30 HASSE'S LEGACY 34 INSIDE PASSAGE ARMADA
FEBRUARY 2022
38 S TRAIT UP LESSONS
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FEBRUARY 2022
FEATURES 30 Enduring Legacy in a New Era
A sailmaker passes the torch to a maritime trades collective.
48º NORTH
34 Motely Inside Passage Armada
A radio personality organizes a famously flailing trip to Alaska. By Marty Loken
38 Strait Up Lessons: Rosario by Rowboat
A familiar open water crossing surprises a savvy mariner. By Jordan Hanssen
COLUMNS 22 Artist’s View — Secrets of the Salish Sea
Teredo Shipworm: A worm? Actually, a wood-eating bivalve. By Larry Eifert
24 Diesel Deep Dive
Considering your oil filter’s function and longevity. By Meredith Anderson
26 Youth Sailing Beat
Now is the time to join or support high school sailing in the PNW. By Julia Soes
28 My Boat: Pell Mell
Learn more about the custom 27-footer with a hot new paint job.
RACING 42 Frigid Digit
A January tradition for small boat racing sailors.
44 Delightful Duwamish Head
Winter racing doesn’t get more pleasant!
ON THE COVER: Cody Pinion’s Flying Tiger 10, Tigger, basks in sun and breeze while cruising downwind during the first leg of the excellent Duwamish Head Race (page 44). Photo by Jan Anderson.
5
Background photo courtesy Jan Anderson.
CONTENTS
By Deborah Bach
FEBRUARY 2022
06
Editor
THE FIRST THINGS TO KNOW ABOUT SAILING
As many of you know, my wife, Kaylin, and I welcomed our first child in mid-December. Baby Rowan is the best — she’s so sweet, she eats like a champ, and she’s sleeping… well, some. The first weeks of parenting have been blissful and blurry, and I hope we’ll remember as much as we’re trying to lock away in our memory vaults. Walking around a dark house in the wee hours with Rowan in my arms, I talk to her about the world she’ll get to know. Of course, one of the things I tell her about is sailing. Here are the first things she’s learning about sailing, as articulated by her doting, if bleary-eyed, new dad. “Rowan, sailing is fun.” It is often difficult, exciting, and complex, and is everchanging. It can surprise and stress you, and sometimes sailing will challenge you to find enjoyment in it. But all of this is fun. Fun is the first reason I sail, and it’s the first thing I want her to experience about the water. It is joyful to move around powered by the invisible wind. It’s awesome to be afloat and surrounded by the mysterious and beautiful ecosystem of the sea. It’s rewarding to set sights on a faraway point and dance with these natural forces to travel there. The focus and freedom and faculty we experience on boats… for me, you can boil it all down to fun. And I hope Rowan will feel similarly. “Rowan, you could be the finest sailor on the planet, but you don’t have to be great to love it.” Sailing is accessible. It isn’t perfectly inclusive — we can get much better at that — but I see fewer barriers between sailors than I see between participants in many other pursuits. Whatever styles of sailing appeal to Rowan, nothing can stop her from going as far as she wants to go. Crucially though, ascendancy, accolades and achievements are not required. Sailing is for everyone, and we all appreciate it in our own way. The people I know who seem to get the most from sailing, who celebrate it most fully, and whose lives are most positively impacted by it — they are not measurably the most skilled or most decorated. The important thing is to love it. “Sailing is something you can do on your own, Rowan, but it’s really special to sail with your friends.” I like to tell Rowan about the sailors she’ll meet, and there are a lot of them. Sailors are good people. When I first moved to Seattle, it didn’t take long for me to realize that the sailing community was my community. I urge her to listen to them, learn from them, and be inspired by them. Some sailors are happiest leaning into their self-sufficiency and sailing singlehanded on their own boat, which may be large or small. She might like solo sailing most of all; but if she’s like her dad, she’s going to thrive when engaging with others under sail. Those people may start as friends, or become her friends after they have shared experiences together. The interpersonal aspects of sailing are among my favorite things about it. Being with friends is great. Hanging out with friends on the water is amazing. Sharing the activity of sailing with friends is simply the best. In these early days of parenting, it feels like all our relationships bear new fruit as we witness our dearest people becoming Rowan’s village. I feel speechlessly fortunate that my community will be her community, at least for the foreseeable future, and boat folk will be a big part of that. Outside my little world of dad-brain, I’m thinking about the community of boaters right now because the Seattle Boat Show returns in person this month. What a perfect time to enliven the excitement about what we love, and to discover or rediscover those unique relationships between folks who share passions for being on the water. It’s pretty cool to think the Seattle Boat Show has been providing that opportunity for 75 years, and I wonder what it will be like in another 75. I hope Rowan will be there.
Volume XLI, Number 7, February 2022 (206) 789-7350. info@48north.com www.48north.com
Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Jacqie Callahan jacqie@nwmaritime.org Advertising Sales Kachele Yelaca kachele@48north.com Classifieds classads48@48north.com Photographer Jan Anderson 48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery. Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best! We are not responsible for unsolicited materials. Articles express the author’s thoughts and may not reflect the opinions of the magazine. Reprinting in whole or part is expressly forbidden except by permission from the editor.
SUBSCRIPTION OPTIONS FOR 2022! $39/Year For The Magazine $75/Year For Premium (perks!) www.48north.com/subscribe for details. Prices vary for international or first class.
Proud members:
I’ll see you on the water,
Joe Cline Managing Editor 48° North 48º NORTH
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FEBRUARY 2022
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FEBRUARY 2022
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info@marinesc.com
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www.marinesc.com
Greg Farah Curt Bagley Jon Knowles FEBRUARY 2022
Letters
10
All the Power You Need
Appreciating 'Sailing Home to British Columbia' Hi 48° North, Many thanks to Deborah Bach for her recent article about her return to home waters and family. I could feel her joy. And hello to her and Marty from the past. I smile when I remember our collaborations and love reading both her and Marty’s cruising articles. Thanks again, Migael Scherer More Mags at Shilshole? Hi Joe,
Model Shown Beta 38
Is 48° North still in print? I have not seen any hard-copy 48° North magazines at the Shilshole marina offices in two months now. Or, have you gone to a web publication only?
Engineered to be Serviced Easily!
Thanks, Paul Dorst
Beta Marine West (Distributor) 400 Harbor Dr, Sausalito, CA 94965 415-332-3507
Editor’s Response: 48° North is still proudly in print! We try to spread our magazines around the PNW as much as we can, but some months they get snapped up quicker than others. We’ll be sure to increase the number at Shilshole to meet the demand!
Pacific Northwest Dealer Network Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com
Sparking the Memory of an Alaska Story
Oregon Marine Industries Portland, OR 503-702-0123 info@betamarineoregon.com
Greetings Andy Cross, Your recount of adventures aboard Yahtzee cruising the waters around Seward, Alaska (Winter Shakedown, Dec. 2021) triggered a memory of a story my father once told me. He was a commercial fisherman in his youth and fished Alaskan waters. This was probably in the late 1920s and early 1930s. While between fishing jobs, he worked at the fox farm on Fox Island. He mentioned an old gentleman who worked there and during his time at the farm a mangy deer showed up on the island. I’m unclear how it got there, however the effect of mange on the herd or “skulk” of foxes was dramatic. Evidently all of the foxes became infested, disfiguring their pelts and making them worthless. Consequently, the farm was closed, for how long and until when is beyond my recall. Be that as it may, thanks for kindling that memory.
Access Marine Seattle, WA 206-819-2439 info@betamarineengines.com www.betamarineengines.com Sea Marine Port Townsend, WA 360-385-4000 info@betamarinepnw.com www.betamarinepnw.com Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH
Dave Peterson
10
FEBRUARY 2022
REGI STRATI ON OP E N
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48º NORTH
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FEBRUARY 2022
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News & Events
NEW DESIGNS AT THE SEATTLE BOAT SHOW
THERE’S A GREAT SELECTION OF BOATS MAKING THEIR SEATTLE BOAT SHOW DEBUT IN 2022 The 2022 Seattle Boat Show will have over 800 new and brokerage boats on display, featuring over 160 different boat brands at Lumen Field Event Center and Bell Harbor Marina. From cruising sail and power boats to ski boats, row boats, kayaks, and more, there is plenty to choose from. Here’s a look at a few noteworthy boats that will be making their Seattle Boat Show debuts this year. The Seattle Boat Show runs from February 4 – 12, 2022.
BENETEAU FIRST 27 CRUISING MODEL
GIG HARBOR B.W. SALISH VOYAGER 17
Presented by Signature Yachts
Presented by Gig Harbor Boat Works
The new cruising version of the Beneteau First 27 features a fixed keel instead of a lifting keel, inboard 27 hp diesel engine, plus a galley and a head. The cruising model allows sailors to enjoy the performance of the popular Beneteau performance carbon edition, but in a slightly altered version that is better suited for weekend or week-long cruising. The First 27 won Cruising World magazine’s best “Pocket Cruiser/ Day Sailor” award. » www.signature-yachts.com
This will be the Salish Voyager 17’s first in-person boat show! This new design is a seaworthy rowboat/sailboat for the adventure-loving crowd who wants to row long distances under human power. It features tandem sliding rowing seats for high performance rowing over long distances, a self-bailing floor and built-in flotation, and ample dry storage to stash camping gear and provisions. It can also be rowed while the sail is up, making it easy to switch to human power when the wind dies. » www.ghboats.com
JEANNEAU SUN ODYSSEY 410
AXOPAR 37XC
Presented by Marine Servicenter
Presented by Jeff Brown Yachts
The Jeanneau 410 features the revolutionary walk around decks and new “scow bow” hull form that have been so popular on its larger siblings, the 440 and 490. The 410 allows you to walk all the way around the deck from cockpit to bow without ever having to step up or over something. The 410 features a first-of-its-kind “Negative Bow – Scow Bow” full length hard chine hull with twin rudders. With this hull form evolution, Jeanneau has created a sailboat with tremendous buoyancy forward, yet is sleek and fast through the water. » www.marinesc.com
The Axopar 37, one of the most eye-catchingly sleek designs around, may look familiar, but the hull design is only two years old. The newly redesigned hull is 33% more efficient than pre ‘revolution’ hulls. The new model for 2022 features updates including gull wing doors and fresh, esthetic interior design. Even with these changes, the enduring draws of the Axopar 37 are steadfast — a unique blend of speed and efficiency, a warm and dry interior space, and the incredible smoothness of the ride. » www.jeffbrownyachts.com
CUTWATER C-288 COUPE
INVINCIBLE 37 CATAMARAN
Presented by Cutwater Boats
Presented by Schooner Creek Boat Works
The Cutwater C-288 Coupe is an all-new model that has a wider 10-foot beam and is powered by twin Yamaha F250 gasoline outboards. Versatility is key for the C-288, as it is equally proficient at fishing, cruising, watersports, or entertainment. Features include a climate controlled interior with a lounge/dining area adjacent the fully appointed galley, a full beam master stateroom, a private head with a shower, sleeping capacity for guests and/or children, and an entertainment system. The Clear Path swim platform means all control hoses and cables for the outboards are conveniently concealed so that the platform becomes a useful gathering area. » www.cutwaterboats.com
A line of boats being newly introduced to the Pacific Northwest boating community, Invincible Boats are top-of-the-line center console open fishing boats. One of the first designs available in the area and making its Seattle Boat Show debut is the Invincible 37-foot Catamaran. The Invincible 37 was designed from the ground up by Morrelli & Melvin Design & Engineering, Inc. With quad 300 HP Mercury outboard motors, the boat is capable of speeds above 60 miles per hour. And it still comes with ample equipment to make it a true fishing boat, including a live-well and three large fish boxes with drain pumps. » www.schoonercreek.com
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FEBRUARY 2022
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News & Events
YOU DON'T HAVE TO ATTEND IN PERSON TO ENJOY SEATTLE BOAT SHOW SEMINARS This month, the first in-person Seattle Boat Show in two years will grace the land and sea in downtown Seattle at the Lumen Field Event Center and Port of Seattle's Bell Harbor Marina. An important element for those who may not be attending in person in 2022 (and showgoers as well, obviously) is the new seminar format. The show will have its usual lineup of the region’s foremost boating, fishing, and crabbing experts conducting free in-person seminars. However, all seminars will be recorded and available later, on demand, in the show's online seminar library. A $99 dollar seminar package ticket includes multi-day admission to the show (a $36 value) and a boatload of goodies, including a copy of the Waggoner Guide. So whether you can't attend as many days and seminars in person as you'd like, or you can't attend at all — this year's great seminars are avaible from the comfort of home for three months post-show. Boat Show U will be virtual this year and all webinars will be available live during the show and on demand after the show, and are included in the seminar ticket price. This is an incredible value-add to the ticket, as Boat Show U classes were previously $55 each. There will be more than 70 boating and fishing seminars covering anchoring techniques, sail trim, no impact docking, diesel engine essentials, troubleshooting marine electrical
systems, tides and currents, squidding, crabbing, shrimping, halibut and salmon fishing, and more. NEW SPEAKERS AND TOPICS FOR 2022 INCLUDE: • Jamie Peth, Anglers Unlimited: Fishing in the San Juans • Aaron Martzke, Rose Point Navigation: Understanding your onboard electronics suite • Matthew Cullen & Samantha Borth, National Weather Service: PNW Weather hazards and NWS marine forecast • Dan Kaseler, Raptor Deck: Patterning and installing foam decking • Joe Grez, PropEle Electric Boat Motors: Long distance solar power boating and performance • Alex Bolton, Sustainable Energy Systems: The first 100% solar electric cruise to Alaska
SARC CORRECTION: PINK BOAT
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BOAT SHOW U Boat Show U this year will consist of 19 advanced 2-hour webinars from some of the smartest boating minds in the business. These in-depth webinars cover a complete range of cruising topics such as maintenance, weather forecasting, navigation, cruising the Inside Passage, and more. New for 2022 is a class for new boaters, introducing them to the basics of anchoring, navigation, boat maintenance and more. » www.SeattleBoatShow.com
The Pink Boat Regatta has alerted us that, while their dates in the SARC calendar were correct, the dates listed in their ad were not. Let's set the record straight here, and then put them on your calendars for some sailing fun to support a terrific cause! › Pink Boat Regatta, Bellingham: August 27, 2022 › Pink Boat Regatta, Seattle: September 10, 2022 › Pink Boat Regatta, Tacoma: September 17, 2022 » www.pinkboatregatta.org
In the Biz
NEW ANACORTES-BASED COMPANY IS BUILDING CATAMARANS SPECIFICALLY DRAWN FOR THE PNW Founding partners Mike Mullenberg (Pacific Cruising Yachts) and TC Skeels and Kelly Rinehart (Big House Yachts) have collaborated with Hal Whitacre (Whitacre Yacht Design) and Betts Boats in designing and building Whitacre Catamarans — limited production, semi-custom, performance catamarans. The Whitacre 47 Catamaran is their first production model, a unique offshore four-season liveaboard catamaran. This catamaran is eco-engineered for off-grid Pacific Northwest living, with the latest energy technologies, including hybrid electric/diesel propulsion and battery/solar energy systems. It is expected to launch in summer 2022. » www.whitacrecatamarans.com
USCG APPROVED FIRST AID AT SEA Learn to effectively respond to hypothermia, near drowning, and other on-the-water incidents in this informative workshop on Thursday, February 24, 2022. A topic of particular interest to PNW boaters is that of cold water immersion, hypothermia, and drowning. Other topics covered will include, CPR, patient assessment, shock and trauma, burns and fractures, patient immobilization, and more. This workshop will be held at the Nordby Conference Room at Fisherman's Terminal in Seattle from 8 a.m. to 5 p.m. on February 24. Fee: $100. » sfisken@uw.edu
48º NORTH
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FEBRUARY 2022
RUBICON YACHTS QUALITY YACHTS • BROKERS YOU CAN TRUST
1989 85'2007 STEEL SCHOONER INSPECTED 90 PAX $425,000 FRANCISCO, CA 1996 42’ CATALINA MKII $875,000 $118,000 PORT- SAN HADLOCK, 50-FT SOLARIS — -EMERYVILLE, CA WA
YACHT SALES & ACQUISITION SPECIALISTS
TAYANA 64 $559,000 - HAWAII 1960 SPARKMAN &C&C STEPHENS 45’ $69,900 - ALAMEDA, CA 20012005 40-FT64' 121 $129,000 — EMERYVILLE, CA
65-FT U.S.SABRE ARMY402 HARBOR TUG$129,000 $255,000 1963 RESEARCH YACHT $225,000 — SEATTLE, WA 1978 41' CUSTOM ISLAND STAYSAIL KETCH $65,000 - POULSBO, $219,950 -CONVERSION EMERYVILLE, CA 43’1998 HANS40' CHRISTIAN CHRISTINA - EMERYVILLE, CA 1999 ISLANDTRADER PACKET 380 $165,000 - EMERYVILLE, CAWA 19891954 PORT LUDLOW, WA
2601 WASHINGTON ST., PORT TOWNSEND (206) 602-2702
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1992 CATALINA MORGAN CENTER$59,000 $80,000 1975 42’ WHITBY KETCH $80,000 -COCKPIT ALAMEDA, CA CA 1960 45'38-FT SPARKMAN &STEPHENS CUSTOM - VALLEJO, SAUSALITO. CA
1953 48-FT MONK SUNLINER $105,000 19992005 38' ISLAND PACKET 380 $162,000 - EMERYVILLE, TAYANAED 64’ $559,000 -SEDAN HONOLULU, HI CA ANACORTES, WA
W W W. R U B I C O N YAC H TS .C O M
FEBRUARY 2022
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News & Events
48° NORTH GROUP CRUISING EVENTS IN 2022! We’re excited to announce plans for the 2022 48° North Cruising Rally! It’s really a plan in two parts, with the hope to make our rally feel even more inclusive to folks of all experience levels. However you participate, these are brilliant ways to be on the water in the magnificent Pacific Northwest with other great folks in the 48° North community! Here are the key ideas:
48° NORTH PRE-SEASON PRACTICE FLOTILLA MAY 13 - 15, 2022 Led by professional instructor and Adult Programs Manager at the Northwest Maritime Center, Captain Ace Spragg, this fun and informative event will help cruisers feel more familiar with and confident about an array of cruising skills that will come in handy on our cruising rally, and on their own adventures. The intent will be to spend three days traveling and to enjoy overnights in two different locations with unique characteristics for some great cruising practice with a safety-in-numbers vibe.
48° NORTH CRUISING RALLY JULY 31 - AUGUST 5, 2022 Our flagship event for summer fun is back! At its heart, the 48° North Cruising Rally is about engaging in the joys of PNW cruising in the company of some wonderful people. Out of it, you get happy memories, interpersonal connections, and often new cruising skills and more confidence. While it is not an expressly educational event, past participants will tell you that the simple act of cruising with others will help you learn and become more assured in your own cruising capabilities. Bring your own boat — sail or power, large or small!
Like the 48° North Cruising Rally, this will be a BYOB (bring your own boat) event; but unlike the rally, this will have a distinctly educational focus. It will begin with a Zoom classroom session and proceed onto the waters of beautiful Puget Sound near Seattle. Captain Ace will lead the group, with specific instruction about things like anchoring, anchor location choice, and anchorage etiquette; basic navigation and weather tools and decisions; tides and currents; radio communication; provisioning and more. Skippers are in charge of their own boats, but plans will be beginnerfriendly.
Exciting news for this year, the rally leader from 48° North will be super savvy full-time international cruiser and 48° North Editor, Andy Cross! Each year we’ve done our rally, we’ve been fortunate to have the partnership, support, and expertise of the Ullman Sails team. Owner of the West Coast Ullman Sails lofts and Vashon Island native, Chuck Skewes, will once again colead this year’s rally.
Zoom Education Session: 6 - 9 p.m. on Thursday, May 12, 2022 Cruising Flotilla in Central Sound locations: May 13 - May 15 Cost: $299 Space Limit: 15 Boats
In order to visit the kind of perfect PNW gunkholes we love, we will be limiting the rally to 15 boats for 2022. It is our hope that border crossings will be easy this summer, but we will wait until the rally is a little closer to make a call about whether the itinerary will include the Gulf Islands or stay in the San Juans. There’s no bad option! 48° North Cruising Rally: Sunday, July 31 - Friday, August 5, 2022 Where: Anacortes » Islands » Anacortes Cost: $299 Space Limit: 15 Boats For more details and to register, please visit www.48north.com/cruising-rally 48º NORTH
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FEBRUARY 2022
Seattle Yachts Sailing Academy American Sailing Association (ASA) Certified Sailing School Based out of beautiful Anacortes, Washington, we offer a complete range of ASA courses from Basic Keelboat 101 through Advanced Coastal Cruising 106, Cruising Catamaran 114, Docking Endorsement 118 and private instruction. We run ASA Instructor Qualification Clinics throughout the year. Checkout our website @ www.sailtime/anacortes/sailing-school Pay online for courses throughout the 2022 season. Book Now! Courses are filling up fast! Call us at 360-299-0777 if you want to talk about your sailing future! Our Location: Cap Sante Marina (boats) 700 28th Street (classroom) Anacortes, WA 98221
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First ti m e ta k i ng the b o at o u t at s u n rise
FEBRUARY 2022
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Products News
» SPINLOCK DECKVEST 6D 170N PFD A complete two-in-one lifejacket-harness for all sailors, the Deckvest 6D marks a new era for Spinlock and its popular Deckvest lifejacket range. Using feedback and reviews from sailors, the Spinlock design team worked hard to develop a hard-wearing yet comfortable lifejacket that can be worn in a variety of situations on the water. The Deckvest 6D has been ergonomically designed to have a snug fit that rests on the shoulders, keeping away from the neck and waist for full freedom of movement. It features everything require for offshore sailing including an improved front opening buckle with smooth body adjuster system, sprayhood, lifting strap, approved water activated LED light, bladder illumination lights, 40 mm single leg strap with stowage pocket, and Spinlock’s UML Pro Sensor Elite activation system. The Deckvest 6D also includes the optional HRS (Harness Release System) that was developed in Volvo Ocean Race. Price: $369.99 » www.spinlock.co.uk
» BIOLITE RECHARGEABLE HEADLAMPS A quality headlamp is an essential piece of gear for any racing or cruising sailor. But not all headlamps are created equal in their comfort, charging ability, brightness, or battery capacity. Such was the task BioLite set out to master with their line of lightweight, water resistant, USB rechargeable headlamps: the HeadLamp 200, 330, and 750. Tagged as, “A headlamp so comfortable, you'll forget you're wearing it,” BioLite’s headlamp series delivers excellent fit, versatile lighting modes, and battery longevity depending on the model. The streamlined 200 is the lightest and features four red/white lighting modes and an internal battery. While the 330 and 750 have battery packs on the rear end of the band and offer longer lighting times and brighter lights. Price: $39-$99 » www.bioliteenergy.com
» ADVENTURE MEDICAL MARINE 2500 There’s no replacement for a well stocked first aid kit on your boat, especially if you’re planning to sail far away from professional medical care. Adventure Medical Kits recently released their updated Coast Guard approved Marine 2500 to meet the needs of sailboats, power-cruisers, and commercial fishing vessels with a medium crew who might be 12-24 hours away from care. The kit's waterproof and shockproof case features stainless steel hardware and an o-ring seal to keep your first aid supplies dust free and dry — even if submerged for 30 minutes in up to 1 meter of water. The kit includes medical supplies you need to treat hypothermia, lacerations, fractures, burns, seasickness, and nearly any other boating injury until medical professionals can be reached. The kit also comes with Marine Medicine: A Comprehensive Guide by Eric W. Weiss, MD and Michael Jacobs, MD. Price: Starting at $599.99 » www.adventuremedicalkits.com
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FEBRUARY 2022
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FEBRUARY 2022
Crossword and Trivia
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In 2018, a former British Royal Marine, Steve Sparkes, became the first blind person to row across the Pacific Ocean.
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ACROSS 1 Weight which adds stability to a vessel
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In 2019, a boat that was lodged in the rapids above Niagara Falls for 101 years was knocked loose on October 31.
DOWN 1 Slip or mooring 2 Depart
5 Navigate a ship
3 At right angles to the 8 The outer back edge of the mainsail center line of the ship 9 Spars from which sails can be set 10 Color
4 Small and strong fore-and aft sail set on the mast in heavy weather
12 Toward the stern
5 Johnny Depp's buddies
13 Arrival guess, abbr.
6 Ties very tightly
15 Fall down a bit
7 Ship's cargo capacity
16 Located on a shore
11 Alien flier
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14 Opposite of savage
21 Tool for opening the strands of rope while splicing 25 Laughter noise 26 Wash clothes 28 At top speed 29 Ashes container 30 __ address 31 Approval 32 Bulrush, e.g. 33 Thanksgiving dishes 34 That guy Solution on page 48
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In 2009, Sarah Outen of the United Kingdom arrived in Mauritius after rowing from Fremantle, Australia. At 23 years old, she became the youngest person to row the Indian Ocean solo. Michael Perham, a 14-year-old from Hertfordshire, England, was the youngest person to sail solo across the Atlantic Ocean, completing a 3,500-mile voyage after six months at sea in January 2007 in his yacht, the Cheeky Monkey.
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by Bryan Henry
In 2019, a man on an Alaskan beach found a 50-year-old message in a bottle from a Russian navy sailor.
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DID YOU KNOW?
In 1901, 63-year-old school teacher Anna Edson Taylor was the first daredevil to go over Niagara Falls in a barrel.
In 2018, Microsoft cofounder Paul Allen discovered the wreck of the USS Lexington, an aircraft carrier that was sunk by the Japanese Navy.
Jacques Cousteau was a commander in the French Navy during World War II.
16 Form of cloud showing vertical development 17 Touching or fast to the bottom
In 2002, marathon swimmer Martin Strel became the first person to swim the length of the Mississippi River.
18 Massachusetts cape 20 Doesn't do a full job of something 22 Film festival film, often
In 2011, British adventurer Dave Cornthwaite became the first person to travel the length of the Mississippi aboard a stand-up paddleboard.
23 Go off course 24 Boat for the rapids 25 Like the crowsnest 27 __ we there yet?
In 2009, Canadian teacher Paula Stephanson became the second person to swim across all five Great Lakes.
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FEBRUARY 2022
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48º NORTH
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FEBRUARY 2022
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Artist's View
“Why would you want to write about a worm,” my editor once asked? As with all of nature, even seemingly mundane creatures can be very interesting. Every temperate ocean has teredo worms, including the Salish Sea. They’re not a shipworm, not even a worm, actually, but an odd bivalve related to clams that has two shells wrapped around only its head. The rest of the body is unprotected and can sometimes become two feet long. The two thumb-sized shells grind wood to dig a protective tunnel into any underwater wood, lining the sides with calcium from the discarded wood fiber like a calcareous tube worm does. A bacterium that lives with the creature
Sketches and story by Larry Eifert
helps it ‘eat wood’ as it moves through a floating dock, piling, or a piece of sunken driftwood. At the mouth of the creature's burrow, two tubes (inflow and outflow, as all clams) wave out of the hole to catch food and release excretion. As the creatures grow, they extend the tubes farther into the wood. In as little as 4 months, teredos can completely riddle a Douglas-fir piling. Wooden boat bottoms — no problem, these guys used to make Swiss cheese out of the bottoms of great square riggers and frigates. The British Navy once clad the bottoms of the entire fleet with copper sheets to keep them out. It wasn’t until modern toxic bottom paint came along that the threat
somewhat subsided; but these bivalves are still out there. Not to be socially outdone, a shipworm is born when larvae are released into the water, leaving the syphon of the female. All are born as males. They quickly become sexually mature and release sperm into the sea, but then dads change into moms at about 2 months. As they mature into adults, all teredos search for a suitable log or dock in which to set up a new home. After digging in, the females in their wood tunnels are fertilized when floating sperm gets sucked into the bivalve’s syphon. Soon, more than a million larvae are conceived and brooded in a single teredo’s gill chamber. Who wouldn’t want to write about all this?
Larry Eifert paints and sails the Pacific Northwest from Port Townsend. His large-scale murals can be seen in many national parks across America, and at larryeifert.com. 48º NORTH
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FEBRUARY 2022
THE 48° NORTH CRUISING RALLY IS ON! SPONSORED BY ULLMAN SAILS
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Diesel Deep Dive
FUNCTIONAL OIL FILTRATION by Meredith Anderson
Engine room of the Maritime Instructor (Seattle Maritime Academy training ship). All engines are equipped with spin-on or cartridge style filters. Filters play a large part onboard our boats in a variety engine, as it is chemically engineered to withstand thousands of capacities. From fresh water filters, sea strainers, fuel/ of heat cycles as the engine operates without breaking down water seperators, even coolant filters — all of these filtration and becoming acidic. It is also a hydraulic fluid that can move systems provide a crucial function for the many important thousands of pounds of weight as it will not compress much and will not mix with water easily. Thermodynamically, it is components they support. Two of the most common filters with which our engines are capable of removing a significant amount of heat from the equipped can be the difference between an operating engine engine block to keep it within optimal operating temperatures. and one that’s non-operational: fuel filters and oil filters. Both Oil also has detergents in it to help keep carbon deposits at bay of these are absolutely critical for efficient performance of a and it suspends particulates so they can be removed from the diesel engine. Most diesels have an oil change interval of engine via filter(s) and oil changes. It is truly impressive stuff! There are no specialized "marine" oils or filters. Oil does approximately 100-250 hours between oil changes, or annually exactly the same thing on a boat as it does on an automobile regardless of hours. If neglected, they can and will strand you. But how many of us think about our filters until it’s too late? — it goes through the same wear and tear, and handles The typical call I get that leads me to discover clogged filters the same pressures. The presence of corrosion can set begins like this: “My engine has no power,” or “the engine died,” in with a sitting engine (but we've already talked about that), and oil can or “the engine just won’t be less contaminated start.” While this is one with dirt and silicon unfortunate outcome, it is since it is not on the important to think about road. However, the basic what really happens applications and change when our oil filters get intervals are identical. clogged, and the damage Oil technology has it causes when they are changed little in the past not changed regularly. 100 years for a simple yet Let’s start with a diesel good reason — it works. engine’s oil lubrication Accordingly, a lot of the system. Oil is literally Removing filters with a chain wrench. advice about oil and filter the lifeblood of the 48º NORTH
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changes seems to be common knowledge. But what if those our cars. This can add to our perspective about our boat engines. limits are pushed and oil and filters are neglected? If you’re The operator’s manual on my car indicates I could wait 5,000using a synthetic oil, does that mean you can push the limits 7,000 miles before doing an oil change because the engine of the oil onto the filter? Is filter technology that different from uses synthetic oil. While it is true that synthetic oil can hold manufacturer to manufacturer? up for a significantly longer period then standard mineral oil, The first oil filter was invented in 1923 by a man named Earnest I know the manufacturer’s standard filter was a cardboard and Sweetland. Prior to the first filters, engines either had no filter paper filter that most definitely can NOT be relied upon to hold at all or only used metal screens. While this was somewhat ok up for 5,000-plus miles without falling apart or clogging up. for the slower turning engines of yester-year, this hardly flies Accordingly, I spend a bit more money by changing my oil every for modern engines. During the 1920s to 1950s, cartridge- 3,000 miles instead of 5,000, ensuring my engine would be type filters with fabric or paper elements became standard for in good operation for many more years without any many engines, and while changing them was messy and more issues related to poor filtration. time consuming, they worked relatively well and are still used We can think similarly about our boat engines, and hope to on some engines today. Typically, I see them on older diesels understand whether the oil or the filter performance may be the such as Detroit Diesel 71 series engines, but also on some new weaker link. Researching different diesel engine manufacturers engines such as Paccar MX engines found in semi trucks. Spin- and the technology they use for their oil filtration systems, I on filters became mainstream around the 1950s because they was very surprised to find out which manufacturers were cheap were clean and easy to change, which is why they are a fixture on their oil filters. As an experiment with my students one day on nearly every engine you see today. in my advanced diesel class, we cut open about 20 different Oil filters do the essential job of protecting the engine from diesel oil filters from several manufacturers and were struck a variety of contaminants that are found within the engine by how many of them were poorly made, but were conversely oil. Engines have many parts where there is metal-on-metal impressed with how well some others were made. This contact, and oil creates an extremely thin barrier in between confirmed my theory that changing diesel oil at slightly more each of those parts so they never really touch — but instead frequent intervals could do the engine good, considering the “float” across one another as the parts move. Engine oil can variation in oil filter quality. The engine oil may be fine, but the withstand this great pressure but, in doing so, will pick up filter may not be by the end of the service interval. contaminants. Oil will suspend metallic particulate, water, and Oil filtration is just as critical as the oil itself. Clean oil can dirt (silicon particulate), and bring it back to the filter which keep an engine running non-stop for years, while dirty oil can can capture most of it. Modern oil filters are equipped with cause severe wear and failure in a short period of time. An paper or synthetic fibers, even steel mesh. High-end filters engine with dirty oil will not run very long. Filters are cheap even contain magnets to capture super fine metal particulate. compared to an extensive repair or the cost of a new engine. If Today’s filters are mostly equipped with anti-drainback valves in doubt, change them sooner than later. A freshly lubricated and bypass valves, each element providing a critical function. engine is a happy engine. The anti-drainback valve keeps the filter primed so, when the engine is started up, important parts aren’t left dry for the first few seconds of the engine running. Bypass valves are Meredith Anderson is the owner of Meredith’s Marine Services, spring-actuated and will open if the filter becomes clogged, where she operates a mobile mechanic service and teaches so the filter will bypass dirty oil. This is done because dirty oil hands-on marine diesel classes to groups and in private classes is better than no oil at all. aboard their own vessels. On much larger applications such as in ships, centrifugal filtration is used as opposed to standard spin-on filters, and is circulated for much longer as there is typically much more volume. Larger applications may also use duplex or even triplex filter systems, which consist of two or three filters inline with each other so they can be changed while the engine is in operation. Many commercial applications have engines that run for years without being shut down, so having the capability to bypass filters and some oil is critical so the engine can continue to run despite an oil change. Recreational vessels, for the most part, use engines with standard oil pans and filters — thus, they must be stopped to change the oil. Many of us have some experience changing oil Detroit Diesel 6-71 DC genset running onboard tug Comanche and filters on our boats, but nearly everyone’s after a fresh oil change. most familiar context for oil and filter changes is 48º NORTH
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FEBRUARY 2022
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Youth Sailing Beat
CALLING ALL HIGH SCHOOL SAILORS! Now is the time to join or support a local high school sailing program in the PNW
by Julia Soes As the spring season for high school sailing rapidly approaches, coaches all over the Pacific Northwest are stepping up their recruiting efforts — I know, because I’m one of those coaches. If you have a high schooler in your life who you think would enjoy the sport of sailing, here’s a breakdown of some of the most frequently asked questions we get, and the reasons your high schooler should sail. What type of boats do we use? High school sailing primarily uses twoperson 14-foot Flying Junior dinghies (better known as FJs). The boats are sailed with one person at the tiller and controlling the main (skippering) and one person controlling the jib (crewing). This configuration is doublehanded sailing. While this is common, there are other high school and youth sailing events that use single-person Lasers, as well as occasional keelboat events. This year, high schoolers will use the J/70 for keelboat nationals qualification. Is it Co-Ed? Yes! High school sailing is co-ed. There are a few women’s-only regattas and clinics but all regular competitive events are co-ed. Being part of a co-ed sport gives young people better problemsolving and interpersonal skills. While fitness will certainly make for a better 48º NORTH
sailor, sailing is a sport that balances the physical with the intellectual, and size differences among people tend to balance out. As a co-ed sport, all kids — regardless of gender identity and expression — are welcome. Are there college scholarships for sailing? This is my favorite and least favorite question about youth sailing. The short answer is no. To maximize fairness and to put academics first, the national entity that oversees youth sailing, the Interscholastic Sailing Association (ISSA), does not allow schools to offer sailing scholarships. That being said, I can’t think of a better sport when it comes to applying for schools and scholarships. The likelihood of going to college on a fullride sports scholarship isn’t a reality for most people, regardless of their chosen sport; but participating in something as unique as sailing is an excellent way to gain the type of experiences that college application and scholarship essays want to hear about. Working as a team in challenging conditions that are always changing, while having great adventures with your friends, is the type of thing that will make sailors stand out. Most schools have soccer, softball, and chess teams to offer, but sailing is something distinctive. Once sailors are in college, sailing teams offer a great way to have a community of people with a shared passion from which students can find
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support. And just because there aren’t college scholarships on offer, doesn’t mean there aren’t special opportunities that present themselves for keen and progressing scholastic sailors. Active sailors may find they have chances to sail with some of the top racers in the region (and beyond), or to travel to exciting locations to go sailing. With so many boats and types of racing being done by all ages and experience levels, there really is something for everyone. Do I need to have any sailing experience? No. Each team varies in composition, with some kids having sailing experience and others being new to the sport, but walk-ons (new sailors) are always welcome. Plenty of highly accomplished sailors got their start with their high school sailing team. There’s no easier time for new sailors to learn how to sail than through high school sailing. It’s more affordable than private lessons or buying your own boat, and helps you get established in the sailing community. Is sailing a WIAA sport? No, most sailing programs in the Pacific Northwest are run through a local community boating center or yacht club, not the Washington Interscholastic Activities Association (WIAA). The level of connection to the team's school varies from team to team — with a few being regular school sports and others being entirely independent. This has its FEBRUARY 2022
advantages and disadvantages, but the basic requirements for participation are similar to most school sports. One of the advantages is that you may be able to find a local team to race with, even if your high school doesn’t offer a sailing team. The organizing body for high school sailing in the Northwest is called the Northwest Interscholastic Sailing Association (NWISA). This is the Northwest region's ISSA chapter, ISSA is the national body for high school and college sailing. ISSA sets the rules and hosts national events. Isn’t sailing really expensive? Sometimes, but it doesn't have to be. Most youth sailing schools will tell you that their primary goal is to get as many kids out on the water and enjoying the sport as possible. They make sailing accessible by providing equipment and some programs even provide the gear kids need (a wetsuit, bibs, sail booties, a lifejacket). Compared to other sports and activities, high school sailing costs about the same, and local scholarships and sponsorships are available at the high school level at most programs to make the sport less cost-prohibitive. Coaches work hard to raise funds to get kids out on the water.
Reach out and coaches will be happy to tell you more specifics on how to join a team. If you’re not a high schooler and don’t have one in your life, there are plenty of ways to get involved and support high school sailing. Most events and programs rely heavily on volunteers. Whatever your skillset is (web design, carpentry, photography, fundraising, landscaping, cooking) we can find a way to put you to work. Help is needed at the individual program level as well as with
NWISA events as a whole. Each regatta needs volunteers on and off the water. If you don’t have the time to volunteer, donations to your local team, NWISA, or the Northwest Sailing Foundation are always welcome. Julia Soes grew up racing with Anacortes Yacht Club and sailed for their high school program, before getting into college racing on the Western Washington University Sailing Team. She coaches for Sail Orcas.
Anchored by a vibrant, friendly downtown, and surrounded by water, infinite adventures await.
When is the season and where do we go? The first regattas of the year typically start in early March and run through midJune, but practices often start in mid-to late February. It’s not uncommon for there to be snow on the ground when the season starts, and to be able to sail in shorts and a t-shirt when the season is wrapping up. One of the best parts of the NWISA sailing season is the variety of places kids get to sail. This year the local list of venues includes Bellingham, Sail Sand Point (Magnuson Park), Oak Harbor, and others. For nationwide invitationals, sailors this year have gone to New Orleans, San Diego, Los Angeles, and Chicago. How do I get involved? Check the NWISA website to see if your school has a team, or what teams are close by and what sailing center they use. Team contact info can be found there. 48º NORTH
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My Boat
PELL MELL Pt. Bonita 27 The pretty teal craft with big plans that makes people say, “Hey, what is that thing?”
Pell Mell and crew at Round the County 2021.
Most every sailor around the Pacific Northwest will be familiar with Alex Simanis and Joe Grieser from Ballard Sails. In addition to being business owners, they’re some of the region's most active racers, and their previous boats have been highly regarded and very recognizable on Puget Sound. These two supremely savvy boat guys have a new (to them) boat, Pell Mell — and she is eye-catching to say the least. Racing sailors have taken notice of the electric teal hull, but few know what exactly
they’re looking at. Well, in this month’s My Boat column, Alex gives us a window into the boat and why they’re so excited about it. It won’t be the last you’ll hear about Pell Mell in the pages of 48° North, either. Not only are Alex and Joe starting to bring the boat out for regional races big and small, but they’ve set their sights on a grand adventure this summer: Pac Cup. Let us introduce you to Pell Mell. Tell us about your boat. The boat is called Pell Mell. It is a custom Dave Sutter designed and built 27-footer — the drawings all say "Pt. Bonita 27". Pell Mell, which means “in a confused haste” or “in mingled confusion”, is the original name, and we never thought of changing it because it seems to fit the boat’s style and history. Pell Mell is co-owned by me (Alex) and Joe Grieser. We purchased the boat in spring 2020, and she spent a lot of time hidden in our shop getting a refit; but she’s been back on the water since fall 2021 and now lives at Shilshole. Remind readers of your boating background. I have owned many boats including a Thunderbird, a custom 1 /2 tonner, Santa Cruz 27, Evelyn 32, and I also owned a couple of Thistles. I grew up boating, and have been lucky enough to race everything from 505s to maxi yachts. My father was a boat broker at South Lake Union, so I grew up washing boats, working on boats, delivering boats, etc. His office was near the Center for Wooden boats, and I spent many hours there working on boats and sailing. For over 10 years, I worked at the company "Let’s go Sailing" on the Seattle waterfront taking people sailing. Joe and I have now owned Ballard Sails & Yacht Services for going on 13 years!
A look at the boat's construction before the new cockpit sole was laid down. 48º NORTH
How did you find Pell Mell and what makes it special to you? A local sailor by the name of Steve Roberts had the boat over in Poulsbo for years. We worked together at CSR sometime in the 2005-2006 range. One summer, Pell Mell was at the yard for a little work. I helped Steve with a few things, and we went out
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through the locks for a day sail on the way back to Poulsbo. She has such a nice moderate rig, powerful hull shape, and a neat camp-cruiser interior — I was instantly stoked about the boat. I have always had a thing for boats with hard chines. Seeing as this one was super light (2,400lbs), and was cold moulded below the waterline, it struck me as a sweet Pacific Northwest ride that was slippery through the water and could easily be sailed in any of our local races. Can you share more about the boat’s history? Pell Mell was designed around 1980 by Dave Sutter, a Naval Architecture student (at the time) and boatbuilder in the San Francisco area. Dave was a pro sailor as well, and was gone for much of the 1980s racing and delivering race yachts. From what I gather from our conversations, the boat was not started until 1985, and was not launched until '89 or '90. Pell Mell’s design was inspired by Dave Leech's famous Dogpatch 26, Moonshine, which was designed in a similar time period and is also being actively raced in the Pacific Northwest today. In addition to Moonshine, Dave also took inspiration from a day sailor design in a Herreshoff book entitled Sensible Cruising Designs. The day sailor had a plumb bow, chined topsides, and a round bottom. What do you like best about your boat? She is light, fast, simply sailed, and easy to travel with. I could go on, but I’ll leave it at that. What do you know now about your boat that you wish you’d known when you bought it? Pell Mell was in seemingly great shape but, as with most boats, there were underlying issues as we dug into the project. The cockpit was a really poor design, but I didn’t realize that until the first time we raced the boat with a full crew. Then, we knew we had to change it. It was definitely a way bigger project than any of us thought, but we ended up with a sweet retro ride. I definitely am happy to have done it all...now!
spinnaker. We rang the bell on the halyard, and she took off at an eye-popping 16-plus knots. Pell Mell was easy to drive, fast, responsive, and we had zero issues. Joe and I decided that day that she was a great candidate for the refit — and for the Pacific Cup! Where do you plan to take your boat? Do you have a dream destination? After the 2022 Pacific Cup, I really want to do a cruise around Vancouver Island. I don’t know when, but I think a small boat like Pell Mell will get us into all the cool little nooks and crannies of the Inside Passage and the secluded harbors of Vancouver Island’s west coast. She has a sweet little interior. If someone gave you $10,000 that you could only spend on your boat, what would you do with it and why? Ten grand, man… I might think about doing a new Biekerdesigned keel. Other than that, I would just apply it to the regatta fund, and go do some downwind racing in the ocean where Pell Mell could really fly. If you could have any other boat, what would it be and why? Tough question… I think boats in this genre are right up my alley. If I could pick ANY boat, I would have Bieker Boats design me a 32-footer. No water ballast, and with a simple but functional interior. The Evelyn 32 I had was just about the perfect size for racing and cruising. So taking this concept to a more modern level would be a vision of mine. What didn’t we ask you about your boat that you wish we had? You should have asked how we picked the color! Joe and my girlfriend, Elishia, picked it. I would have painted her gray, but I want to paint everything gray. It’s nice to have more creativity in the partnership!
Whether it’s a beloved cruising sailboat, powerboat, racing boat, wooden boat, workboat, tug boat, or even a kayak or old Laser, we want to share your boat’s story in 48° North’s “My Boat” series. Email andy@48north.com to get started.
What’s your favorite story involving your boat? I really like that Eric Jolley, of Bieker Boats, helped in the original build of Pell Mell. He says that the boat was the inspiration for the Shilshole 27 (a current Bieker design). Describe the most challenging situation you’ve experienced on your boat and how it performed. We have not done enough sailing yet to have any crazy stories. I do remember taking her sailing before the refit on Labor Day in 2020. It was blowing solidly 25 to 30 plus and there were huge wind waves out of the north. Every Puget Sound sailor knows that scenario. We sailed her up to Edmonds with some old crappy sails, and had four people on the rail. The boat was settled down and stable on her chines uphill. For how big the conditions were, the boat was relatively dry. Once we made it up to Edmonds, we popped the first new sail the boat had gotten in quite some time — a symmetrical masthead 48º NORTH
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The newly redesigned, newly finished cockpit of Pell Mell. FEBRUARY 2022
ENDURING LEGACY IN A NEW ERA A LEGENDARY SAILMAKER PASSES THE TORCH TO A PORT TOWNSEND MARITIME TRADES COLLECTIVE by Deborah Bach
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or a time, it seemed that one of Port Townsend’s most venerable maritime businesses, launched by an iconic figure whose work is admired by cruising sailors worldwide, was nearing its end. Carol Hasse, founder and owner of one of the only womanowned sail lofts in the world, had long planned to retire when she turned 70 in February 2021. That meant selling Hasse & Company Port Townsend Sails, the business she’d started 43 years earlier in the airy, 1940s former Navy building with sweeping views over Point Hudson Marina and Admiralty Inlet beyond. Hasse announced her plans to retire at the 2019 Port Townsend Wooden Boat Festival, and the response from customers was immediate. Within a couple of weeks, the loft’s work schedule was booked out to Hasse’s retirement date by sailboat owners coveting the meticulously crafted sails she is renowned for. “The phones rang off the hook for three days, and suddenly we were booked out,” recalls Alison Wood, one of the loft’s sailmakers. “Everybody scrambled, because they wanted our sails and they realized there wasn’t a buyer (for the business) yet.” Hasse wasn’t worried. She simply could not imagine that the loft might close. But almost a year after her announcement, with her retirement date creeping up, there was still no buyer. Several people had expressed interest, but they eventually all backed out. Sailmaking is not a high-margin business, particularly the way Hasse and her crew do it, crafting their sails
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in-house from start to finish instead of outsourcing much of the production offshore, as most lofts do to keep costs down. There was also the daunting prospect of filling the oversized shoes Hasse was stepping out of. Living up to her reputation for making the highest-quality sails available — with skills and knowledge gleaned through almost a half-century of practicing her craft — could deter even the most ambitious entrepreneur. Competing with Hasse would be hard enough, but her influence reaches far beyond the sail loft. Hasse (pronounced HAH-see), as friends call her, has long been a powerful advocate for preserving and promoting Port Townsend’s maritime trades. She is a founding board member of the Wooden Boat Foundation and helped launch Port Townsend’s famous Wooden Boat Festival. She has served on the boards of the Northwest School of Wooden Boatbuilding and the Northwest Maritime Center, and in January began her first term as a Port Townsend port commissioner. In 2021, she was named Citizen of the Year in the Jefferson County Community Leadership Awards. Friend and fellow sailor Kaci Cronkhite describes Hasse as a tireless community-builder who is always ready to offer support or lend a hand. “Hasse has always been willing to problem-solve in a group, to tweak plans, to stand an extra watch, to lead in a storm, to listen and seek peace, to give all she had in energy and time to get whatever we were working on moving forward or safely hoveto so we could move forward again when the storm passed,” Cronkhite says. “Her legacy is as big as her giant heart.”
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“We were already a small crew and we worked as a team,” she In person, Hasse is warm and generous, with an unassuming nature that underplays her sharp intellect — she was awarded says. “It was hard to envision any one of us being the boss over a prestigious National Merit Scholarship — and inquisitive, the other ones. It wouldn’t work.” analytical mind. Friends say she is a person who lives her Unbeknownst to the crew, discussions about the loft’s future beliefs, inspires others, and is deeply committed to her craft. Nancy Erley, who has known Hasse since she enlisted her as were taking place about a mile and a half away on the other sailing master for the first leg of a 1989 global circumnavigation end of town, at the Port Townsend Shipwrights Co-Op. Located Erley led, recalls sitting up with her late at night on trips back in Boat Haven boatyard, the co-op was formed in 1981 to bring home to Port Townsend. Erley’s boat was outfitted with Hasse together craftspeople in various marine trades. It currently sails, and her friend would pepper her with questions about has 12 member owners and 55 employees and offers services ranging from metal fabrication to rigging and woodworking. how they were working and what might be improved. Co-op President David Griswold shares Hasse’s commitment “She really cares about what she’s doing, what her life’s work is,” Erley says. “She really cares about making things perfect for to the area’s maritime industry; about 15 years ago, he helped everybody’s boat. And she understands the working of the sails form the Port Townsend Marine Trades Association to provide a collective voice for the region’s maritime workers. Griswold profoundly.” Sailmaker Sandy Goodall worked with Hasse for more than knew Hasse hadn’t found a buyer for the loft, and he was 20 years as a sail design consultant. Of the 125-plus sail lofts concerned. The closure of the loft would be a blow to Port Goodall has worked with around the world, Hasse was, as far as Townsend’s close-knit marine trades community, one less he knows, the only female loft owner, thriving in what is still a potential draw for boat owners to bring vessels needing work to the remote town of around 10,000 on the northeastern tip of male-dominated field. “She’s very personable, very outgoing, very knowledgeable, Washington’s Olympic Peninsula. “Our philosophy at the shipwrights co-op is that we’re better very confident,” Goodall says. “She attracts people. She has all the right tools, including personality, to go out into this highly as a whole than we are as individual businesses,” Griswold competitive market where a lot of men are running around full says. “So as a company, we looked at the possibility of Carol’s of testosterone, believing they know more than any woman business closing and said, ‘Hey, this can’t happen. Is there anything we can do?’” could ever know. And she proves them wrong.” Griswold and the other co-op owners started crunching Despite Hasse’s reputation and success, by the summer of 2020, the future of the sail loft was looking grim. A state numbers, trying to figure out how to make a purchase of Hasse’s Covid-19 mandate closed the business for 10 weeks that spring, business pencil out. Griswold knew retaining Hasse’s skilled prompting a few of the loft’s five employees to seek temporary crew was critical to making the deal a success. “It was largely because of the sailmakers that were there — work elsewhere. Wood took a landscaping job; another sailmaker did canvas and repair work. When the loft reopened, how skilled they are, how engaged, how capable they were — its repair department had to be closed so the small crew could that I knew it would work,” he says. The merger would also only be feasible by relocating the finish the sails that had been promised to boat owners before the February 2021 deadline, creating a cash flow problem that sail loft from Point Hudson to a co-op-owned building at Boat Haven to keep overhead down and bring employees together Hasse solved with a home equity loan. Hasse felt the weight of responsibility for her employees, in one location. But moving the business meant the end of an who had stuck with her without knowing if they would have a job in the end. Not coming through for them would have been heartbreaking to her. “I would have felt like a personal failure in that regard, and I would have felt just a failing to the craft of sailmaking to not have (the business) go forward,” she says. The uncertainty was hard on everyone. “It was a rollercoaster, and different for all of us,” says sailmaker Erica Georgaklis. “We’ve all been at the loft different amounts of time. We all have different dreams and plans.” But aside from one employee who left to pursue other interests, the all-female crew, who have more than 40 years of combined experience (one employee has been there 21 years) stayed and hoped for the best. Individual crew members thought about buying the business, Georgaklis says, but it wasn’t feasible financially, and Carol Hasse at home at her drafting table. perhaps more significantly, culturally. 48º NORTH
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era that started when Hasse and a group of like-minded souls with saltwater dreams arrived in Port Townsend in the 1970s and kickstarted the town’s marine trades renaissance. Much of that activity was centered around Point Hudson, with Hasse’s sail loft and Brion Toss Yacht Riggers, which is still downstairs in the same building, at its heart. Leaving the old location behind “was very hard,” Wood says. “It’s still hard. I feel bad for the building mates we left behind. You have these friendships and they’re still your people.” On the last working day of 2020, Griswold and a few other co-op owners gathered with Hasse and her crew at the old loft for a party to celebrate the signing of an earnest agreement for the purchase. For Hasse, merging her loft with an organization led by Griswold, “a man of integrity and kindness,” was the right outcome. “They’re an established business that’s highly successful and respected. There’s this continuity of a company that’s always stood by its work, always cared for its employees,” she says. “That was what I wanted the new owner to be.” The merger was finalized in March, and in October the loft moved to its new home, a freshly renovated two-level space in the boatyard across from the popular Blue Moose Café. Griswold and Georgaklis spent several months working closely with Hasse to learn her approach to sail inventory recommendations and communicating with customers. “The most daunting part for us all is, how were we going to get what was in Carol’s head into our heads?” Griswold says. “She accumulated that knowledge over 43 years and even prior to that, with all her sailing experience and engagement with sailing and her passion for sailing all these years.” Hasse worked with the crew into the summer, advising on sail designs and gradually stepping away to undertake a longplanned cruise through south Puget Sound in her 1959 25-foot Nordic Folkboat, Lorraine, which she’s owned since 1979. She plans to stay involved with the loft as a consultant and hopes to start writing a book soon. If she was still 27, if she had decades stretching out in front of her, she would sign up for another 43 years, she says. “I loved my work,” Hasse says. “It was the greatest blessing, the travel and sailing and being in different ports all over the world.”
David Griswold, president of the Port Townsend's Shipwrights Co-op, is a longtime champion of the area's maritime industry.
Sailmaker Erica Georgaklis sews a seam on a sail in the loft's new space.
Hasse grew up in Camas in southern Washington, on the Columbia River Gorge. From her bedroom window, she would look out at the river, Mount Hood rising majestically to the south, and dream of climbing peaks and getting out on the water. Given her academic prowess, Hasse was expected to go to college, and she initially hoped to become a hospital ship doctor. But after a year of classes at the University of Puget Sound, Hasse was restless and wanted to see the world. She hit the road, hitchhiking alone through 23 countries and making it as far as the border of Iraq and Syria before returning to the U.S. Hasse got her first experience boating when family friends invited her to join them on a cruise to San Francisco. That was followed by crewing and teaching stints on boats to Mexico, Costa Rica, the Galapagos, Hawaii, the South Pacific, the
New employee Ursula Swantner works on a sail repair. 48º NORTH
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Sea,’ and here and there and everywhere.’” The business living on and remaining in Port Townsend means “everything,” Cronkhite says. “It’s proof that people still value hands-on, heart-driven work. It proves that maritime trades businesses are viable through turbulent times and generational shifts.” Port Townsend Sails recently hired two new sailmakers and is booked out over a year with orders. The crew has settled into the new space, and is adjusting to taking on new responsibilities Hasse once handled and being part of a bigger venture. “It’s a lot,” Wood says. “But it’s all good, and it’s fun and it’s exciting.” The sale of the business Hasse launched so long ago represents a changing of the guard in Port Townsend, as a new generation of tradespeople and artisans shapes the next chapter in the town’s rich maritime legacy. What won’t change is the approach Hasse is known for, of creating sails made on Northwest shores that can take boats around the world, and carrying forward the craft practiced by centuries of sailmakers before her. “I just feel so privileged,” Hasse says, “to be a link in that.”
Caribbean, Alaska, and other locations. Hasse has logged more than 35,000 nautical miles, sailing on everything from wooden gaff-rigged vessels to tall ships. Early on, Hasse knew she wanted her own boat and joined with a group of friends to build a “hippie commune boat” in Bellingham. Tasked with making sails for the Skookum 47, Hasse got a job at the Seattle loft of master sailmaker Franz Schattauer, a German immigrant who learned his trade in the European craft guild tradition. From Schattauer, Hasse learned the traditional methods she brought to her own business — handstitched leather on corners, extra layers of sail cloth for chafe protection, hand-sewn rings instead of grommets. Most of Hasse’s customers are bluewater-bound cruisers, and her sails are designed to be “Cape Horn-worthy” and able to be repaired by hand at sea. Only a handful of U.S. sail lofts still use the traditional methods Port Townsend Sails does, and almost none make sails from start to finish; Hasse can name only half a dozen on both coasts. If her loft closed, it would have meant the loss of the centuries of tradition and craft Hasse and her crew have carried forward, and of an inestimable body of knowledge embodied in their work. “It’s almost unfathomable what it would have been like,” Georgaklis says. “We get cruisers coming through and being like, ‘I have heard about Hasse sails since I was a kid,’ or ‘I’ve seen Hasse sails all over the Mediterranean and in the Korean
Deborah Bach is a former newspaper reporter whose writing has appeared in the New York Times, the Baltimore Sun, the Seattle P-I and other outlets. She grew up in Canada, lives on Bainbridge Island and cruises with her husband and their boat kitty on their Passport 40 sailboat, Rounder.
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MISSION IMPOSSIBLE?
RADIO PERSONALITY ORGANIZES A MOTLEY ARMADA OF 125 POWERBOATS, HOPING THEY CAN MAKE IT FROM PUGET SOUND TO ALASKA — WHAT COULD GO WRONG? by Marty Loken Photo courtesy of Nick Reid.
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he year was 1968, and it was time for something nice to happen. We’d just lived through the assassinations of Martin Luther King Jr. and Robert F. Kennedy. Vietnam War protests raged, and the country had earlier experienced other dark symbols of the 1960s. Throughout the tumultuous period, I was a young general-assignment reporter at The Seattle Times, covering everything that came along… from war protests and serial killers to ospreys nesting on high-rise ledges. When you were on general assignment, you never knew what you’d be covering each day. So I developed a strategy of inventing positive features I could suggest to my bosses, like climbing Mount Rainier on the 100th anniversary of the first known ascent, or being a Salvation Army bell-ringer to tell the story of how donations help those in need. Or even driving a little three-wheeled ice-cream truck on a summer day, delighting kids in a suburban neighborhood.
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Catching wind in early 1968 of a planned small-boat cruise from Puget Sound to Ketchikan, Alaska, that was invented and promoted by radio personality Robert Hardwick, I knew — as a guy who’d spent his whole young life aboard boats — that this was a story I had to cover. Hardwick was a seasoned boater, and his boondoggle was billed not-somodestly as “The Largest and Longest Pleasure-Craft Cruise in the History of Boating.” He envisioned a mix of 125 small cruising powerboats parading together from Puget Sound to Southeast Alaska. The plan was to depart Roche Harbor and make 100 nautical miles per day, happily clustering for overnight stops in Campbell River, Alert Bay, Bella Bella, Butedale, and Prince Rupert before reaching Ketchikan, where they’d rest for a while and then return south via a similar route. Never mind that docking 125 boats overnight in Bella Bella or Butedale might present a few challenges,
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since the locations lacked dock space for more than maybe a dozen visitors. Soon after hearing about Hardwick’s zany plan, I pitched the story to The Seattle Times’ managing editor, suggesting that the paper dispatch a reporter and photographer — that would be me and anyone they chose to shoot photos — to ride along with the armada of small-boat skippers, hoping to file daily reports from along the route. Knowing that conservative “Fairview Fanny” — a nickname for The Times back then — was not inclined to celebrate self-serving disk-jockey stunts, I tried to convince my boss that a huge, motley fleet of strangers, with all levels of experience and aboard boats of mixed pedigree, might produce some actual (maybe even bad) news, or at least enough weirdness to make it interesting. He raised substantial eyebrows throughout my pitch, but grudgingly agreed. My good friend Dick Heyza, a Times photographer I’d teamed with on many earlier stories, FEBRUARY 2022
was chosen, so we quickly packed duffle bags and gear. On July 19, the day cruising boats were scheduled to rendezvous at the starting line, almost all of the 125 registered boats assembled in Roche Harbor. Some, we learned later, couldn’t find that corner of San Juan Island… not a promising sign. Walking the docks that afternoon, we realized the cruise would include a crazy variety of boats and skippers — some little 16-foot outboard runabouts with gas-station roadmaps for navigation, on up to an ancient 65-foot retired tugboat that would soon tow many of the smaller vessels after they’d either broken down, run out of fuel, hit logs, or otherwise been unable to reach the day’s destination. Aboard the boats were 450 souls — solo adventurers in some of the smaller boats, entire families and some of their friends in larger cruising vessels. Serious skippers, rowdy kids, heavy-drinking guests along for a 1,400-mile party, newbie boaters with zero experience. They were all there…ready or not. Early interviews suggested a mix of potential stories. Many boaters had never ventured more than a few miles from their home marinas in Olympia, Tacoma, Seattle, and other Puget Sound ports. Some had purchased new boats for the cruise, and showed up with almost no operating hours, spare parts, tools, or idea how they’d get to Ketchikan, other than “following everybody else.” A shocking number had never entered the San Juan Islands by boat, let alone cruised farther north. Most were equipped with paper charts and marine radios; some others had no navigation aids, no compasses, maybe the aforementioned gas-station roadmaps, and only a fuzzy idea of what lay ahead. Boaters who reached Roche Harbor were clearly excited about the adventure, and eager to meet others, exchange stories or seek cruising tips. But overall, Roche Harbor felt like one of those early scenes in a disaster movie, where viewers are methodically introduced to a variety of innocent characters you know will soon become victims. Before casting off on the first leg to Campbell River, the 125 boats were divided into six cruising groups, or pods, according to cruising speeds that had 48º NORTH
been previously estimated, and group finding that the autopilot’s desire to leaders were chosen to coordinate daily immediately return to Seattle had travels of each pod. Although the leader resulted in a steering box full of groundof one pod had mysteriously vanished, up metal filings. Hardwick, meanwhile, all boats shoved off from Roche Harbor at was in deeper trouble, having been told 7 a.m. on July 20, bound initially for the that nobody in Ladysmith could deal Canadian Customs checkpoint in Sidney, with his bent propshafts, propellers, and rudders. “Try Nanaimo,” he was told by B.C., and then on toward Campbell River. It didn’t take long for things to go a mechanic, but we soon learned that bad: Only 78 of the 125 boats made it to mechanics in Nanaimo were overwhelmed Campbell River by the end of Day One. trying to repair other broken-down boats We were among the no-shows, having that were part of the Alaska-bound fleet. joined a Bellevue family aboard their 44- In desperation, we located a haulout yard foot catamaran cruiser, ominously named in Silva Bay, Gabriola Island, so Hardwick Still Afloat. We were happy to be guests and his boat limped there, accompanied aboard the big catamaran, since the by the catamaran we were aboard. After family’s plan was to cruise in the vicinity all repairs were completed, we finally of organizer Hardwick, who was aboard made it to Campbell River…two days a fast twin-engined 33-foot cruiser. After clearing Customs, as we entered Satellite Channel, the skipper of our host boat began a wrestling match with his steering system. At first, the catamaran wouldn’t turn to starboard. Then it wouldn’t turn at all. When we slowed and began steering with only engines and throttles, Hardwick pulled far ahead, running at 17 knots as he entered Stuart Channel. When he was somewhere near what he called False Rock, three miles east of Ladysmith Harbour, we received a frantic radio message from the cruise commander. “I just hit a log! Didn’t see it at all,” said Hardwick, “and neither did the guy behind me. The port engine is completely dead, and I’m only getting about 900 rpm’s out of the other.” He was almost powerless and we were completely rudderless. With few choices, H a r d w i c k limped into Ladysmith and we eventually s we r ve d in behind. Before long, a mechanic tore into our boat’s steering system, Newspaper clippings from 1968 show the fleet leaving Roche Harbor.
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behind some of the leading boats, and falling farther back, since the catamaran’s steering had failed again, along with the boat’s port engine. Sympathizing with our skipper’s plight, but challenged to cover the flotilla’s cruise from days behind the leaders, Heyza and I chartered a floatplane in Campbell River and flew to the next prescribed stop, Bella Bella, where we caught up with what was left of the armada. From there, most of the surviving boats made fairly uneventful runs north to Butedale, then Prince Rupert, and on to Ketchikan…not in parade formation, and certainly not via a prescribed route or timetable. But after reaching the final destination, the boaters learned that their fearless leader, Hardwick, was stuck once again with a dead engine and more bent propshafts, having hit another log near Port Hardy — only about halfway to Ketchikan in nautical-mile terms. After being stuck in Port Hardy waiting for parts and repairs, Hardwick’s boat
finally arrived in Ketchikan five days late. On final approach to the Alaska town, Hardwick waved to a lot of folks who were by then heading south back to Prince Rupert and beyond, vowing to slow down and not maintain 100-mile days during their return to Puget Sound. Finally pulling into Ketchikan, Hardwick was exhausted and disappointed, but relieved. “There were a couple of times when I really didn’t think we’d make it,” Hardwick said after docking. “Especially after hitting the second deadhead. Both propeller shafts, rudders, and props had to be replaced...again.” When he finally tied up, he was asked to sign the chamber of commerce’s cruise record book. There was only one space remaining in the register, so he was officially the last to arrive. It was impossible to tell with accuracy how many boats and boaters completed the 1,400-mile round trip from Puget Sound to Ketchikan and back — maybe about 75 went the distance — but the
cruise still came close to its description as “the largest and longest pleasure-craft cruise in the history of boating,” or at least “the history of boating in 1968.” Survivors, gathering in Ketchikan during a four-day layover, enjoyed long showers, and meals hosted by local residents and the Ketchikan business community. They swapped sea stories, many about lessons learned and how, if they ever did anything like this again, they’d take along more spare parts, extra tools, better navigation aids and charts, extra containers of fuel, more food and other supplies, and better communications equipment. While the larger boats had decent marine radio telephones, some of the smaller craft relied on following better-equipped boats, hoping for the best. Fuel shortages were a big issue for the fleet, since refueling docks were often closed — or out of gas or diesel — by the time some of the boats reached overnight stops. Many boats with empty tanks were towed during the cruise, and two of them ran out of fuel 100 yards short of the city dock in Ketchikan. My most memorable personal experience took place during the long crossing of Dixon Entrance, on the run from Prince Rupert to Ketchikan. Shortly after easing into Dixon Entrance, our ancient host boat encountered the densest fog you can imagine. At that moment, the boat’s large, antique compass began to ooze liquid onto the pilothouse floor. As the compass dial spun aimlessly and then came to rest, we looked at one another and, without speeches or screams, started navigating by dead reckoning… maintaining a steady angle toward the waves, hoping that we’d see land before running headlong into it. Eventually, we eased up to an eerily high and sheer wall of rock, then followed it until we could tell which island we were passing. After that, the fog slowly lifted and we meandered up channels and into Ketchikan, where a new compass was installed. I was 26 years old when we covered the Alaska cruise, and I’d had a lot of experience with small, open boats, but hadn’t yet cruised north of Campbell
Part of the armada ties up in Ketchikan after taking on the Inside Passage. 48º NORTH
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River. Growing up in a cruising family, I loved everything about the San Juan and Gulf islands, but was completely unprepared for the staggering beauty of waters farther to the north. Forced to fly from Campbell River directly to Bella Bella, I missed the drama of Seymour Narrows, Johnstone Strait and Cape Caution, but the endless, watery canyons of Graham Reach, Princess Royal Channel, Fraser Reach and Grenville Channel made a huge impression, and I vowed to return. Ten years later, as managing editor of ALASKA magazine, I’d get my chance — spending time exploring Northern B.C. and Alaska waters by pleasure craft, commercial fishboat, floatplane, mailboat, whale-research vessel, and government ferry. While I’m sure most members of Hardwick’s Alaska cruise took time to savor the magnificent beauty of the Inside Passage during their morerelaxed return leg to Puget Sound, it was striking that their personal stories about the northbound cruise focused on daily challenges more than wildlife or stunning scenery. For most, each day’s prescribed 100-mile leg became a straight-ahead, goose-the-throttle marathon. Often, for the slower boats, it was a 14-hour endurance run with fingers crossed and no time to fully appreciate the environment they passed through enroute to Ketchikan. But one priceless thing was learned by the Alaska-bound boaters: Townspeople, villagers, and fellow cruisers along the route were unbelievably generous in helping with repairs, food, fuel needs, and other small and large emergencies. Many lifelong friendships were formed, and I’m sure most of the boaters — well, maybe not the guy who put his cruiser up for sale 10 minutes after docking in Ketchikan — used the Alaska adventure as a springboard for years of future cruising experiences. And by the time they completed the 1,400-mile round trip, even rookies had become able boaters who would never again fail to take along spare parts, tools, extra fuel or foodstuffs… not to mention decent charts. A particularly poignant moment that illustrates the overall camaraderie of the voyage was when a fellow in a small 48º NORTH
outboard boat limped into Bella Bella with a blown head gasket in his 75-hp outboard. Late at night, knocking on doors in the old Bella Bella village, he was guided to an elderly tribal member — a boater who was known for his collection of keen junk. “You wouldn’t by chance have a head gasket for my 75-hp outboard, would you?” the visitor asked, fearing the answer. “Well, let’s see here,” the man replied, beginning to rummage through a hodgepodge stack of used parts. In mere minutes, the amazed visitor heard, “Sure, here’s one,” as the
elderly gent handed over a floppy, used gasket for the exact motor. After refusing offers of payment, the two heartily shook hands and the stranger disappeared into the night, now ready for his final push toward Ketchikan. Boaters helping boaters. That’s how it was in 1968 when a lot of them needed assistance, and how we hope it remains today. Marty Loken is Associate Editor of Small Craft Advisor magazine, published in Port Townsend
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seventhwavemarine@olypen.com FEBRUARY 2022
STRAIT UP LESSONS: ROSARIO BY ROWBOAT by Jordan Hanssen
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ray clouds covered the August sky above Washington Park in Anacortes. I tossed an inflatable life vest into my skiff, paused, and threw in a foam vest for good measure. The low-profile vest was less bulky to row in, but the foam vest didn't need to inflate and had a measure of insulation. I put a beat-up cooler in the stern, a VHF radio at hand's reach and, next to my seat, a small waterproof case with my personal locator beacon in it. The beamy 16.5 foot Gig Harbor Boat Works Jersey Skiff had plenty of room, and I had food for a day and a half. I was good for two days, if I counted the meal I would get after my 13-mile row to Buck Bay Oyster Company where I was giving a presentation about the San Juan Islands rum-running history to a high-end cycling tour. Wind whipped up whitecaps out in Rosario Strait. It was my fifth crossing in the last week, and perhaps my 40th crossing overall. The skiff handled it with its usual confidence. I arrived a little over three hours later with enough time to take a nap on a beach before my talk. The presentation went off without a hitch and I pulled out of Buck Bay in the dark. Bioluminescence popped like a green flame with each stroke of the oar. I considered rowing back that evening to enjoy the show, but decided to tie up to a mooring ball and sleep. I woke before dawn. Stars were still out, but my oars no longer lit up the water on the steady row to Thatcher Pass, the channel between Blakely and Decatur. Here the clear blue skies over Lopez Sound gave way to a wall of fog. I checked AIS and gave a long listen for distant engines. Then, satisfied I was clear, I sprinted the shortest distance between the two islands across the ferry route from the south edge of
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Blakely to the north side of Decatur and felt my way along its northern shoreline before spotting the edge of James Island. Some fishermen were out. They were moving cautiously. The fog was foreboding, but I did not want to give it superstitious powers over me. I looked at the beach on James Island and considered staying there for a bit. But I had things to do and felt confident the three-mile row would take me the usual hour. The fog, dense as it was, still allowed a solid five hundred yards of visibility at the water level. Without a motor, I could hear engines very far away. I tightened my low-profile life vest, sipped some water, rechecked the AIS, and took another bearing to keep me well below the ferry lane and headed east. James Island faded into the silent fog. Each stroke finished with a clunk, a squeal in the bronze oarlock as it shifted position, and a splash as the blade dug back into the water. Repeat. I took another bearing on the compass on my phone. I twisted my head from side to side, straining my ears on the alert for a distant engine, and then back down at my bearing. Clunk, squeal, splash. Repeat. Then came a distant murmur. Not the throaty rumble of a motor, but the hiss of static, like a radio broadcast, or the roar of far off waves hitting the shore. But I was far from shore and it was getting louder. I looked at my compass. Still good. I knew this water well… I thought. One of last week's crossings had been in this August fog at a similar time of day. That particular fog had obscured but not eliminated the early morning sun as a bearing. Today's fog had dissipated the light to an even, discombobulating gray. Again, I glanced at my compass on my phone. Still good. Off my starboard oar appeared a black and white diamond
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day board on a pillar of concrete perched on a minuscule pile of rocks guarded by bull kelp. My gut tightened. This familiar crossing was all of sudden not looking too familiar. I knew there was a marker around this area, but it was so far south. Was there another marker I had missed? Water piled up a foot on one side of the immovable islet, a visible reminder of the force of the Strait of Georgia squeezing through Rosario like a hypodermic syringe. I was this far south. It had happened so fast. Twisting to starboard again, I noticed the source of the growing white noise in a maw of standing whitecaps. I picked up the pressure on the oars, driving the bow The author's circuitous current-affected route on this crossing of Rosario Strait. perpendicular to the current. A 30-foot motor yacht emerged from the fog off my stern at My skiff drew towards chaotic shark-tooth-shaped waves, like some great beast inhaling. 500 meters. The roar of churning water obscured its engine In seconds, curling white caps emerged helter-skelter and noise. Spray crashed against the hull, and it rolled like a toy in combined and broke beneath me before taking form and a bathtub off my stern. A lone man braced himself on the deck, threatening to leap into the boat. I pulled several strokes, and the craft disappeared without acknowledgment. I didn't have time to ponder if the boat had seen me. Lumpy planted my oar and spun the stern to an oncoming wave. It slipped under the boat. I looked down at my compass. I waves checked the boat. I’d successfully kept waves out of the looked up at another wave. I only had time to watch the boat, but was losing confidence in doing that much longer. Was waves. Planting the opposite oar, I twisted the boat in the other I stuck until I flipped, or did the tide change? Hadn't the tide direction. Again, it passed under the hull without incident. changed? I'd looked at the tide table half a dozen times. Would it chew me up and spit me out on the other side? Could I make I swiveled. Where was the marker? I'd lost my bearing. Ragged gray-blue walls surrounded me it until then? I was tamping down panic, and I felt myself losing. Then, beyond the waves, as if there was an invisible wall as I juked with the waves. I couldn't take my hands off the oars long enough to study the GPS and compass. I could between worlds, appeared a patch of calm water. I turned my pick a direction and row, but was I going the right way? How bow and started rowing like hell. The rolling water demanded asymmetric precision with each stroke. Slow down the port long could I dodge these waves?
The Belle Rock marker in the middle of Rosario, protected by bull kelp. 48º NORTH
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oar, speed up starboard. Lean. Pivot. Drive with the legs. Heave arms and body. Pause to let a wave roll under the hull, plant the oars and drive again. It could have been seconds, or it could have been minutes. I broke through the waves onto a pane of water not much rougher than a millpond. The current alone seemed responsible for the waves. Free to let go of my oars, I turned to the GPS. That marker was Belle Rock. I had never crossed south of it on any prior transits. To the south were three distant barren outcroppings on the chart — Bird Rocks. I followed the edge of the vortex up to Belle Rock. At the base, the current coursed through the tendrils of dark brown kelp. I pulled myself over the kelp on the lee side where I watched the waves roar a few yards away while I made coffee and ate food. With sustenance, I reevaluated my predicament. I put on my foul-weather gear and immediately started to sweat. I filled my pockets with my wallet, keys, and phone. I removed my lowprofile life vest and thanked myself for also bringing the extra foam life vest with its measure of insulation. I removed the PLB and VHF radio from the waterproof case and tied them to my vest. If I found myself in the water, I might have a chance. Fed, watered, and with a feeling that the waves might have gotten smaller, I headed out again. After a hundred yards, I retreated back to the kelp. I made another cup of coffee and noted my dwindling food, water supply, and extra battery power. The day before, I felt like I'd overpacked and was glad I did; and made a note that if I got out of this, I'd bring even more food and water. If I could not go east, then perhaps I could fight the weakening current north and at least find myself on the solid ground of James Island. But I would still have to cope with dwindling supplies. I just needed little things — a little less fog, a little less current. So I waited, and when I felt the fog and current change, I began rowing north.
The view of the relieved skipper, making progress away from Belle Rock. Somewhere between Belle Rock and James Island, I spotted a ship to the east — perhaps a mile away. Fildago and James remained shrouded in fog, but it was lifting. Two hours had passed since I had tried my initial attempt. I thought of my now-limited provisions and changed back to my original easterly course. An hour later, I stepped on the beach at Washington Park. That hour was as easy as I imagined it was going to be in the first place. I was shaken, pumping with adrenaline, and felt lucky to feel chastised by the fear. I hadn't scared myself like that in a while. My mind churned with the decisions that led to this moment. Was this just a moment of growth after rowing these waters for years, or had I been irresponsible? Would that take time to tell? Upon reflection, I could have had a backup GPS, one not tied to my phone, and a backup compass to boot — now I do. The ubiquitous electronic tools we have in our pockets are seductive but have limitations. I had read the tide correctly, but had made mistakes equating tide with current. I read up a bit on that and downloaded an app for tides and currents. A few weeks later I crossed Rosario in the same boat, without incident, but with this incident in my head the entire time, thankful for the lessons I can walk away with. Jordan Hanssen is a writer who spends a lot of time in tiny boats. Check out his book “Rowing into the Son,” take one of his rowboat tours of Seattle, or learn more about his hijinks at www.jordanhanssen.com. He's the creator of Tiny Boat Sessions.
Even with multiple ocean crossings under his belt and tons of experience, this savvy mariner was caught off guard on familiar waters. 48º NORTH
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CHILLY DINGHY FUN
FRIGID DIGIT 2022 • R ACE RE PORT •
The fleet of RS Aeros zipping downwind.
The Aeros are showing their on-ramp trajectory to that big event in several ways. Jonathan McKee has helped the fleet put together a training schedule including practices, frostbites, and regattas through the winter and spring. It is open to anyone in the fleet, and there’s a lot of enthusiasm about it. In the end, it wasn’t a huge fleet for Frigid Digit — 13 Aeros — but that could be because of some schedule saturation and the array of opportunities to sail and train. The Aero fleet has continued to attract folks of varying sailing backgrounds. John Renehan, who is the co-chair of the Worlds event and was out sailing for Frigid Digit, said, “The fleet was a mix of seasoned singlehanded sailors who have won Frigid Digit over the decades and people who are new to Aeros from keelboats, Lasers, or other dinghies. Keith Hammer and Tolga Cezik, for example, have found themselves taking dinghies seriously after years in keelboats.” Most importantly, the Aero fleet continues to evolve and get ever more fun and competitive. Dalton Bergan once again found himself atop the leaderboard at the end of the weekend, but the racing is getting tighter and everyone in the fleet is getting faster. In the first race, Bergan was second-to-last around the first windward mark and had to claw back. He told me, “I could make slight gains on some downwind legs, but had no speed advantage upwind. Everyone is good!” Renehan pointed out that while Frigid Digit was mostly a light air regatta this year, and the boat is lightweight and With varied backgrounds around the fleet, all the Aero sailors are getting faster. sensitive to a sailor’s weight, some of Dalton Bergan says, "Everyone is good!" the bigger sailors had great showings. In addition to boasting some top-flight dinghy racing, Corinthian Yacht Club of Seattle’s Frigid Digit 2022 lived up to its name — it was cold! The late January stalwart saw two days of racing in varying conditions, and Saturday started with small whitecaps, breeze in the low teens, and solid hiking conditions. Wind mostly decreased as the weekend went along. Sunday’s major weather feature was heavy fog. As it has for decades, Frigid Digit brought out a number of Lasers (both full and radial rigs) and several Optis to the chilly waters of Shilshole Bay. But the centerpiece fleet was the RS Aeros, who are gearing up for their World Championship at Cascade Locks this June.
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Bergan reminded me, “It’s the only singlehanded dinghy I’ve sailed where you can put a bigger sail on for light air. In those conditions, the bigger rig is great for the larger guys. A lot of those guys might even sail the big rigs at the Worlds in the Gorge.” Sunday’s fog toyed with the Frigid Digit sailors. It was so thick that sailors could not see Bainbridge Island. As a result, Bergan said, “There were a lot of general recalls on Sunday. Without a line sight, it's really hard to know where the starting line is.” It was fun to hear from Bergan how much he’s enjoying the boat itself. For such an experienced and successful dinghy sailor, he’s still finding variability and richness in trying to figure out how to make the Aero go best. He said, “First, the mainsheet is never two-blocked, so there’s always going to be variation in how people sail the boat. I also never know how much vang and cunningham to have on — it's not as binary as the Laser.” Bergan and Renehan experimented with a GPS tracker on their phones while they were sailing at Frigid Digit. And Bergan was impressed to see some top downwind GPS speeds that were near the speed of the wind. At the end of the weekend, Bergan shared the podium with Jay Renehan and Derek Bottles in the Aero fleet. The Lasers saw a top three of Jack Carroll, Mark Ross, and Brian Ledbetter. Alex Zaputil, Alex Shemwell, and Sammy Farkas took the honors in the Laser Radial. And Noelani Li, Alan Timms, and Joshua Aviles stood on the Opti podium. One final bit of fun amongst the Aeros. Jonathan McKee created a new trophy for Aeros at Frigid Digit, inspired by the
Fog made starts difficult, but the fun meter was still way up for the enthusiastic Aero fleet. old Laser painting that has been that fleet's regatta trophy for years. With the fleet activity and enthusiasm we’re seeing right now, it is safe to imagine that this trophy will be in use for many Frigid Digits to come. By Joe Cline | Photos by David Sinos and Erin Parker
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DUWAMISH HEAD 2022 • R ACE R E PORT •
What a day to be alive! Winter sailing is just like summer, if you put on an extra layer and a good hat. Any way you slice it, it was just a great day to be on the water. Duwamish Head 2022 had sunshine, solid breeze from a favorable direction, and the much loved yearly jaunt past the Seattle cityfront in Elliott Bay. After two solid weeks of snow and rain, the Three Tree Point Duwamish Head Race delivered the best sailing day of the stillnew year; and the coming days now must clear a high bar to compete. Seemingly gone are the crazy years of the zero- orgale conditions that Duwamish Head had become so famous for. On Mark Harang’s Evelyn 26, Nimbus, we started in the first group with a 5 knot geographical westerly breeze, sailing on
Tripp 33, Short Circuit, burns northward on a spinnaker reach. 48º NORTH
a close reach off the line heading north toward Seattle. Most boats elected to start with their biggest headsail, pointing up into the building ebb out of Des Moines. At some point, it made more sense to hoist the kite and burn down toward the rhumbline with the wind clocking back as we headed north. Cherokee was the exception, hoisting right away at the start and working hard to keep the bow pointed up over Three Tree Point. We weren’t sold on that tactic, but we were wrong. They rocked it and made tracks on our fleet. It was a pretty quick trip up the Sound to Alki, with big boats catching up along the way. Heading up the course, it was counterintuitive but undeniable that the West Seattle shore was the side to take. Port jibe had the favored angle up the Sound, but every time you jibed to starboard you made gains. I can’t explain it. But it was true, believe me. With a lot of westerly in the breeze, it was an easy run into Elliott Bay. We didn’t cut the Alki corner close, but we could have. Rounding the Duwamish Head light, it got a little sketchy on the turn. Boats were sailing deep angles and then got blanketed by the fleet behind them. On Nimbus we saw a big clump of boats just ahead at the mark and not making much way. We had to make a split-second decision as we developed an overlap with boats that had already established or not earned overlap in the herd for the rounding. We could have ducked a transom early on and taken the long way around, but we held our breath and hoped that nobody would round too close. Fortunately, nothing horrible happened and nobody touched anyone, but we did turns for good measure. That’s one BIG and very solid mark! Sometimes it’s good to be on a wiley little boat… maybe always.
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After rounding Duwamish, we had a nice close reach across Puget Sound to Blakely Rock in a building breeze. The mountains were out, the ferries were out, and it was a real treat. We turned the rock in short order, and then it was mostly a fetch back to the finish in Des Moines. It seemed like the higher you stayed, the more lifts you got. Pointing hard for Three Tree Point felt like the right approach, and many boats made it with only one or two tacks. On Nimbus, we kept a low road to duck out of the ebb and that paid as well. It was an early finish with plenty of time to hang out in the sunshine at the dock, a much needed respite for all of us. We kept our heads in the game throughout the day, but there must have been something more working in our favor. Nimbus got the overall, and the top three overall were from the little boat fleet with Cherokee and Chinook in second and third. Sometimes it’s just a little boat day. Standout performances went to Ron Holbrook’s J/133, Constellation, scratching out a victory over Absolutely and Dark Star in PHRF2. Hooligan and Lodos took J/111s to the top of the leaderboard in PHRF3, followed by the South Sound rockstars on Kahuna. In PHRF4 it was the Three Tree Point locals on the Jeanneau 53, EQUUS, taking down the small herd of J-35s in their division. Short Circuit had the top spot in PHRF5, and Nimbus in PHRF7 followed by Cherokee and Chinook. South Sound Series maintains healthy fleets in Cruising and Commodores divisions. Koosah and White Squall won each of those divisions respectively.
On Nicolas and Cydney Leede's Farr 39, Tachyon, the crew enjoy a great day of winter sailing. Duwamish Head 2022 was a fantastic day. Thank you to the organizers and volunteers who made it possible. Duwamish Head (and the preceding South Sound race: Winter Vashon) are Pacific Northwest institutions. If you’ve never gone, give it a go next year! Next up in the series is the Toliva Shoal Race out of Olympia in February. By Stephanie Campbell | Photos by Jan Anderson
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(619) 224-2349 • Fax (619) 224-4692 • 2330 Shelter Island Dr. #207 San Diego, CA 92106 www.yachtfinders.biz • Toll-Free (866) 341-6189 • info@yachtfinders.biz
A Leader in Brokerage Sales on the West Coast 42' CATALINA C42 ’97 $115,000 “NOMAD” The boat dreams are charted on! Designed for shorthanded sailing. with halyards and mainsheet led to the cockpit. Hard dodger.
52' SANTA CRUZ ’98 $260,000 46' WARWICK CARDINAL 46 ’82 $99,900
“HOKAHEY” Generous cockpit, generous “SIRENA” A wonderful all-around sailing accommodations and excellent sailing vessel. Easy to handle! Totally refurbished ability. Lightly used and recently updated. 2012 thru 2014.
42' LANCER 42 ’81 $49,500
“ELAINE” Incredibly roomy and very livable with large rooms, spacious cockpit. Proven cruising track record.
40' SOTO 40 ’11 $225,000 39' FREEDOM ’85 $59,000
“ZERO GRAVITY” Professionally maintained in race-ready condition. Large cockpit, narrow hull, big asymmetric spinnakers.
THINKING OF SELLING YOUR BOAT? LET US HELP!
34' NORSTAR VICTORIA 34 ’87 $49,500
“BLUE” Go a step above most cruisers of this size and age with this sturdily built vessel. Rigged to be easily sailed short-handed.
“ENTROPHY“ Sturdy lightweight hull for great performance. Sail this cat ketch rig with minimal crew. Call to see!
39' ERICSON 39B ’77 $49,500
“DEFIANCE” Sail off to Hawaii or farther in this extremely tough cruiser. Sails close to the wind and tracks well.
Power or Sail, we have buyers waiting! Call: 619.224.2349 or email: info@yachtfinders.biz Call our Pacific NW area agent Dan: 360.867.1783
Sparkman & Stephens 65’ Custom Ketch
Amarosa Built in 1968, Amorosa shows beautifully after a major refit over 5 years. With her length and graceful lines, she is a great option for fast and comfortable offshore cruising. Details at elliottbayyachtsales.com Offered at $252,500
2601 West Marina Place, Suite D, Seattle 206.285.9563 | info @ elliottbayyachtsales.com 48º NORTH
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quality yachts from swiftsureyachts.com The sight of a yawl close reaching in fresh summer winds along Maine’s Eggemoggin reach or Washington state’s San Juan Channel causes sailors and non-sailors to stop and stare. The Hinckley Sou’wester 42 yawl epitomizes the beauty, form, and craftsmanship of this sailing yacht genre. Iduna is a prime example. Her dark blue hull, gold cove stripe, white painted spars, red bottom paint, tan canvas, and varnished toe rail are a refreshing sight in marinas filled with modern production boats. Iduna has a deep fin keel to help her stand up in a breeze and point close to the wind. She has been optimized for Pacific Northwest cruising with a full cockpit enclosure, new Maxwell anchor windlass, and Webasto forced-air diesel heating. Mainsail and mizzen Doyle stack packs along with a Tides Marine luff track on the main mast make sailing easy and enjoyable. Her interior is crafted from Honduran mahogany and has ample berths for family and visitors. All mechanical and sailing systems have been updated and maintained to a high level. – sw i f ts u re yac hts
Iduna 1984 Hinckley Sou’wester 42 $229,000
Beneteau 45 • 2018 • $330,000
Chuck Paine 80 • 2003 • $2.6 million
price reduced
64 54 50 44 42 42 39 33 31 30
Tayana 55 • 1988 • $325,000 price reduced
Pacific Seacraft 40 • 1988 • $279,000
Ker 46 • 2006 • $279,000
Hylas 49 • 2001 • $369,000
Morris 45 • 2000 • $425,000
Nordic Tug 32 • 1993 • $145,000
Jasper 28 • 2019 • 395,000cad
Frers Hylas Bestway Lyman Morse Seguin Catalina Passport Malö Beneteau First 10R Tashiba Henderson
1978 $295,000 2000 $469,000 1986 $149,000 1982 $199,500 1995 $112,000 1981 $129,000 2000 $249,000 2007 inquire 1988 $89,500 1997 $32,900
FIVE LOCATIONS TO SERVE WEST COAST YACHTSMEN Seattle (Main Office) Sidney, BC Bainbridge Island Anacortes San Francisco Bay Area
SwiftsureYachts
www.swiftsureyachts.com 206.378.1110 | info@swiftsureyachts. com 2540 Westlake Ave. N., Ste. A Seattle WA 98109 facebook.com/swiftsureyachts
NEW SAILING YACHTS FOR WORLD CRUISING 48º NORTH
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27’ COM-PAC 2004 AND TRAILER
West Yachts is Selling Boats!! Quality Sail and Power Listings Wanted. SAIL: 22' Marshall Catboat 2008 27' Com-Pac & Trailer 2004 32' Catalina 1994 32' Catalina 320 1999 33' Ranger 33 Sloop 1978 32' Fuji 1977 33' Bavaria 2006
22' MARSHALL CATBOAT 2008
32' CATALINA 320 1994
34' Catalina 1990 36' Cascade 1976 37' Tayana Cutter 1983 38' Hunter 386 LE 2004 39' Custom Cape 1979 40' Island Packet 1997 40' Contest Center Cockpit 1972 41' Islander Freeport 1977 41' Hunter Deck Salon 2006 42' Swanson 1986 42' Cooper Maple Leaf 1982
38' HUNTER 386 LE 2004
40' ISLAND PACKET 1997
46' Dufour 460 Grand Large 2016
POWER: 26' Cutwater 2015 30' Willard Nomad PH 1973 34' C&C Nelson Tayler Design Admiral's Lauch 1982 40' Ocean Alexander 1982 42' Custom Salmon Troller 1938 52' Tiara 5200 Sovran Salon 2006 72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!!
41' HUNTER 2006
46' DUFOUR 460 GRAND LARGE 2016
info@west-yachts.com 1019 Q Ave. Suite D, Anacortes, WA
54 (360) 299-2526 • www.west-yachts.com
48º NORTH
FEBRUARY 2022
Successfully serving clients for 28 years.
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2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Open Monday - Saturday 10:00am55- 5:00pm • Sunday by appointment NORTH FEBRUARY 2022
SUN ODYSSEY
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JEANNEAU YACHT
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Indoors at Lumen Field Event Center Afloat at Bell Harbor Marina
AT THE SHOW AFLOAT!! AFLOAT
2022 JEANNEAU 440 #76258 - $489,862 SAVE $20,493
SUN ODYSSEY 440 Life at sea reinvented
Jeanneau has led the way in modern yacht design by embracing innovative thinking and modern technology. The Sun Odyssey 440 has been completely reimagined to meet the needs of today’s cruising sailor. Life aboard has never been so comfortable.
Walk-around decks & split shrouds
Scow bow hard chine hull & twin rudders
Get To Know Jeanneau!
Central galley & low storage cabinetry
Arrives March
Open House Seattle Docks Feb. 4-12
2023 Jeanneau 410 #76461: $394,813 Show Special - SAVE $10,932
2022 Jeanneau 380 #76291: $328,455 Show Special - SAVE $3,500
Asymmetric cockpit w/convertible lounge
At The Show - Indoors
2023 Jeanneau 349 #76463: $234,882 Show Special - SAVE $9,813
MARINE SERVICENTER
(206) 323-2405 Seattle • (360) 770-0180 Bellingham • (619) 733-0559 San Diego www.marinesc.com • info@marinesc.com
jeanneau.com