of passing within one

THE RULES Similar to R2AKs of years past, the start of the WA360 is on June 7, 2021 in Port Townsend and the rules are deliberately simple. Here they are: • Unlike R2AK, you can keep your engine aboard, but if you use it, you’re out.

• Like the R2AK, human powering is legit.

• First boat to finish for each class wins.

• Two weeks. That’s how long teams have to call themselves a finisher.

• If the support isn’t preplanned, and generally available to any and all racers, it’s okay.

• Stopping along the way is totally fine, just avoid towns and stay COVID real.

THE COURSE Monday morning the 7th will come quickly for racers and their vessels will have been vetted and ready to tackle 360-miles of North, Central and South Puget Sound mayhem.

Completing these six route requirements will ensure WA360 success: 1. Start just off the Northwest Maritime Center dock at 6 a.m.

2. ROUND Olympia Shoal in Budd Inlet 3. PASS WITHIN 1 NM of Goat Island in Skagit Bay 4. ROUND Bellingham outfall buoy Fl Y 10s priv 5. ROUND Point Roberts Buoy R "4" 4s BELL 6. Finish by landing on the dock at the Northwest Maritime Center

nautical mile of Goat Island in Skagit Bay (route requirement number three). For those scoring at home, that 95 miles includes a backtrack out of the South Sound, past the Narrows, up the Central Sound and then into some new territory inside Whidbey Island. I fully expect this section of the race to put some teams far ahead or behind with a couple great equalizers yet to come.

THE BIG DECISION When teams reach Goat Island they’ll have thought about the decision they need to make here well in advance and will likely have lost some sleep over it. I know I will. That decision?

Go through notoriously devious Deception Pass and out into Rosario Strait, or (OR!), tackle the narrow, current laden Swinomish Channel which dumps you out into Padilla Bay. Hmm… the plot thickens.

The goal here is to make it around “Bellingham outfall buoy Fl Y 10s priv” (route requirement number four) in Bellingham Bay. Taking the Swinomish route will be about 4 miles shorter, but it could be an arduous slog up the slough. Alternatively, if teams can negotiate Deception Pass in good time, getting out into the Strait could bring better breeze. Either way, this moment has the potential to be the widest splitting point on the entire course.

CLASSES & PRIZES After reading the rules, the one thing that stands out is, “...each class wins.” Having classes is a notable change from R2AK, and Race Boss Daniel Evans summed up the decision this way: “It was hard to make the choice of establishing classes, because it feels like a compromise of my values, but these races tend to tell their own story and the values are those shared by all racers.”

HERE’S THE CLASS BREAKDOWN:  Go Fast: The fastest of the fast, racing sleds and catamarans with a sail to cupholder ratio that exceeds 1:1.  Go Hard: Others might call this “Cruising Class.”

We’re not those people. Racing a cruiser is inherently slower, which is harder.  Human Powered: Kayaks, rowboats, SUPs, and other muscle-laden heroes who, for whatever reason, forgo the wind.

According to WA360 HQ, whatever class you chose is up to you: “If you’re a paddle boarder and you want to go up against the big sleds...fine. If you’re a TP52 with a navigation system from NASA with a flux capacitor core and try to enter as a paddleboard in the human-powered class? We’re not gonna buy it. We don’t know PHRF, but we’re badass at poker. Play it straight and earn a story you’re proud to tell.

If you come in first in your racing class, you’ll forever have your team engraved on a big ass championship belt. Think 10 pounds of leather and shiny metal held high with both hands and a Zoom-room throng of people chanting your name.”

For more information and to follow the race, visit www.nwmaritime.org/wa360 48º NORTH

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U-TURN TWO With Bellingham Bay over their shoulders, rounding “Point Roberts Buoy R ‘4’” (route requirement number five) is a fairly straightforward section of the race course. Once clear of Lummi Island, there are no geographic obstacles to getting there, but wind and current will decide if it’s a rhumb line course, a series of tacks or jibes, or the need to find relief on the beach. All the while, teams will be looking ahead at the weather and tides to make a call on what to do when the U-turn has been made.

THE CHOICE IS YOURS From Point Roberts Buoy R “4” to Point Wilson and then the finish is slightly over 50 miles as the crow flies. Alas, these racers aren’t taking flight, and standing right smack in their way is the entire San Juan Archipelago and then the Strait of Juan de Fuca. If the Deception–Swinomish decision is the biggest on the course, this could prove to be a close second.

Conventional wisdom to the navigator (navi-guesser?) would be to just head south down Rosario Strait, leave Smith Island to starboard while crossing the Strait of Juan de Fuca and then into the finish. Boom done.

But, if one were looking to throw a hail mary in the final seconds of the contest and the current and wind were in your

favor, a dash to the west down San Juan Channel and out of Cattle Pass could put a team in an advantageous position coming out into the strait. If this option works, teams might be setup for a possible spinnaker run or jib-reach towards Point Wilson if the common thermal westerly fills in. It might be a long shot, but that final crossing and a glorious photo finish on the Northwest Maritime Center dock in Port Townsend would be epic. Decisions, decisions.

THE FINALE With two months to go until the starting gun fires, it’s anybody’s guess as to what will transpire in this inaugural 360mile lap around Washington waters and who rings the bell in each class. Some will race it in all-out fashion to try to win the championship belt and bragging rights. Others will take it as a personal challenge against themselves and nature. To be sure, every racer will walk away with a story to tell. And if nothing else, it’ll be one helluva adventure in place.

Andy Cross is the editor of 48° North. Follow him aboard Team Sailor Jerry’s Kids on the WA360 tracker, at 48north.com and on the 48° North Facebook page.

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43

48º NORTH

THREE IS

A MAGIC NUMBER THREE TREE POINT 2021 Good things come in threes: stooges, french hens, primary colors, the number of trees on a point in Des Moines, and Corinthian Yacht Club’s Center Sounds Series races of course.

The final installment of CYC’s spring Saturdays sail-a-thon was not only the third in the series, but the third with sunshine (amazing), wind (each day better than forecast), and a shortened course (unusual but not unheard of). It’s hard to imagine a happier start to the season for the 74 boats that raced in the series.

Three Tree Point had the most uncertain forecast of the series and, accordingly, a call was made early on to shorten the course to a long windward-leeward. The adjusted racetrack brought the fleet from Shishole south to a temporary mark off of Alki Beach, downwind to a north mark near Spring Beach, and home.

Thankfully, the worryingly light conditions didn’t materialize until the very end of the day, and the majority of the fleet had a pleasant go at it in the building sail-able breeze all the way round. Some of the slower boats got the worst of all worlds, with the patchiest conditions at the very start, and again at the very end of their journeys. Even with the dying afternoon breeze, nearly all boats were able to finish.

48º NORTH

As so many do, the race started with some positioning battles and gamesmanship looking for favorable shifts and current advantages along the northern shore of Discovery Park on the way to West Point. There was some connect-the-puff going on but, based on the fleet I was racing in, the gains were marginal.

Separation got more significant as the breeze went lighter and

Better than expected breeze brought the fleet, including the Aerodyne 43 Freja, downwind in style.

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the fleet picked their way south of West Point. In that light stuff, maneuvers were harmful, so most boats seemed to ride out the tack they were on for a while. A big split occurred for those that stayed east, and those that went on a breeze safari farther west.

Across various fleets there were stories of success with both east and west routes, but among the TP52s, there were big gains the farther east you were. A left shift in Elliott Bay meant sailing a much shorter distance on the way to Alki. Other classes reported some good breeze farther out, so it was all relative to where the competition was.

Nearing Alki, the breeze built blissfully to around 10 knots. It was enough to change the kite call to the #2, and the sunny run north was pure “Chamber of Commerce” sailing conditions. Off came the jackets, on came the shades, and I can only guess that everyone was feeling the love for this sport just like I was. There wasn’t a lot in the way of passing lanes on the run — it was a typical game of boat speed and depth. It was a mighty fine day to be a boat with a traditional spinnaker pole pulled back and soaking deep!

By the time the ORC fleet reached the leeward mark partway to Edmonds, the breeze had strengthened into the low teens.

As such, it was a quick 3-mile beat back to the finish. Later finishers weren’t treated to the same high note to end on, with more leeward hiking and light-air white knuckles to wrap the race up the later you finished.

When it was all said and done, the top of the overall leaderboard is made up mostly of the fastest third of the fleet

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Jennifer Olegario trims the spinnaker on the Farr 395, Time Warp. who started later… that is, except for the always well sailed Cal 33, Cherokee — who started in the very first class and stayed in front of the whole fleet for much of the day!

Finishing positions aside, a sunny, (mostly) breezy Center Sound Series is something to celebrate. And after the last year, the good feelings and gratitude among the sailors is off the charts. 2021 is off to a great start!

By Joe Cline Photos by Dennis Pearce

45

48º NORTH

CAROL PEARL BLAKELY

ROCK BENEFIT RACE

Sailors on the bows of Cal 33 Cherokee and J/27 Wizard ready for the start.

Since 1981, the wily bunch at the Sloop Tavern Yacht Club has been running what has turned into a Puget Sound classic — the Blakely Rock Benefit Race.

Impressively, 94 boats registered in 2021 and competed in what was another notch on the yardarm for this iconic benefit race. The race itself — which is now lovingly named in memory of long time member, past commodore and club historian Carol Pearl— was a blast as always.

Winds lined up on the coast at that perfect west-northwest angle that places Ballard smack in the center of the eddy behind the Olympic Mountains.

By the 11 a.m. start time, the first class pushed slowly off the line on a building northwesterly and, by the fifth start, the solid northerly had finally pushed down to the edge of the start line.

The first mark in the course was Meadow Point and the large fleet had just a few tacks upwind before it was time to set the chute and pick a lane for the long sail south to the leeward mark, Blakely Rock. Here is where things got interesting. The flood was on so most of the fleet chose to push out towards the middle of the sound; but with the building northerly angle, the winds were pushing in at the same time the fleet was working south but doing it from the left side, spinning off Magnolia into a northeast angle.

From the front edge of the filling breeze the early starters looked towards West Point and saw a couple boats hanging east for the wind. The Creitz family, sailing their Olson 25 Three Ring Circus, then the J/27 LXII a little more east, then your author’s UN30 6 feet More running in good breeze even more to the east — seemed to have the advantage.

The later starting boats, all those fast sleds behind the regular Joes, came on strong with the building northerly, with the fastest of em — the Reichel Pugh 55, Zvi — rounding the rock with the J/80 Reckless.

Short tacking and looking for lanes, the fleet congested with the slowerrated early starters, swapping tacks with the late starting faster boats.

It was truly a terrific day. One of the best parts about sailing in a pursuit style race is making those chess moves in your head to set your boat up with a clear lane and protecting it against both faster and slower boats, and doing it all on a beautifully sunny Pacific Northwest day with great breeze and a springtime balmy 47 degrees — it couldn't’ get much better.

Passing West Point on the beat, it was another battle to find a low lane.

Boats ran right up to the restricted locks ship canal zone and then shot out with the freshwater before clearing the channel, flopping back over and getting lifted up the breakwater almost to the finish line before one final tack on this amazing day.

In any year, 94 boats is a stellar accomplishment, but to do it this year is nothing short of amazing. Combine that with great memories of an outstanding sailor lady who loved her Sloop friends more than most things. For the hundreds of sailors on the water, knowing that this year’s beneficiary — The Center for Wooden Boats — is a sailing focused, inclusive, and historical organization that also encourages access to the water on amazing wooden vessels, it made the day that much more special.

Thank you Carol Pearl and Sloop Tavern Yacht Club! Who knew hoisting a frosty with the Wind Gods would have such an amazing result?

By Ben Braden Photos by Lisa Mize

The author's UN30 finishing atop their class.

48º NORTH

46

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Photo by: Bruce Bateau

CLASSIFIEDS

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1986 CAVALIER 39 SLOOP BUILT IN NEW ZEALAND Sloop, tiller steering. LOA 39 LWL 29.6, fiberglass reinforced hull, 120% Genoa, spinnaker, mainsail, 3 anchors with chain and rode, Monitor windvane, auto pilot, Isuzo 55hp diesel. Cruise ready. One off interior design with table on bulkhead and captain’s bed. Includes freezer and frig. Call Bob at (510) 421-1768. $75,000.

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Newport 30 MK II 78 Newport 30 mk II sloop many upgrades. health forces sale. repowered yanmar 2gm20 cruising spinaker with dousing sock. inflatable dinghy with 3 hp johnson outboard. autopilot Contact: Steve Metz newport30@comcast.net 206.498.0201.

M AY 2 0 2 1

Cal 2-29 Cruising Sailboat

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48º NORTH

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M AY 2 0 2 1

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47' BENETEAU 473 2004

41' Morgan 1981 40' Hinckley Bermuda 1970 38' Ericson 1988 37' Banjer Motor Sailor 1970 36' Pearson 36-2 1986 36' Islander Freeport 1979 Major Refit!

35' Ta Shing Baba 1979 33' Saturna Pilothouse 1981 33' Wauquiez Gladiateur 1983 32' Catalina 320 1994

44' SPENCER 1330 1979

32' Fuji Ketch 1978 20' Ultimate U20 Class Day Sailor 1998 & Tailer

POWER: 72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!!

40' Ponderosa 1985 34' C&C Nelson Tayler Design Admiral's Lauch 1982 28' Glen-L Nordcoaster 2005 24' Maxum 2400 SCR 1995

41' HUNTER DECK SALON 2006

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

(360) 299-2526 • www.west-yachts.com

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WWW.SIGNATURE-YACHTS.COM

Beneteau Oceanis 40.1

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Pre-owned Boats

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Beneteau Oceanis 51.1

Boats are selling. We need listings! g Arr

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What’s Happening 51' Beneteau 51.1 ‘21 ..............................Arriving Sold 50' Amel ‘20.............................................Sale Pending 47' Beneteau 473 ‘02 .......................................... SOLD 46' Beneteau 46.1 ’21 ..............................Arriving Sold 43' Beneteau 43 ’09 ............................................ SOLD 43' Jeanneau 43DS ‘05 .......................“Sale Pending”

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49' Hunter 49 ‘10 ................................................ Call 44' Jeanneau 44 DS ‘16 .............................$319,000 42 Beneteau 423 ‘04 ..................................$149,900

Fountaine Pajot Astrea ’20 .......................Sale Pending 42' Catalina 42 ’93 .............................................. SOLD 41' Beneteau 41.1 ‘00 ......................................... SOLD 40' Beaneteau 40.1 ‘20 ....................................... SOLD 39' Beneteau Oceanis 393 ‘06 ............................. SOLD 38' Beneteau Oceanis 38.1 ‘21 ...............Arriving SOLD 36' Hunter 36 ‘08 ................................................ SOLD 35' Beneteau 35.1’21 ...............................Arriving Sold

40' Hunter 40.5 ‘93 ......................................$94,900 38' Hunter 386 ’02 .......................................$77,900 35' Catalina 350 ‘03 .....................................$97,500

34' Hunter ‘08 ..........................................Sale Pending 25' Harbor ‘25 ..................................................Arriving

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

MARINE SERVICENTER Serving Northwest Boaters since 1977

NORTH AMERICAN DEALER OF THE YEAR 2020 • 2019 • 2016

NEW BOATS ARE SELLING FAST – LIMITED INVENTORY ARRIVING – MODELS AVAILABLE TO VIEW NOW BY APPOINTMENT! Arrives August

Arrives August

2022 Jeanneau 349 #75971 : $198,642- SAVE $24,300

2022 Jeanneau 410 #75936: $349,885 - SAVE $29,735

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Order Yours!

2022 Island Packet 42 Motor Sailer : SAVE $70,000

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2022 Jeanneau 490 #76283 $559,856 - SAVE $22,050 W

2022 Jeanneau 440 #75456: $419,840 - SAVE $40,840

2021 Lagoon 42 #587 $674,580 - SAVE $28,440 In Stock Ready Now!

Arrives November

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Arrives August

In Stock Ready Now!

NOW IS A GREAT TIME TO SELL! The market is red hot!

See your boat listed here.

50' Beneteau ’00 ................ $174,500

47' Vagabond Ketch ‘83......$184,000 CE

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34' Jeanneau 349 ’20 ....... $199,000

34' Olson 34 ’90 ................. $54,500

Seattle Sales Office & Marina

Bellingham Sales Office

206-323-2405

360-770-0180

2442 Westlake Ave. N.

Tim Jorgeson Jeff Carson

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34' C&C 34+ ’90 ........................$82,000

35' Ta Shing Baba 35 ’85 ......... $99,500 LI NE

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35' Trident Voyager ’78..........$54,900

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36' Island Packet 360 ’12.... $205,500

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37' Island Packet 370 ‘04.... $209,000

40' Jeanneau 40 DS ’98 .........$99,000

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39' Nauticat PH ‘98.............$224,500

44' Nauticat MS Ketch ’80 ...$185,000

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41' Seafinn 41 PH ’89 ....... $129,000 W

42' SK 42 Pilothouse ’06.......$109,500

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44' Nauticat MS Sloop ’85........$149,500 G

44' Jeanneau SO 44 ’91 ............$119,000

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46' Lagoon 46 ’20 ...............$989,500

Dan Krier

WE GET RESULTS

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51' Alden Skye ‘80.............$129,500

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51' Beneteau Cyclades ‘06 .......$199,900

66' CNB 66 ‘21 ............ Arriving SOLD 62' Lagoon 620 ‘20 ....................SOLD 58' Jeanneau Yacht ‘18 ...............SOLD 53' Jeanneau Yacht ‘15 ...............SOLD 52' Island Packet 485 ‘10............SOLD 50' Lagoon 500 ‘12 ....................SOLD 49' Jeanneau 490p ‘22 . Arriving SOLD 49' Jeanneau 490 ‘20/’21 ....... 4 SOLD 49' Jeanneau SO 49 ‘05..............SOLD 45' Hunter 450 CC ’98 ...............SOLD 45' Jeanneau SO 45 ’06..............SOLD 45' Jeanneau 45 DS ’08 ..............SOLD 44' Jeanneau 440 ‘22 ... Arriving SOLD 44' Jeanneau 440 ‘21 ..............2 SOLD 44' Jeanneau 44i ‘11 ..................SOLD 44' Catalina 440 DS ‘05 .............SOLD 43' Jeanneau 43 DS ‘05/’06 .....2 SOLD 41' Island Packet ’07...................SOLD 41' Jeanneau 410 ’22 ... 4 Arrive SOLD 41' Jeanneau 410 ‘20/’21 ........ 12 Sold 41' Jeanneau 41 DS ’14 ..............SOLD 41' Burnham & Crouch ‘63....$69,500 40' Jeanneau SO 40.3 ‘07...........SOLD 40' J/120 ’01...............................SOLD 38' Island Packet 38 ‘90/’92........SOLD 37' Pacific Seacraft 37 ’81 ..........SOLD 37' Jeanneau SO 37 ‘01..............SOLD 36' Bavaria 36 ‘03 ......................SOLD 34' Jeanneau 349 ‘22 ... 3 Arrive SOLD 34' Jeanneau 34.2 ‘00 ................SOLD 33' Nauticat MS ‘85 ...................SOLD 33' C&C 99 ‘05 ..........................SOLD 32' Hunter 326 ’02 .....................SOLD

1801 Roeder Ave. Ste. 128

info@marinesc.com • www.marinesc.com

Greg Farah

Curt Bagley Jon Knowles