January 2023 48° North - Digital

Background photo of the Middle Sea Race courtesy of Jonathan McKee.

As most of you know, I’ve been ambivalently boatless for a number of years. Still am, by the way — I’m not breaking any big news today. As you also may know, my wife Kaylin and I welcomed our first kiddo about a year ago. Baby Rowan turned one (!) last month, and she’s a delight, so bright and fun, active and curious. Parenthood has been all it’s cracked up to be and more, and one of its many amazements is the way it influences everything I thought I knew. Even boats. Well, boats for me, anyway.

Friends would surely tell you that my fickle boat crushes are both entertainingly enthusiastic and ultimately tiresome, since I never actually do anything about them. That’s true of most crushes, I suppose. My boat crushes over the years have spanned a wide swath of design briefs — though most are on the smaller side with a performance pedigree and perhaps some cozy, rustic cruising possibilities. The sailing world has no shortage of options within these parameters, and I’ve envisioned myself in most of them over the years. There’s a lot of fun in that kind of daydreaming, of course.

While there’s no doubt that the financial sponge-wringing of boat ownership has played a role in my foot dragging, I have always maintained that the real reason I haven’t owned a boat in more than a decade is because I have too many other amazing opportunities to go sailing to make good use of a boat of my own. Perhaps deep down, I hoped and believed that my life on land was likely to look mysteriously different in the coming years, too. I even had my own personal reality check in that department. Years ago, I was in negotiations for an incredibly cool cold-molded performance cruiser that I was going to buy with a friend, only to break up with my girlfriend at the time (doubling my rent) and bail on my buddy by walking away from the boat deal.

It’s well-worn ground among boat folk to say that the perfect boat really means the perfect boat today, and that’s a perpetually moving target. However, I think I may be starting to appreciate and understand the ways that certain shoreside stabilities slow the pace of that change and clarify the notion of perfection. In the last few years, I got married, bought a house, and started a family. So now, I really can’t afford a boat! But, I also see attributes of the right boat for my family emerging like a ship out of the mist.

Intuitively, there is relief and excitement as the way forward reveals itself. Whatever relief I feel shines a little light on the frustration of not knowing exactly what I wanted previously — that my boat crushes, though passionate, were also mercurial. I wrote something on this topic in 2018, and said, “I want a boat that can race and cruise, that could do Race to Alaska, that’s a light-air killer and is offshore sound, it should be comfortable for at least two people for at least two weeks, safe enough to bring the dog, unique enough to be proud of, and fast enough to satisfy the need for speed.”

I am still thrilled to imagine all those ideas and possibilities, but this is where my parenthood adaptation comes in. There are perfect boats for lots of those dreams; maybe there’s even one that does it all. But for me, for my family, for now — it’s much simpler. The perfect boat can facilitate time on the water together that is safe, fun, and enjoyable for the whole crew. The winds of desire have shifted away from my thirst for personal sailing adventures, and the new breeze has me on a course toward raising a sailor and being a sailing family. And nearly any boat can do that.

I’ll see you on the water,

Volume XLII, Number 6, January 2023

(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 Rainier Powers rainier@48north.com

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.

Proud members:

Joe Cline, Managing Editor, 48° North

News from the Northwest Maritime Center >>

As most readers know, 48° North has been published by the Northwest Maritime Center (NWMC) since 2018. We are continually amazed by the inspiring and important work of our colleagues and organization, and are excited to dedicate this page to sharing a bit about it with you. This page affirms that 48° North is part of something bigger, and that we think the missionminded efforts of our organization matter to our readers, and are good for this community and publication.

REGISTER NOW FOR 2023 SAILING, SEAMANSHIP, AND BOATSHOP CLASSES!

Northwest Maritime Center offers an array of opportunities for adult boaters to grow and expand their skills and knowledge. Some of these programs bring students to Port Townsend to get out on the water or get their hands dirty in the amazing Boatshop. Navigation and Seamanship instruction can place in-person or online, depending on the class. Registration for these courses is now open for the 2023 season!

Highly experienced US Sailing instructors, a beautiful waterfront location on a windy bay that's surrounded by mountains, and three-to-one student-to-instructor ratio combine to make the NWMC’s Basic Keelboat Program a great option to begin or continue your sailing journey. In order to maximize your sailing time, 80% of each course is taught on the boat.

NWMC's online seamanship and navigation classes are taught live by qualified instructors. Presentations are engaging and interactive (student questions encouraged), and include resources and references. They're designed to make you a better, safer, and more confident mariner — while learning from home.

The NWMC Boatshop is home to educators as skilled as teachers as they are as boatbuilders. From boat builds to weekend workshops — a variety of classes will help you explore and hone your craftsmanship and creativity.

» nwmaritime.org/programs/adult-programs

EVENTS CALENDAR » www.nwmaritime.org/events

R2AK TAILGATE PARTY Feb. 4 901 Occidental Ave S, Seattle

RADAR AND COLLISION AVOIDANCE

Feb. 18

Northwest Maritime Center

SALISH 100 SMALL BOAT CRUISE JULY 20-27: REGISTRATION OPENS JAN. 6

The Salish 100 is 100+ small boats cruising 100 nautical miles, the full length of Puget Sound. Originally founded by Marty Loken, our Northwest Maritime Center colleagues now facilitate this event.

Applications to join open on January 6 at 12 p.m.

Salish 100 is open to all small vessels 22-feet and under. This year’s event will once again be a self-supporting, sleep-aboard event, with shore camping options at most, but not all, overnight stops. Regular readers may recall 48° North columnist Bruce Bateau's awesome account of the 2021 event. The fleet of small boats range from SCAMPs to Whitehalls, wherries, sharpies, and melonseeds; a variety of smaller production sailboats and dozens of home-built sailing and rowing boats — a solar-electric boat has even joined the fun.

The route is 100 miles, but each leg is no longer than 16 nautical miles, making it a perfect choice for day sailors looking to enter the cruising world. It all starts at Swantown Marina in Olympia and finishes a week later in Port Townsend.

» nwmaritime.org/salish100/

NO IMPACT DOCKING Feb. 28 - March 1 Virtual Class

GET TO KNOW NWMC: GIRLS BOAT PROJECT 2022-2023

For a lot of folks in the broader Pacific Northwest boating community, there's an appreciation and understanding that NWMC is very committed to and involved in maritime education. What forms that education actually takes can be mysterious, however.

One of NWMC's many unique and exciting versions of experiential maritime education is the Girls' Boat Project. In the Girls’ Boat Project, middle school girls learn woodworking and

MARINE THRIFT SWAP MEET April 1 Marine Thrift 315B Haines Pl., Port Townsend

boat building techniques in the NWMC Boatshop as they work on their own projects and build a boat as a team. The program is led by women role models from the NWMC staff who are skilled in these and other maritime fields.

For 2022-2023, there are eight students and two instructors. In the fall, they familiarized themselves with tools in the shop, the plans for the boat they will build, and each other. This year's chosen boat build is an 11-foot 6-inch Ed Monk-designed skiff simply named "A Small Skiff." Ginny Wilson, one of the instructors and a working shipwright/boatbuilder, suggested it would be a fun boat to build using traditional methods, as well as a good choice for the available time and materials.

» nwmaritime.org/girls-boat-project

Personal History of a Vessel Featured in “My Boat”

Greetings,

I just read the MY BOAT article in the August 2022 issue of 48° North about the 1991 Jeanneau, Tlingit

I’m writing so the current owners can know more of her history. The vessel did go back to the Seattle area with her three sister vessels, where the others were sold and Rockefeller kept Tlingit to use in the Northwest. In 1993, he contracted with Jim Lethcoe to enter the boat in Jim’s charter business. Jim and I, along with a few friends, did a couple weeks at three different sections of the voyage and brought Tlingit up to Valdez, Alaska from Anacortes. After a few years, the boat was sold to a lady who lived on it in Valdez before selling it again. After that I have no knowledge except knowing that Tlingit was back up in the Prince William Sound area.

I’d love to meet the Tlingit crew and share trials and trails. Happy trails, Paul May Prince William Sound, AK

SCAMP Mind Jolt

Hi Joe,

The adventure stories up north are thrilling; and a little SCAMP fits my budget. You got me dreaming and scheming again. Thanks for the “mind jolt” for this armchair sailor. Best regards, happy holidays to you and your crew.

Ralph Lovelace

Response to Round the County Report in December

Hi Joe,

I wanted to let you know that I really enjoyed your Round the County (RTC) race article. I really like how you tell the story so eloquently and take the time to make readers really understand what the weekend experience is — really good writing.

And thanks for your generous comments about Longboard, I really appreciate it. We’ve had disastrous and successful RTC events — nice to have an enjoyable one! But that’s the beauty of RTC, you never know what the weekend will give you!

35,

Tlingit sailing down Muir Inlet of Glacier Bay passing the Nunatak.

low tides » News & Events

48° NORTH CRUISING RALLY WITH ULLMAN SAILS RETURNS IN 2023!

JULY 23 - JULY 28, 2023

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 wonderful people. Happy memories, interpersonal connections, and often new cruising skills and more confidence are available to all. 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!

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 co-lead this year’s

MARINE SERVICENTER WINS DOUBLE DEALER OF THE YEAR AWARDS

For the fourth year in a row, Marine Servicenter has been named Jeanneau North American Sailboat Dealer of the Year, but with a twist in 2022. Jeanneau ranked the top four dealers for 2022 and named Marine Servicenter San Diego #1 Dealer of the Year for the Southern California Market and named Marine Servicenter Seattle #2 Dealer of the Year for the Pacific Northwest Market. The double Dealer of the Year awards for 2022 make Marine Servicenter the most celebrated Jeanneau Sailboat Dealer in North America over the past decade, with a total of six awards since 2016.

The Dealer of the Year Award is given to top performing dealers in North America, based not only on sales volume but also on after-sales customer care, owner events, customer satisfaction, and overall service. Marine Servicenter sends out a BIG thank you to all of the Jeanneau owners in the Pacific Northwest and So Cal for purchasing Jeanneau Sailboats with them and they would like to share these awards with these owners!

rally with 48° North Editor, Joe Cline.

We will be limiting the rally to 15 boats for 2023. It is our hope that border crossings will be easy this summer, and if that's the case, our itinerary will include the Gulf Islands. If not, the San Juans are always amazing! Registration opens January 27, 2023.

48° North Cruising Rally: Sun. July 24 - Fri. July 28, 2023

Where: Anacortes » Islands » Anacortes Cost: $299

Space Limit: 15 Boats

» 48north.com/cruising-rally

RACE TO ALASKA DOCUMENTARY NOW AVAILABLE FOR STREAMING

Now ready to stream nationally from the warm and dry comfort of home, the Race to Alaska movie captures the spirit of this wild adventure up the Inside Passage.

Called “The best worst idea”, this is the true story of the Race to Alaska, the wildly challenging 750-mile engineless boat race from Port Townsend, Washington to Ketchikan, Alaska using only wind or human power. Racing through one of the most complex waterways in the world, amateur adventurers face 15 knot currents, gale force winds, cold water, deep water, whirlpools, logs, bears, chilly temperatures, fatigue, and endless unknowns.

Directed by Seattle-raised Zach Carver, The Race to Alaska documentary explores the extreme and impressive individuals who accepted this utterly unique challenge with jaw-dropping camera footage and a surprising amount of humor. From the quirky to the sublime, from Olympic athletes to high schoolers, the characters in this film show that there’s no one way to do the hardest thing you’ve ever done.

Mixing raw, first-person footage with vast aerials and indepth interviews, it tells the story of the race’s improbable inception and the epic journey of those who answer its call. From an all-female team, to the laid back, reggae-inspired “Bunny Whaler” crew, to the stubbornly solo stand-up paddler, you’ll be on the edge of your seat rooting for these unlikely heroes.

» r2akthemovie.com

Left to right: Catherine Guiader of Jeanneau America, Dan Krier Vice President MSC, Jeff Carson MSC Seattle, Mike Van Tuyl MSC San Diego, Sam Dubois President Jeanneau America, and Tom Hall MSC San Diego.

low tides » Boat Show Seminars

NEW AND UPDATED SEMINARS HIGHLIGHT 2023 SEATTLE BOAT SHOW SCHEDULE

The 2023 Seattle Boat Show kicks off on February 3 at Lumen Field and Bell Harbor Marina, and will once again feature an array of interesting and informative seminars for show-goers.

Each year, the Seattle Boat Show seminar series helps boaters explore new horizons and expand their knowledge of boating. Taught by maritime experts who are excited to share their nautical knowhow, the 2023 show will feature many new presenters, more panels, and more new seminars focused on technology, electronics, fishing, communications, and navigation.

There will be 86 seminars, covering everything from anchoring techniques to diesel engine essentials, from downrigger fishing for salmon in Puget Sound to preparing for offshore cruising. Additionally, 25% of this year’s seminars are new and focusing on technology and innovation.

The boating and fishing seminars can be attended in person and, with a special Seminar Package ticket, are viewable online for three months post-show. Boat Show U will offer deeper-dives into some of these topics, and those seminars are available in person and online for those

who purchase a Seminar Package ticket. The special $119 seminar ticket includes: access to all Boat Show U webinars (online and in person); Waggoner 2023 Cruising Guide ($45 value); and a multi-day ticket good for all nine days of the show ($40 value).

The show, with two locations — indoors at Lumen Field and on the water at the Port of Seattle’s Bell Harbor Marina — runs Friday, Feb. 3 through Saturday, Feb. 11 2022.

A SELECTION OF NEW SEMINARS INCLUDES:

• Electric & Hybrid Propulsion Systems

• How to Work Re-BOAT-ly: Advanced Internet for Entrepreneurs, Remote Workers & Digital Nomads

• Understanding Water Maker Technology: Water Makers 101

• 20 Favorite Boating Safety Innovations

• Green Technology is a Game Changer: Sailing Offshore with the Coho Ho Ho

• All you need to know about “Drop-In” lithium batteries

• Everything you Need to Know About Starlink for Boats

• Retrofitting Your Boat: Considerations for Green Technology including Solar, Batteries

• Essential Boating Gear You Don’t Know You Need

• Using Marine Electronics to Target Trophy Fish in the Pacific Northwest

» Check out www.SeattleBoatShow.com for the full seminar schedule. It is sortable by keywords, seminar description, and presenter biographies.

BOAT

SHOW U

There will be 18 Boat Show U webinars offered throughout the nine days of the show — in person and streamed online. The webinars can be attended live in person with seating limited to the first 45 people.

HIGHLIGHTS

INCLUDE:

• Nigel Calder in two all-day sessions on electrical systems and diesel engines, including the latest technology in power and batteries

• John Neal on boat selection and equipment for long distance cruising whether it is up the Inside Passage to Alaska or crossing oceans

• Doug Miller on the latest technology for communications while out cruising including Starlink satellite connectivity for fast internet onboard

• Daniel Joram presenting the latest updates and new software for navigation and trip planning

• Mark Bunzel covering the latest apps for pulling weather information from the internet and interpreting it

• Leonard and Lorena Landon on cruising Southeast Alaska

low tides » Boat Show Seminars

HERE ARE SEMINARS THAT MIGHT INTEREST 48° NORTH READERS:

JOHN NEAL — BEYOND YOUTUBE: LESSONS LEARNED FROM 400,000 MILES

Saturday, February 4

2:00 p.m. Stage #1 Concourse North

If you’ve gotten the adventure bug from watching YouTube sailing channels, this seminar shows you how to get from dreaming to actually experiencing your own bluewater cruising adventure. Learn how to find, purchase and outfit the best boat within your budget, how to qualify for insurance, and how to sail it safely anywhere in the world. John Neal sailed away from Seattle on a Vega 27 in 1974 and has since helped more than 10,000 boaters realize their dreams. A detailed two-page checklist is included and a 270-page textbook is available.

MIKE BEEMER ELECTRIC BOATS, HYBRID OPTIONS AND POWER FOR MODERN CRUISING BOATS: WHAT’S NEW?

Sunday, February 5

2:00 p.m. Stage # 1 Concourse North Electrification of modern vessels is certainly a buzz word in our industry. Come explore options with Michael Beemer from Skagit Valley College Marine Technology Program who recently attended the North America Hybrid & Electric Marine Expo. If you’re interested in learning more about what’s happening in our industry this talk will help you understand some of the options currently available.

PANEL THE MAKING OF A SAILOR

Monday, February 6

3:00 p.m. Stage #1 Concourse North This talk is geared towards women who may be new to sailing. Featuring a panel of women sailors with various levels of experience revealing how they evolved into confident sailors they’ve become. We’ll share our experiences, what helped and what didn’t in our learning process, and allow some time for Q & A.

DOUG MILLER — STAY CONNECTED WHILE CRUISING: EXPLORE 5G, MARINE ANTENNAS, STARLINK AND MORE

Tuesday, February 7

1:00 p.m. Stage #1 Concourse North

This talk will cover the various methods in use by cruisers to stay connected to the Internet while coastal cruising in our local waters and beyond. Topics will include the latest in 5G cellular technologies, marine antennas for extended range as well as the current state of satellite communications with solutions such as Starlink.

WENDY HINMAN CRUISING THE INSIDE PASSAGE THROUGH BC TO ALASKA

Friday, February 10

Stage # Concourse North Highlights cruising to Glacier Bay and back. These areas feature glaciers, waterfalls, and hot springs; as well as wildlife including whales, bears, otters and more; and a native culture like no other. Get a taste for the possibilities and how to make the most of

the time you have to enjoy them. This talk includes favorite spots, tips for trip planning, resources available, and potential pitfalls.

BOAT SHOW

low tides » Products News

GARMIN QUATIX® 7 SAPPHIRE EDITION

Garmin’s new quatix 7 Sapphire GPS smartwatch was designed to include all the bells and whistles you need on and off your boat. Built with a 1.3-inch AMOLED display, the quatix 7 provides comprehensive connectivity with compatible Garmin chartplotters and remote control of key MFD features including chart zoom, layout shortcut, Fusion stereo, autopilot, and much more. To control the watch’s various functions, traditional button controls or the touchscreen interface can be used. For racing sailors, you can utilize SAILASSIST to create a virtual starting line to time the perfect start and use tack assist to see whether you are headed or lifted. An internal, rechargeable lithium battery provides up to 16 days of battery life in smartwatch mode, 42 hours in GPS mode and up to 60 hours in UltraTrac™ battery saver mode. The quatix 7 supports BlueChart® g3 charts and comes in a variety of band colors to suit your style.

Price: $899.99 » www.garmin.com

» FLIPPER FOLDING WINCH HANDLE

Every so often a product comes along that makes you wonder, “Why didn’t someone think of that sooner?” So it is with the EasySea Flipper folding winch handle. The Flipper has four configurations: Fully closed on top of the winch to wrap or release the sheet smoothly. Half open makes it easy to use during quick maneuvers or underneath a dodger. Fully open enables it to be used like any normal winch handle. And when fully extended, the handle folds away from the winch allowing for more leverage and precise trimming. Made with the universal star stud to fit any winch, Flipper is manufactured in Italy using CNC milled 6082 anticorodal aluminum for the frame and 316L stainless steel for the joints. Not only ideal for your own boat, Flipper is perfect to throw in your sea bag when sailing on friends' boats or taking on deliveries or charters.

Price: $215.00 » www.easysea.org

XTRATUF TROLLING PACK 6 ANKLE DECK BOOT

Having quality sea boots is a must for boaters in the Pacific Northwest to keep your feet warm and dry, particularly in the winter. XTRATUF’s upgraded men’s and women’s Trolling Ankle 6-inch Deck Boot is 100% waterproof, slip-resistant, non-marking, and now features the XPRESSCOOL™ evaporative cooling liner that helps regulate foot temperature to keep your feet comfortable in both cool and warm environments. Easy to slip on and off, these are ideal for wearing underway, around the marina, or while working in wet conditions. The boots are constructed from hand-laid rubber with a neoprene insert for comfort and protection, have pull taps on the front and back, and built-in heel kicks that let you pop your boots off over and over without damaging the heels. Both men’s and women’s versions are available in numerous color options.

Price: $125.00 » www.xtratuf.com

Headsail Furling for Cruisers — Introducing MKIV Ocean! At last, a bulletproof cruising furler featured for cruisers — at a less racy price.

Headsail Furling for Racers — MKIV. Smooth, ball-bearing furling proven over thousands of miles. Easily converts for use with longer luff length racing sails. Free-Flying Headsail Furling for Everyone — One Reflex furler

CROSSWORD AND TRIVIA

DID YOU KNOW?

by Bryan Henry

The most remote place on Earth is Point Nemo in the Pacific Ocean, named for the submariner in Jules Verne’s Twenty Thousand Leagues Under the Sea . It’s closer to the International Space Station than to any point of land.

The first telegraph cable was laid across the Pacific Ocean in 1902.

At only eight square miles in area, the island of Nauru in the South Pacific is the world’s smallest island nation. It is less than 10 percent the size of Washington, D.C.

Hawaii is the only tropical state, the only state completely surrounded by water, and is the only state not part of North America. It’s part of Oceania, a region of Pacific islands including Tonga, French Polynesia, and Australia, among others.

In August 2020, three men missing for three days in the Pacific’s Micronesia archipelago were found after their SOS written in sand was spotted.

More reported shark attacks on humans have occurred on the Pacific Coast of North America than anywhere else in the world.

Hundreds of thousands of seamounts (classified as at least 3,300 feet, or 1,000 meters, high) exist in the oceans, most of them can be fond in the Pacific Ocean. Among spectacular marine life they harbor are cabbage coral and Venus flytrap anemones.

British adventurer David De Rothschild sailed the Pacific Ocean from San Francisco to Australia on a boat made of more than 12,000 recycled plastic bottles.

The Western Pacific (west of the International Date Line) hurricane season lasts all year, January 1 through December 31. The Atlantic hurricane season, by contrast, lasts from June 1 through November 30; but with climatic changes, this may soon be extended.

Giant Pacific octopus have been known to snatch seabirds from the water’s surface, and also divers’ cameras and equipment.

CLOSE TO THE WATER 20 A DREAM BOAT SAVED

by Bruce Bateau

Boats are dreams. The ones we want, the ones we build — even the ones that just sit collecting rainwater. All of them embody those aspirations. The dream boat represents different aspects of our identity and personifies the way we want to present ourselves to the world and our fellow boaters. Do we want to appear fast and sleek? Is practicality and selfpropulsion more central? Or is the act of building, of showing the world, or yourself, that we can create something of function or beauty enough?

On a boatyard stroll, most sailors have noticed a once-proud hulk shrouded in poly tarps and wondered, could I fix that? And is there a boater who hasn’t whiled away a winter’s afternoon pursuing Craigslist, just to see if a more perfect craft exists out there? But how many of us have actually acted on the impulse to chase that unfulfilled dream?

Rory Banyard did just that…

Following his doctor’s orders to reduce stress, he traded the news for the online boat classifieds. One day he found an advertisement titled “Dead Man’s Dream.” Later, he emailed me: “I’m buying this half-finished boat (more than half, really) that I’m 98% sure is an Oughtred Arctic Tern. It’s too much of a deal to pass up (and I possibly have a boat-rescuing problem anyway) but I don’t have the time or space to finish it.”

Rory learned that when the original builder passed away, the boat was pushed along to several people, until it was eventually put up for sale. His email included a photo of an open wooden boat at the edge of a pastoral scene, its deck beams covered in dew and a small pool of water and leaves in the bilge. The wooden centerboard trunk and thwart had silvered, and only a portion of the interior was painted. The hull, a rich, midnight blue, hinted at what could be. Still, a lot of work and a dose of uncertainty would be involved in its restoration and completion. Regular readers will know that this is a design that has a special place in my heart, since many of my small-boat adventures have been on my own Oughtred Arctic Tern, Rowbird. Like me, Rory was drawn to the boat’s pumpkin seed shape and classic lines; and I wanted to help the dream become real.

I connected Rory with fellow Portlander, Bill Wessinger of Wessinger Woodworks. He had built several small boats himself, and despite having just welcomed a new baby, Bill signed on to help complete the project. He was optimistic. “It looks a bit rough and weathered at this point,” he said. “But the original builder did a good job, and the wood is still sound. He would finish the build, he told me, “to the point where it’s ready for paint and varnish.”

Over the next year, I made several visits to Bill’s basement

shop to observe the progress and to hear his thoughts on the project. What was it like to work on something that wasn’t his own creation? I wondered. “Most of the things I make, I build from scratch,” Bill told me. “And I do everything except the upholstery when I build chairs. I end up with a sense of ownership for the entire process.” That wouldn’t be the case here, he acknowledged, but this only made the project more special. “I imagine the original builder would be glad to know that someone would pick up the reins and complete the project. That his dream would someday be on the water.”

Bill always talked confidently about the project. “It’s just the same working on a bigger boat as a smaller one,” he once told me. Cranking out new hollow, bird’s mouth spars, he took obvious pride in the complex joinery that will be invisible once completed.

Bill saw things in the wood that Rory and I might have missed, like where a plank was spiled properly; and he could distinguish one species of wood from another. If he fretted a little about the project, it was only because the original builder sometimes chose curious or inappropriate wood, like red oak, which is known to be too porous to hold paint or glue well.

There were other mysteries, like the centerboard. The builder constructed a centerboard trunk without a hole for a pin, which would normally allow the centerboard to pivot. Bemused, Bill showed me a template the previous owner made for the board itself — which wasn’t to plan, and didn’t fit in the trunk.

Working on another person’s boat can be a challenge, but I admired how Bill didn’t bog down in thought. Rather, he was always ready with clever solutions that kept the project moving along. He explained that he tried to understand the original builder’s vision while communicating and collaborating with its current owner, Rory, about the opportunities and constraints of the rebuild. There was a lot of back and forth, with Bill trying

to give Rory choices and explaining the pros and cons and the costs of different decisions.

As the seasons changed, I enjoyed coming by and seeing the wood shavings on Bill’s workshop floor. It signaled that progress was being made, and no one had given up on the dream. One day when I arrived, the boat was on its side, since Bill had figured out how to drill a hole through the trunk and had fashioned a proper centerboard, which now extended and retracted smoothly in its slot. Later, Bill posted a subtly ecstatic video on his Instagram account to celebrate.

The rebuild consisted of a series of individual projects, from making benches to completing the flotation tanks. Sometimes one of these went particularly smoothly, taking less time than anticipated; but other tasks, like building the spars, took over 50% longer than originally estimated.

Over the weeks and months, the list of projects began diminishing, leaving an array of smaller tasks to be accomplished. Hanging out after a shop visit, I asked Rory if he ever worried about getting in over his head, or over his budget. He seemed unfazed. “I think I have some tolerance for risk,” he said. “I’ve run an independent, project-based business for 25 years. This didn’t seem like that crazy of a proposition.”

Come late summer, the decks were laid, the hatches installed, and the spars complete. Rory hauled the boat home to paint, varnish, and rig. I went to visit one day and watched him labor in the cockpit, wielding a paintbrush and wearing a respirator. Comfortably upwind, I asked when he thought he’d be done and where he hoped to sail the boat.

Rory and his teenage son hope to sail and row the boat in the Salish Sea, he told me; in the mountain lakes, and anyplace to “get off the road, sail places and camp.” He worried a bit about some runs in the paint, but I could see that he was on track to complete his work before the rains began, and to really start using the boat next season.

Some little things about the boat weren’t quite to his liking, Rory told me, like the rails, which weren’t perfectly fair. “But maybe,” he told me, “that’s part of the charm of the story.”

Looking at the nearly completed vessel, and considering the work that Bill and Rory had put into her, I had to agree. The slight flaws only added to the boat’s character and served as a reminder of its history. Begun by a sailor who crossed the bar before he could complete it, then rescued by two others who never knew him, the boat was on the brink of new adventures — and my friends were one step closer to fulfilling a dream.

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

Looking forward toward the bow, work progresses on the inside of the project Oughtred Arctic Tern.

This Perkins has a hydraulic pump for power steering.

DIESEL DEEP DIVE 22 ENGINE AUXILIARIES: WHAT ELSE CAN YOUR ENGINE DO FOR YOU?

Typical belt-driven components.

Aboard many recreational and commercial boats, the main engine may be equipped to drive more than just the boat. From pump drives to generators, the power an engine produces can be utilized in a variety of useful ways. Engines are powerhouses that convert heat energy into a useful form of work, typically from a linear up and down motion to a reciprocating motion that is easily leveraged for our needs — whether it is propelling a vessel through the water, or providing the electricity for the ship while underway. We also see fluid and heat energy being used and re-used in a fashion that is desirable for heating and cooling, pushing and pulling.

All of our engines have at least one or more accessories added to the engine for auxiliary use outside of propelling the boat in forward or reverse. These accessories typically include the bare minimum vital components such as the fresh and raw water pump to keep the engine cool, an alternator or generator to produce power for batteries or

by Meredith Anderson

electric motors aboard the vessel, and sometimes a power take-off (PTO) shaft that transfers mechanical power from the engine and enables the addition of further accessories. On most sailboats, space is extremely limited in the engine compartment, so I don’t typically see much more than these components. However, the bigger the boat, the more accessories I see, and the engine is asked to drive various components related to hydraulic systems, compressed air systems, heating and cooling systems, charging systems, and trim systems to keep the vessel stable and comfortable.

This antique Cleveland diesel drives an electric motor that actually powers the vessel.

Many of these auxiliaries are driven by belts and pulleys, however some systems are chain and gear driven. I have also seen some auxiliaries in the form of plumbing to the engine via hose or pipe for transfer of coolant to cabin heaters or hot water heaters. One of the most common auxiliaries I see on the majority of boats is coolant plumbing throughout the vessel for a hot water heater, fuel heater, cabin heater, or any other form of heat exchanger used to warm something with the heat that the coolant carries away from the engine. While this is not a parasitic load on the engine, the water pump on the engine is what moves coolant through the circuit. This is extremely efficient, and actually helps the engine stay cooler as well as the coolant will have the chance to give off even more heat throughout the boat before returning to the engine block to

be reused. Some engines, especially on larger yachts and commercial ships, are equipped with a PTO drive that runs a raw water bilge pump or fire pump as a backup to the main electric pumps on board.

Another common auxiliary I often see is engine-driven hydraulic or compressed air pumps for power steering, davits, hydraulic starters, trim tabs, stabilizers, air horns, other pneumatic systems, and much more. Hydraulic pressure is supplied via an engine-driven pump, whether it is attached to the crankshaft/ PTO shaft of the engine, belt driven, or chain driven. Air compressors attached to the engine are most commonly gear driven, so will be found attached to the front or rear gear housing of the engine. They require a lot of space as well as a pressure reservoir so they are not typically found on small boats.

While having a variety of these auxiliaries attached to the engine is handy and saves space, we also have to keep in mind that all of these “things” are essentially a parasitic draw on the engine’s power. Adding too many

auxiliary components can actually overload an engine and change its performance. If adding more than one thing, or adding something that requires a large draw on engine power (heavy duty air compressors, hydraulic pumps or alternators), you may have to beef up auxiliary shafts and pulleys by adding more belts, etc. Pay attention to engine performance and make sure you are not overworking the engine. Keep this in mind, so your engine is able to perform as intended without issue!

Remember, engines do a lot more than just propel the boat forward! A relatively compact powerhouse, usually hidden from sight, helps to keep many systems operational while underway. It is important to become familiar with these systems, to maintain them and to enjoy them.

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

A PTO extension.

BEACON BACKGROUND 24

by Lisa Mighetto

THE WEST POINT LIGHTHOUSE

The West Point Light has guided mariners in and out of Seattle since 1881. This small but stately beacon sits on a low sandy point at the northern entrance of Elliott Bay, overlooking the busiest vessel traffic in Washington waters. An endless stream of freighters, ferries, cruise ships, tugs, fishing boats, and recreational craft pass this icon on a daily basis. Given the proximity to Seattle, it is difficult today to imagine why many early accounts described the location as “lonely” and “isolated.”

The Duwamish, Suquamish, Tulalip, and Muckleshoot nations have used this place since time immemorial, gathering abundant sea life from its shore and meeting and trading here. The original name for the point, which extends into Puget Sound from what is now Magnolia Bluff, is PKa’dz Eltue, meaning “thrusts far out.” Lieutenant Charles Wilkes renamed the site “West Point” in 1841 during his Exploring Expedition through Puget Sound.

THE LIGHT STATION

In 1879 the Lighthouse Board noted the need for a navigation aid at the “first prominent point or sand-spit north of the busy town of Seattle,” and construction began soon after. The Lighthouse Board recognized the potential for shipping along this “magnificent sheet of water, which has not its equal in the world,” hoping that fog signals would allow continuous navigation “without danger to life and property” (Annual Report of the Light-House Board of the United States, 1879).

The station at West Point included a square brick tower covered in stucco. Measuring 23 feet tall, it sat at the outer end of the spit. The lantern room, octagonal in shape, featured a fourth-order Fresnel lens manufactured in Paris — typically used to mark shoals, reefs, and harbor entrances. A weight that descended through a 13-foot drop tube propelled the lens, and had to be wound every two-and-a-half hours. Illumination came from a kerosine lamp. The light revolved once every two minutes to produce red and white flashes, spaced by 10 seconds. It began operating in November 1881, just in time for

heavy weather.

A 1,600-pound fog bell was added to the rear of the lighthouse. This device was relocated from Cape Disappointment, where it had been in service since 1856. The bell proved difficult for mariners to hear, however, and was soon replaced with a steam whistle. In 1906, the Lighthouse Service installed a Daboil trumpet fog signal operated by compressed air passing across a vibrating reed, powered by diesel engines. A brick structure attached to the west side of the light tower housed the device, which included a trumpet extending through the wall to project the sound. The new fog signal produced a 3-second blast every thirty seconds. Today, mariners can key their radio mic five times on channel 81A to activate the station’s foghorn, which will remain in operation for 30 minutes.

The keepers’ quarters were located behind the lighthouse in a less exposed spot farther inland, and included a five-room frame wood cottage constructed in a Cape Cod style. Electricity did not reach the station until 1926, and during the early years there was no road along the sandy spit or the edge of Magnolia Bluff. For several decades, the light station remained secluded. “It might be that the lighthouse was on an island in the Pacific,” wrote one visitor, “so completely shut in does it seem from the world.” Yet Seattle, “a large city, whose hills are covered with dwellings,” sat nearby (Seattle Post-Intelligencer, Jan. 28, 1906).

THE KEEPERS

George T. Fonda was the longest serving head keeper at the West Point Light. Described as a “hale and hearty” man “seasoned with salt spray,” he contended with the consequences of thick fog and “roaring southwest gales” for nearly 25 years at the station. The light and the fog signal required daily maintenance and monitoring. Even so, ships collided, ran aground, and caught fire off West Point — and keepers were there to assist.

One year, a persistent storm swept over the sandy spit. The pounding waves and fierce wind undermined the foundation of

the station, and Fonda found it “impossible to enter the watch room, as the steps were torn away and a gaping hole made under the building.” So severe was the damage that Fonda had to carry his wife on his back over the water, where she crawled into a lighthouse window and was able “to trim the light and keep it burning through the lonely darkness of the night” (Seattle Post-Intelligencer, Jan. 28, 1906).

Several events revealed the harsh conditions of lighthouse tending, particularly in winter. During Fonda’s tenure, for example, an assistant keeper found his wife dead on the beach at West Point in 1902. Initially reported as a suicide, her death was later portrayed as an accident resulting from her fainting on the sand before high tide. “She was not of a despondent nature,” the Seattle Post-Intelligencer suggested. “Her home life was happy, and her husband was most kind and indulgent” (Seattle Post-Intelligencer, Dec. 6, 1902). Whatever the cause of her death, it was clear that West Point could be dangerous. In 1913 Assistant Keeper James E. Shaw drowned on a December day when he fell out of an open powerboat while approaching the lighthouse with his wife and child on board. He had served for only a few months at the West Point Light.

Two years later, head keeper Louis A. Pettersen rescued a Ballard mill worker whose boat overturned in the icy waters off West Point. Hearing faint cries for help, Pettersen fought his way through a “violent sea” in a skiff too small for two people. The drowning man had to cling to the stern with numb fingers while Pettersen rowed the two of them to shore. Pettersen thus became a local hero under “thrilling circumstances” (Seattle

Times, Dec. 19, 1915). The 1917 opening of the Lake Washington Ship Canal, located northeast of West Point, increased the number and variety of vessels passing the lighthouse.

THE LIGHTHOUSE TODAY

In 1985 West Point became the last light station in Washington to be automated. Today, it remains a functioning navigational aid and is part of Discovery Park, which also includes some of the buildings of Fort Lawton. The lighthouse is one of the most popular sites in the park, which is operated by Seattle Parks and Recreation. It continues to send out alternating red and white flashes, guiding mariners through one of the busiest and most scenic stretches of the Salish Sea.

Lisa Mighetto is a historian and sailor living in Seattle. She is grateful to the Coast Guard Museum Northwest for providing images and information for this article.

Business or Pleasure, AquaDrive

The AquaDrive system solves a problem nearly a century old; the fact that marine engines are installed on soft engine mounts and attached almost rigidly to the propeller shaft.

The very logic of AquaDrive is inescapable. An engine that is vibrating

on soft mounts needs total freedom of movement from its propshaft if noise and vibration are not to be transmitted to the hull. The AquaDrive provides just this freedom of movement. Tests proved that the AquaDrive with its softer engine mountings can reduce vibration by 95% and structure borne noise by 50% or more. For information, call Drivelines NW today.

The West Point Lighthouse welcomed troops home after World War II. Photo courtesy of the US Coast Guard.

THE MORE VARIETY THE BETTER

by Mary d'Arcy

EMBRACING A BROAD EXPERIENCE IN SAILING

Sailing has been the center of my life for as long as I can remember. My earliest memories are of feeling the cool Pacific Northwest wind kissing my face, the smell of teak being sanded, the ocean sparkling when the afternoon sun hit it just right. Through my experiences sailing, traveling, working, and observing, I have developed a deep appreciation for how diverse my path in sailing has been, and the ways this variety has bettered me. Further, I have witnessed the importance of broad, varied experiences for other sailors. While some conventional wisdom suggests that specialization is the best track for kids who are passionate and serious about sailing, that certainly hasn’t been my story.

I first went sailing just three weeks after I was born. My parents are the primary caretakers for the 84-foot schooner Martha; a classic sail training vessel based out of Port Townsend, Washington. When they would go to work on the boat, I came along as well. The big floor of a sail loft made the perfect playground for a toddler, a cup of water and a paint brush provided ideal entertainment, and the cozy corner of a bunk was a great nap spot as the boat sailed to new destinations. No doubt, this background offered more than my share of extraordinary opportunities — I turned 3 years old while cruising in Mo’orea on Alcyone, a different schooner. I helped sail Martha to Hawaii in the Transpac Race in 2015; and I have been involved in every aspect of Martha’s life from sail training to the maintenance and upkeep of a 115-year-old wooden vessel.

You might think that these experiences on large, traditional vessels would mean those would be my chosen craft forever. Instead, these experiences were eye opening and helped guide me down a path of continuing to sail, and I quickly fell in love with dinghy racing and all it had to offer.

Despite my family’s love for sailing, I didn’t truly begin sailing dinghies until my freshman year of high school. I will never

forget my first practice on the team; it was as if something clicked and suddenly unlocked a whole new love for sailing. All the principles I had learned from sailing and racing bigger boats were the same, but everything was on a scale that offered more control and an intimate connection with the wind and waves.

Up to this point, I had assumed that I would always sail classic boats, and that my path was already laid. I had never stopped to think about the possibilities that I never even knew existed. These possibilities came in the form of countless capsizes, learning the importance of proper vang use in 25 knots of wind, cold wetsuits, sleepy car rides to regattas, trying and failing to port tack the fleet at a windward mark, and ultimately discovering a sport and a group of people that have changed my life forever. It was incredibly intimidating at first, trying to jump into a world that felt so different and new…or so I thought. Not only did I quickly learn how to apply my sailing skills and understanding in this new pursuit, but it was invigorating to see that my fellow sailors shared my passion for sailing even though our backgrounds were very different. I had braced for a painfully slow transition, but it felt more like taking a step in a similar, but fresh, direction.

I quickly began filling all my free time with dinghies. The summer before my junior year, I decided to branch out from Lasers and FJs and attempt to sail 29ers. I am beyond lucky to have a family who is supportive in my journeys, and due to the lack of 29ers in our area, we drove to San Francisco to pick up a boat that a friend and I decided to buy from a former coach.

By this time, I was working as a youth sailing instructor, coaching dinghy racing and doing my best to pass along a love for sailing and for the ocean. I have worked, and still work, with some of the most amazing kids, and it is my goal to help them see that they can pursue many different avenues in sailing, not just one standardized path.

It is common to hear that there is only one way to become a successful sailor or coach, or that you have to “pick” big boats or dinghy sailing. Some kids are told that the only path to success is in Optimist or Sabot dinghies, and then to age up into different boats. Even in the world of traditional boats, there is a conventional approach — one that tends to focus on a young person’s journey through responsibilities on a large, crewed vessel rather than exploring racing or small boat sailing in (gasp) fiberglass or carbon boats. While there are plenty of success stories and many important truths to these sentiments, they all represent a limiting message to pass on to young sailors, and they are in direct contrast to what I value in my experience. Sailing has something for everyone, and it’s possible that lots of sailors would thrive if given encouragement to branch out beyond whichever sailing avenue they started in.

There is not one pathway to success, nor one “correct” way

to love and interact with sailing. Strict categorizations can make sailing and sailors feel unrelated or even at odds with one another. There are often cultural rules and assumptions about who can do what. “If you sail classic boats, you don’t know how to race.” Or, “High school sailing will put you on a perfect path for college racing, but not skiffs.” The list goes on. There is no doubt that the more time you spend focusing on one discipline, the more proficient you will become. If we look at the best sailors in different classes, there is a clear pattern between an area of focus and the highest levels of success. Any sailor must devote the majority of time to one boat if they are attempting to race in the Olympics or run the bow on a TP52 Super Series yacht one day. However, a diverse experience isn’t the enemy of proficiency or success. And I believe this variety is an investment in the creation of a well-rounded and life-long love of sailing.

One of the best examples of success in a broad understanding of sailing is Brazilian sailor Martine Grael. She is a two-time Olympic champion in the 49erFX and also competes in the The Ocean Race (formerly the Volvo Ocean Race). She has proven her proficiency in two very different racing settings, and one can only imagine the skills and understanding she benefits from across these two pursuits.

Likewise, though clearly on a different scale, much of my life currently revolves around dinghies, but I find that the contrast of offshore sailing provides profound excitement and learning for inshore racing and coaching. Offshore sailing taught me a deep respect for the ocean and what it can do. The raw power that the

Mary climbing schooner rigging with her father.

ocean holds, as well as all its beauty and all its mysteries are something that you can not truly feel until you are alone with it. I have never felt afraid of the ocean, but I will always be aware that it is much bigger than I am, and I must respect it and never underestimate it. While there’s no replacement for experiencing offshore sailing yourself, I try to share my perspectives with the kids I coach. I find that it is something they can understand on a foundational level, as they too are building their experiences with sailing and the ocean — however protected the waters or short the courses seem.

Sailing big boats also taught me patience. It taught me how to play the long game, and to slow things down for long term results. Conversely, dinghy racing taught me how to make quick decisions and be precise in a fast-paced environment. An understanding of the different skill sets has been surprisingly beneficial in both situations. Of course, it can take time to separate some of the theories that don’t translate seamlessly between big and small boat racing. During my freshman year on the high school sailing team, it took my coach many trying practices to help me to understand why sailing “schooner brained” upwind (the tendency to sail long legs to one corner of the race course instead of tacking more often) in an FJ was going to kill my race.

Even within much more related avenues, varied experiences add depth, excitement, and layers to sailing ability and knowledge that can enhance a parallel sailing activity. When I began sailing 29ers, a coach explained that, “after you sail 29ers, and are used to going fast for a while; when you get back in an FJ and go to round a leeward mark, time will feel like it’s slowed down and you’ll be able to execute maneuvers so well.”

I have friends who are extremely talented dinghy sailors, but have never set foot on a boat bigger than 20 feet. I often hear that they would love to sail keelboats, but they don’t

know how to start. Similarly, I know people who are incredibly accomplished in the world of traditional sailing but they’ve never had any racing experience. There is nothing wrong with loving the way you currently go sailing! However, leaning into new experiences in sailing can only fuel your passion and deepen your understanding of its many intricacies.

Fear of the unknown can be a hurdle, “If I’ve only sailed dinghies, will I understand what is happening on a keelboat?” I encourage you to step outside of your comfort zone and give it a try. It can be scary to step onto a new boat, especially if you feel as if you are coming from a different world. Yet, I believe many sailors will be surprised (as I was) to find how much of your knowledge and skills can be easily and enjoyably applied in new environments. And just as important, I’m confident you’ll find a common love for sailing among these other sailors, even on intimidatingly dissimilar boats.

Martha participates in two of the Pacific Northwest’s biggest and most storied races each year: Swiftsure and Round the County. These races are often dominated by modern boats with the sole purpose of getting around a race course as quickly as possible. As you can imagine, an 84-foot wooden schooner looks rather out of place on a start line full of fiberglass and carbon fiber racing machines. While weight savings are of the utmost importance for the performance of many modern designs, we stay warm in the Washington winter with a Dickinson diesel range heating our cozy mahogany interior. Our rigs and sailplans are certainly different — we have more sails and moving parts, and this creates the need for a larger crew. We are not as maneuverable, and there have been years that we have had to make drastically different tactical decisions than a majority of the fleet to minimize maneuvers or avoid a tacking battle. These seemingly stark differences, while comical at times, are not a barrier to being competitive on the racecourse. Moreover, they represent

“I believe many sailors will be surprised (as I was) to find how much of your knowledge and skills can be easily and enjoyably applied in new environments.”

The schooner Martha racing at Round the County. Photo courtesy of Jan Anderson.

all that we sailors share: a course, an activity, and a high regard for its many facets. This whole depiction resonates with me, because it seems to reflect so much about my own experience — that divergent aspects of boat design or sailing technique all blend modernity and tradition, that sailing is sailing is sailing, and that embracing the differences within the sailing world is actually a way to unite us as sailors.

Growing up in Port Townsend, spending time on such different boats, cruising and racing both inshore and offshore, and doing it all at a young age has helped me become who I am today. Recognizing that I am fortunate to have had a such a unique background in sailing, I do my best to inspire those I coach to think beyond conventional wisdom or tracks. It is my hope that young sailors are given the opportunity to love sailing in whatever ways suit them best. To foster this goal, I try to create opportunities for them to go sail just for fun — practice days with no pressure attached, and time on the water just to play or to experience the beauty and fun of the ocean. I encourage sailing on other boats, whether it’s cruising with family or racing on a different type of design. I want my sailors, all sailors really, to know they are not limited in their options and their future. If you love sailing, keep doing it in every way that interests you. The more variety, the better.

Mary d'Arcy lives and coaches in San Diego, California. She is in her second year of college, attending Southern New Hampshire University remotely.

FURTHERING THE CIRCLE

OWSA’S FIRST GROUP CHARTER IN THE SAN JUAN AND GULF ISLANDS

by Carol Baker

Students and mentors affiliated with the Oregon Women's Sailing Association (OWSA) came together in September 2022 to charter boats and cruise to the Gulf Islands in British Columbia. The idea grew organically when a couple of skippers spread the word among their OWSA sisters that they were going, and a flood of interest in chartering poured in. Each skipper reserved the boat herself, found crew, and made all the arrangements independently. Twenty-seven OWSA women filled five boats.

There were first timers in all roles: first time chartering, first time skippering a chartered boat, first time crewing and handling a larger boat, first time sailing out of the U.S., and more. First timers were in company with experienced OWSA sailors on board, so everyone had support and an opportunity to participate. That's how we learn from each other.

We had already learned how to make the boat go in previous OWSA classes on the Columbia River, but now where to? How to? What's next? What if someone doesn't own a boat, or if she wants to try out another kind of boat, or if her own boat isn't trailerable or appropriate to some new location for adventure? Experiencing chartering was the logical next step.

After a good deal of research, our cruise flotilla motivator, Julie Demaree, a long time OWSA member and teacher, found charter boats with just the right touch of support; not too much, not too little. Details of planning the itinerary for the 7-day guided cruise, including border crossings to Canada and back, were provided by San Juan Sailing in Bellingham. They have a large, varied fleet of well maintained boats available. Routes were recommended, but each boat could choose its own way, supplied

with daily knowledge of weather, tides, currents, and with both electronic chartplotter and paper charts. Every evening, we came together to exchange experiences, enjoy each other's company, and prepare for the next day.

In our group there were four Jeanneaus and one Beneteau, all in the 40+ foot range, each with three staterooms and two heads. They were very spacious and came complete with safety gear, tender, VHF, well equipped galleys, linens, cleaning supplies, and full tanks. All we had to bring was our gear and food, which was easy to find in port. Included in the larger flotilla were four other boats with crews whom Captain Dave — our guide from San Juan Sailing — was teaching.

On a Friday in early September, we all arrived in Bellingham and boarded our boats. Ours was the lovely Ardent, a 41-foot Beneteau. Our skipper was the OWSA Chief Instigator, Julie, and the crew was Bernadette, Debra, Elaine, and me. We ranged in age from 40-something to 80 years and were a happy crew, each having her own strengths and experience that balanced well with the others. OWSA members in general cover a full range of ages. The other OWSA skippers were Stephanie, Julie S., Teresa, and Gail. There was lots of excitement as we stowed things and toured each others’ boats, and it carried into a dinner at the dock-side pub.

The following day, a company skipper took each boat and crew out to brief us and to see if we really did know port from starboard and could dock the beasts. I remember having docked larger boats only twice before; once when we were the only boat coming into an empty 200 foot dock, the other time was a ‘Medmoor’ (stern-to) and I had a good coach at my elbow. We were in for a real learning experience.

After this practice, we all headed out in calm conditions north through Hale Passage. It was a long motor directly to South Pender Island’s Bedwell Harbour to check into Canada at the docks in front of Poets Cove Resort. No messing about — we wanted to get there.

Getting used to the boat was the first order of business. We had chosen September for the lower charter rates, with the promise of some good late-

Coaching a newbie.

Lisa and Judith finding the way.

summer weather. Our first travel day didn’t disappoint. Even though there was no wind, we ran out the sails anyway for practice. Ardent had an in-mast furling mainsail, which required careful attention when coordinating the tension between the outhaul and furling line in order to prevent wrinkles when bringing the sail in. Happily, we had no jammed sails during the trip.

Dockhands met us at Bedwell Harbour and skipper Julie went up to check us in. Going through customs was quick and easy since she had us all pre-registered with Canada Border Services using the app Arrive Can — a highly recommended option.

On Sunday, we headed to Otter Bay on North Pender Island via Plumper Sound. It was sunny and the wind was light, so we hauled out the sails and enjoyed an easy ride. Our chosen route was the long way around the island so we could see the sights. Up through Navy Channel there was some current, but nothing that slowed us much. Entering Otter Bay, we were suddenly aware of a small ferry that zipped in and out. I was at the helm a lot that day and the skipper asked me to dock the boat. Through a cozy fairway, Ardent, with her tender hanging 6 feet off the stern, proceeded to the assigned half-full double slip for 37-footers. Yikes. With guidance from dockhands and roving fenders ably handled by our crew, I docked that sucker! Woop-woop!

In the evening, Captain Dave gave us all a wonderful grilled salmon dinner up on the viewing platform overlooking Otter Bay. There was music from folks who brought guitars, ukuleles, drums, and other instruments. We sang and danced and watched the sun go down. Glorious day!

With dockhands guiding us again that next morning, I took the boat out. There was more applause from generous on-lookers. You know, the ones who always seem to be on hand to watch the docking show.

We headed for Montague Harbour Marine Provincial Park on Galiano Island and, after exiting Otter Bay, we crossed the top of Swanson Channel to stay out of the way of some traffic then made sail. We sailed all the way up through Captain Passage via the southwest side of Prevost Island and up through Trincomali Channel with good wind. Upon entering the lower end of Montague Harbour, we furled our sails and motored in onto a mooring ball at the Provincial Marine Park. Tip: most of the mooring balls are sprung so you can pull the rings up to deck level and pass the line through; other rings are not sprung so it was a challenge to reach down far enough to tie on. We ended up going to a different mooring ball after struggling with our first choice.

Once secure, we lowered the dinghy, started the outboard, took a tour around the bay, paid our nominal fee, and went for a walk in the beautiful park. Dinner was at the Hummingbird Pub up in the forested hills of the island and we rode the famous, riotous school bus up to the pub and back — truly an experience not to be missed.

From Montague we headed for Ganges on Salt Spring Island. Exiting from the north end of the harbor, we tried sailing again in Trincomali Channel but there was little wind. In Ganges, our slips were waiting for us and docking was straightforward. By this point, we were all getting a lot of practice at the helm and

Most of the OWSA charter group.

Montague Bay Provincial Marine Park, Galiano Island B.C.

Gail makes space for two.

wanted more, but dinner in the town was beckoning. Ganges has a lot to offer with good food, a farmer’s market, and firstrate ice cream.

Ganges was our last stop in the Gulf Islands and we were off the next day to Roche Harbor via Swanson Channel again, across Boundary Pass leaving Stuart Island to port, and entering Roche Harbor from the north between Pearl Island and Henry Island. The last few days had been very clear and fresh, but we were starting to see a little wildfire smoke. Julie easily checked us in with US Customs, but the Customs agent wanted to see me. I had forgotten to sign my brand new passport. Thank goodness the crowds were gone, the Customs agent was not under pressure and he had a sense of humor. We had our last party on the dock and celebrated our journey together with more good potluck food, music, and singing into the beautiful night.

The routes back to Bellingham varied. Some boats went south through San Juan Channel, through Upright Channel and then to either Obstruction Pass or Thatcher Pass. Our crew and a couple of other boats headed past Deer Harbor on Orcas Island, through Cayou Channel (formerly Harney Channel), leaving Shaw Island to starboard. It was a very interesting motor; lots to see on the nearby island shores. After a stop at Blakely Island, we exited the San Juans through Peavine Pass. Out in Rosario Strait, we picked up some good wind and really made some speed. The furling main didn’t seem to like the big wind and we had to work out some wrinkles. Entering the bay below Lummi Island, many of the boats chose to practice anchoring out for the night in Chuckanut bay, with plans to come into Bellingham in the morning. We chose to go into the home dock and we later heard that most of the boats had to reset their anchors that night.

I can’t say enough good things about my sailing companions: Elaine and Deb were always so steady and ready; Bernie with loads of sailing experience and, wow, can she cook; Julie with the energy of 10, solid sailing skills, and an inspiring sense of adventure. What a team! Julie commented that when you get strong women personalities together who are also accomplished sailors, you can have a

great time. And how true that was for this OWSA charter cruise on the Salish Sea!

Since 1994, Oregon Women’s Sailing Association’s mission has been to empower women of all ages over 18 to sail wherever they wish to go. Members gain a foundation of basic sailing skills upon which to build confidence to make their dreams come true. OWSA has always

charter experience, OWSA’s mission again has been achieved. It is like a circle — members come to learn to sail and to network, go out and make their dreams come true, then come back to help empower the next generation. Plans are underway for another charter flotilla in 2023.

alls Portland home, except when she is sailing her Flicka out of Olympia. She’s been involved with OWSA

LAKE UNION SWIFT

by

A New Sail Training Design, Built By Local High Schoolers

Anyone who spends time on the pleasant waters of Seattle’s Lake Union will be familiar with the alwaysbusy fleet coming and going from the Center for Wooden Boats (CWB) at the south end of the lake. Lessons, rentals, summer camps, and a variety of other programs cast off dock lines on Blanchards, El Toros, Beetle Cats, the recently added RS Fevas, and a variety of interesting rowing craft and oneoffs. If there’s a better utilized fleet in the Pacific Northwest, I’d be surprised.

Recently, local boaters may have noticed a different type of boat in the mix. A small sloop-rigged dinghy, bigger than an El Toro, with pleasant lines and a lapstrake appearance. That would be the new Lake Union Swift, a design that’s a collaboration between CWB and Chesapeake Light Craft (CLC). It would be exciting enough to stop there, but then to know that the boats were built at CWB by high school students. Well, that’s next level!

The project has been a couple of years in the making, but has blossomed in 2022 with three Swifts now in service. All three boats are being used for sail training and CWB’s array of educational opportunities for young people.

Since I learned about the Lake Union Swift, I’ve had contact with a number of folks at Center for Wooden Boats, and even got to take a Swift sailing on a sunny afternoon. In short, this Swift is as rewarding a project for students as it is a boat to take for a fun sail.

HOW THE SWIFT PROJECT BEGAN

Dustin Espey, the Center for Wooden Boats’ Lead Boatwright, first learned about CWB when a family friend recommended it to him shortly before graduating high school in 2016. Already interested in woodworking, he spent two summers renting boats and getting to know the Livery. Thanks to some encouragement from then-CWB-boatwright Bradley and CWB’s Executive Director, Josh Anderson, Dustin went to study traditional boatbuilding at the Landing School near Portland, Maine. He returned to the Pacific Northwest and joined the CWB’s team permanently in 2019.

Shortly after he joined the CWB crew, Dustin was approached by the Youth Programs Director to discuss the possibility of internships for students from Gibson Ek High School in Issaquah. It was through the first summer of this internship program that the Lake Union Swift idea took shape.

The Lake Union Swift is a design-adaptation and build-kit from Annapolis-based Chesapeake Light Craft. Around that time, Owner and Managing Director of CLC, John Harris, visited the South Lake Union campus to help facilitate CWB’s teaching of other CLC kit-build classes. Harris saw all the youth sailing activity at CWB, and heard from the staff about the gap in sail training vessels when kids get a little too big for the 8-foot El Toros.

In collaboration, Harris and the CWB team decided that he should modify an existing design, a lug-rigged row/sail dinghy

Joe Cline

Photo by Melanie Masson.

called the Tenderly, to be used for youth sailing at CWB. As part of the process, Harris invited CWB to name the adapted design. CWB chose to call it the Lake Union Swift after the Swift bird, which is among the fastest birds in level flight and a favorite of longtime CWB supporter, Ross Bond, who was instrumental in helping the build project get off the ground.

It all happened fairly quickly. When school started in the fall of 2019, four Gibson Ek students began building Lake Union Swifts at CWB, with Dustin as the instructor.

THE BUILDS

Dustin says that for most of these kids, “This was their first time being in a shop, let alone a boatshop.” They started out getting acquainted with some basics of tools and woodworking, and taking the first steps toward the builds of two Swift boats in teams of two students.

Like most CLC kits, the Swifts are a stitch-and-glue construction. It’s a more contemporary build style that is accessible and robust for smaller boats — stitch-and-glue kits are available from 8-feet up into the 30-foot range. Computeraided design and CNC milling both enable ease and success with this construction style. Dustin describes it as “a big, complicated lego set.”

The process begins with “stitching” planks together around a frameset using copper wire. This negates the need for molds, strongbacks, and other forms of bracing. The stitching is loose to start, and gets tighter as the boat takes shape. Like many CLC designs, the Swifts have some overlap between the planks, giving it a lapstrake-style appearance. There’s a little valley in between every stitch — of which there are nearly 500 on the Swifts — which is filled with a bit of thickened epoxy to bind the boats together. Eventually, all the copper wire is cut out, and the boat is left with no fastenings, no metal whatsoever. The real strength and waterproofing comes from the multiple layers of fiberglass that then cover the boat (a step that Dustin says was really unique and fun for the kids).

By the time they got to winter break in 2019, Dustin was impressed with the progress. “We had glued up the frames, and we had the hull mostly set in place, stitched together, and epoxied.” Yet, there was still a lot of tuning up to do, and many more steps in the process; so it was fair to say the builds were still in the early stages.

As 2020 became the pandemic year it was, Gibson Ek canceled all of its internships, and the Swift progress stopped for a while. That summer, Casey Wilkinson, an instructor for some of CWB’s other CLC build classes, began working with a group called Launch 206, which is a program through the Port of Seattle that gets kids into maritime-based trades. They started a third Lake Union Swift, and got it up to a similar stage as the first two.

When the school year of fall 2020 came around, the builds hit a new gear. There were two more Gibson Ek kids, and another joined the project from a Bellevue big-picture school. Dustin enthused, “That was the crew who finished the boats out.”

Dustin says he personally never got satisfaction from the academic side of school. He saw these kids — who don’t have shop classes offered at their schools any longer and are otherwise only given academic options — thrive when given the opportunity to dive deep on a hands-on project and actually produce something. One student, Blake, who was a senior during the first year of the builds, had a lot of varied interests but Dustin says, “wasn’t sure where he was headed after high school.” Blake now works building high-end timber frame deck coverings, utilizing skills, interests, and inspiration that were, in part, developed during the Swift build.

THE BOATS

With the hulls built, they were nearly ready to head out on the water. The boats come with two rig options — a marconirigged sloop with an aluminum mast or the original lug rig — and CWB chose the sloop as a better option for sail training.

To enable the sloop rig, a bowsprit is added, bringing the 10-foot hull’s length overall up to 11-feet. A fractional rollerfurling jib attaches to the end of that sprit. The aluminum mast is stepped at the cockpit sole, but passes through the deck, giving it some additional stability.

The cockpit of the Swift has two long seating platforms running fore and aft on port and starboard and extending nearly the full length of the boat, with a generous footwell. Under those seats are buoyancy compartments. While I’d hesitate to call them benches, these seats are flanked by a 6-inch bulwark of the hull, giving the cockpit a comfortable sense of security and enclosure that wouldn’t be present on a sit-on-top style dinghy.

While a person can singlehand the Swift, they can also be

The simple sloop rig is just right for sail training.

While youth sailing will remain the focus, CWB it thinking about some racing programs on the Swifts as well.

sailed by up to four children comfortably. The sail controls are simple — main and jib sheets and boom vang — and within arm's reach, but could be divided into zones if multiple (small) sailors were aboard. The jib sheet leads and cleats are part of a single, rotating unit that could be trimmed from any angle

For CWB, part of the original appeal was to have more kids on a single boat. But as they thought about it, and the junior instructors began to sail the Swifts, everyone developed an appreciation for how well the boats sail. It may not have been an incentive at the outset of the project, but CWB is now thinking about doing some basic racing on the Swifts, helping young sailors and school groups that don’t already have racing programs. It would be a less intimidating and entry-level counterpart to the more advanced racing CWB now does on the RS Fevas via the US Sailing Siebel Sailing program.

GOING SAILING

I got to go out sailing on a Swift on a beautiful November day with breeze between 4 and 9 knots. As I shoved off from the dock along the South Lake shore, I held my breath to see how much of a tightrope I’d be walking in terms of the boat’s hull form stability while I clambered around this dinghy with the weight of several children. In spite of my years on scows and Lasers, I always feel clumsily oversized on most small boats. I was pleasantly surprised. With barely a breath of breeze between the docks, I rocked the boat to make my way to the wind, and was rapidly relieved to discover I wasn’t likely to be swimming, given the Swift’s impressive initial stability.

When I reached the breeze, the boat made me want to play around. The Swift is not the kind of design where only one groove feels good, and I know from previous experience that this fact will make it an enjoyable teaching tool. You don’t have to sail it perfectly for the boat to move or to give you good feedback. I adjusted the sails as I reached out into the shifting puffs.

On such a small boat, there can be limitations to trim and sail shape — a half-inch of sheet ease on the Swift would proportionately be a massive change on a boat five times this size. Nonetheless, I found that some of those nuances were aided by the fact that the boat and its rig aren’t overly stiff. Like other dinghies, pull on the mainsheet and the mast bends, for example. It all worked together, and the boat felt far more like a sailboat than I expected from a row/sail dinghy.

Again in the spirit of experimentation, I jibed over and found myself wanting to goof around with wing-and-wing sailing

downwind. Why not? I flipped the main back and found my groove. Fun, and easy.

The relatively high gooseneck placement gives the boom ample cockpit clearance compared to many other dinghies. I still had to duck when tacking or jibing, of course, but I didn’t pull any muscles or get stuck underneath it.

After continuing downwind a bit, I turned upwind. The boat suddenly felt alive. I sheeted in and leaned out over the bulwark in the best puffs of the day. I was genuinely having a great time. Though it is sometimes wise to skip it in a teaching setting, I really missed a tiller extension. I wanted to hike out and push the boat more, and I believe the boat would have liked it! Experimenting on this point of sail, I felt that the Swift was much happier on a slightly cracked close reach than a fully close-hauled mode.

It’s probably not surprising given the various priorities in its design, including being home-build-friendly, but the Swift isn’t likely to outshine modern performance designs on the race course. But truthfully, the Swift was a joy to sail, and it will be a stellar platform for kids to learn and advance as sailors, and for anyone to enjoy a delightful afternoon sail. CWB is right, they will be a riot to race in a one-design setting. With the combination of a secure, stable, and approachable design with controls that translate well to sloops of any size, and its je ne sais quoi is that makes it fun and inspires experimentation — the Swift will surely be a well-loved addition to CWB’s already busy fleet.

There’s a fourth Swift kit in town and plans in development for more students to be welcomed into the world of boatbuilding when they assist with its construction. Don’t be surprised if you start seeing more and more of the Lake Union Swift boats on their namesake waters; and when you do, I bet you’ll want to try sailing one.

Joe Cline is the Managing Editor of 48° North.

The author's view from the Swift — a delightfully fun boat to sail.

LEARNING FROM THE FOULWEATHER BLUFF PROTEST AND RESOLUTION

by Joe Cline

An unusual situation unfolded during Corinthian Yacht Club (CYC) of Edmonds’ annual Foulweather Bluff Race in October 2022. While the fleet was sailing east-southeast between the northernmost turning mark at Foulweather Bluff and Scatchet Head, the pilot of a southbound commercial ship, Volos , in the Traffic Separation Scheme (TSS) lanes did a 360-degree turn to wait for the racing boats to clear the area. What was originally perceived by some as a gesture of kind accommodation turned out to be a last-resort evasive maneuver, and the pilot submitted a formal report to the Vessel Traffic Service (VTS) which manages the TSS lanes.

This incident carried a variety of direct and indirect risks. First and foremost was the direct risk to sailors’ lives and craft if the ship had continued. Indirectly, the US Coast Guard (USCG) in the area was understandably displeased, and has the ability to limit local sailboat racing by revoking permits or adding new regulations for events that cross or even go near TSS lanes if not satisfied with the recourse to this incident.

The real story here is about the response and resolution, which followed a thorough and thoughtful process, and from which there is much to be learned for anyone involved in sailboat racing in the Pacific Northwest.

CYC Edmonds Foulweather Bluff Race Chair, David Odendahl, was the first to bring this to my attention. At that time, he was in “friendly, yet direct conversation” with Captain Laird Hail, the head of VTS for our region, who indicated that VTS expected CYC Edmonds to take action as the organizing authority (OA) of the event, lest VTS and USCG take actions of their own.

Odendahl quickly involved Eric Rimkus, the US Sailing ARO (Area Race Officer, a local representative for US Sailing), who along with two other US Sailing judges — who happened to be competitors in this race — made up the original protest committee for Foulweather Bluff. The two competing judges recused themselves to avoid conflict of interest as competitors. Given the stakes and the nature of a US Sailing protest hearing in response to an incident involving a commercial vessel, and since Rimkus says he was “tainted” because he already had information that wasn’t included in the protest, he recruited additional US Sailing judges to hear the protest. The judges that created this panel all live outside the area, but crucially, they are in areas where the racing environment is shared with commercial traffic. Among them was Grant Baldwin from San Francisco, who oversaw the proceedings.

There were many parties involved in what Baldwin summed

up as, “an unfortunate set of unpredictables.” He mentioned that, “At the outset, not all of the boats had been identified.” In addition to 20 race boat respondents, Captain Hail represented VTS as a witness in the hearing. Baldwin continued, “We conducted a hearing that ran nearly two hours and it was rather exhausting for all concerned.” It took the panel another six days to produce a decision, which relied largely on the International Rules for Preventing Collisions at Sea (IRPCAS) rules of the road.

Baldwin and the panel felt they were “doing a service to the sailors that might yield an unpopular result.” They found that all of the 20 competitors in the hearing had “violated a trio or maybe a quartet of IRPCAS regulations.” Three of the 20 respondents voluntarily retired, an action that Baldwin and Rimkus commended, and the other 17 were disqualified.

As one might expect, there was disappointment and some disagreement from the disqualified sailors. In my opinion, the substantive learning for the broader Pacific Northwest sailing community isn’t from the racers’ contention, but in trying to understand the panel’s decision.

Baldwin says there’s a critical gap in the point of view from the sailors and the perspective of the pilot on the bridge of a commercial vessel. “It was clear to us looking at the evidence and listening to the testimony, there was little available to the pilot of the vessel Volos other than what he had done.”

Captain Hail took it a step further, “Racers need to put themselves in the position of the pilot and understand their thought process, realizing a 600-foot vessel traveling 11 knots will take 1.25 miles and 8 minutes to stop at emergency back. They will also travel 1/3 of a mile in the direction of their original travel and 2 minutes to make a 90 degree turn (Volos took 3 minutes). This is why a pilot must make decisions well in advance.”

Baldwin described individual sailors who presented perspectives in the hearing (and since) that they were far enough down the course and in the outbound lane, and therefore posed no impediment to Volos’ inbound path. Baldwin appreciates this position, but indicates that what this perspective fails to understand is that “they were part of what appeared to be a wall of boats, and their presence in the outbound lane limited the opportunity for the pilot to seek permission from Vessel Traffic to move into that lane to avoid.” Ultimately this caused the pilot to take what Captain Hail described as “drastic action,” and Baldwin called “a radical move, not something that anybody had seen in those waters.”

To me, this is the most salient takeaway from this process: while individual boats may feel capable of avoiding commercial traffic safely and legally, if a group of boats as a whole appears as an impediment to commercial traffic, the entire group of boats may be held responsible. Baldwin elaborates that the decision found that these boats were “individually and collectively” impeding traffic (so it isn’t only guilt by association or merely by proximity to guilty parties). The panel found that all disqualified boats were “about to enter the lanes, in the lanes, or about to exit.” And perhaps most importantly, Baldwin says, “It will be the pilot, in every case, who decides who is impeding and who is not impeding.” Considering how far in advance a pilot must make a decision, Rimkus added that if a boat is seen as an obstruction by the pilot at the time of the decision, even if that boat is later able to keep clear, it is still an obstruction.

Additionally, Rimkus noted that none of the boats made obvious course alterations to indicate that they were keeping clear, and that the regulations require “that they make a course change that is visible by radar.” Baldwin indicated that, while it is not an official position, what he knows to be true is that it typically requires tacking or jibing to make clear to a pilot that a boat has altered course to avoid.

Some other learning has to do with race organization and management. Through this process, there’s a fresh opportunity for more open lines of communication between local OAs and VTS. This is thanks, in part, to this US Sailing panel and their expertise from other racing venues around the country, where there are clearer protocols that enable more proactive, collaborative communication between OAs and VTS. Baldwin confirmed that this doesn’t alter the sailors’ responsibilities, and might even encourage more dedication to the existing standard that sailors monitor the appropriate VHF channel(s).

Rimkus praised the constructive spirit VTS and Captain Hail brought to this process. He noted that it could have been an entirely different situation if VTS decided to take a more punitive approach. Rimkus runs a lot of racing in Cascade Locks, Oregon, where the race committee escorts all the barge traffic through the race course. He says, “If that was required of all the Seattle clubs by VTS, as it is for certain events in the Bay Area, it would cripple sailboat racing on Puget Sound. It’s hard enough to get volunteers to go out on the water to run races, let alone get two to three chase boats to escort any commercial traffic

through the racing area.”

Rimkus continued, “I’m incredibly amazed at how cool [Captain Hail] has been on this whole process. Seattle is very lucky to have [him] especially because he’s a sailor. I know they’ve had problems in Boston, Charleston, Long Beach, and San Francisco — and VTS was nowhere near as compassionate as they were here. [Captain Hail] obviously doesn’t ever want this to happen again, but he wants to be proactive not reactive.”

Captain Hail concluded, “VTS doesn’t want to put a damper on the thrill of competitive racing. Been there. But we need to keep it safe for everyone….”

The panel also discussed some opportunities for local race organizers to write clearer, more sophisticated regatta documents that could provide protest committees with more nuance in interpretation — as ARO, Rimkus is ready and eager to assist organizers in these efforts. Better regatta documents can also offer sailors more clarity as to their responsibilities to sail within the rules.

Ultimately, this “unfortunate set of unpredictables” will be remembered as a good day of sailing for some, with a disappointing result for others. Hopefully, I’m not the only one who sees it as a worthwhile opportunity to better understand racing, the rules, the venues where we go racing, and the vessels with whom we share the water. Baldwin says, “I really want to credit the sailors. The general knowledge of the racers was higher than we had expected. They know what they’re doing. They understand the circumstances, and what’s required of them in these circumstances.” And thanks to this process, we all may understand these things a little more deeply.

The vessel Volos' radar screen at the time of the turn.

MIDDLE SEA LOG BOOK RED RUBY TAKES ON THE ROLEX MIDDLE SEA RACE

by Jonathan McKee

Red Ruby is a Jeanneau Sun Fast 3300 co-owned by Pacific Northwest sailors, Jonathan McKee and Christina and Justin Wolfe. The boat is based in Europe and the group is running parallel shorthanded offshore campaigns on the shared platform. They will be checking in regularly with 48° North throughout 2023. The Wolfe team competed in the 2022 UK Doublehanded Offshore Series, and finished the series an incredible 2 nd-place in a fleet of 35 boats. More recently, Jonathan and fellow Seattle sailor, co-skipper Alyosha Strum-Palerm, sailed the famed Rolex Middle Sea Race. Their story of that adventure is shared here.

It has been a long, strange trip to far flung Malta, but we are finally on our way home to Seattle. Here is the tale of our last three weeks — two Seattle guys going sailing, trying to sail, preparing to sail, and thinking about sailing, with some sightseeing thrown in!

My co-skipper, Alyosha Strum-Palerm, and I started this adventure in Barcelona, where our 33-foot Red Ruby had been trucked from England. Our advance man, Erik Kristen, was already on the scene preparing to step the rig and launch the boat. We had a little extra work to do on the bottom and a few other small projects but, despite the jet lag, we got Red Ruby in the water on October 12, filled up our jerry jugs with diesel, did some food shopping, and headed south across the Mediterranean Sea as the sun was setting.

THE DELIVERY

The delivery from Barcelona to Malta is 700 miles, but we had quite a favorable forecast so we hoped for a 4- or 5-day passage. The first night was jib reaching in 15-25 knots with some heavy showers. Not super comfortable, but we got down the track nicely. By morning, Menorca was visible to leeward and soon astern. The next land would be the south tip of Sardinia. The breeze slowly died and we motored for a few hours.

By the early evening, the breeze filled from the north and we set the A2 spinnaker. The wind angle was perfect and the breeze built through the night. By dawn, it was blowing 20 knots and Sardinia started to appear. As we got lifted, we jibed onto starboard for the first time — now heading south towards Africa. It was lovely sailing all day and, in the afternoon, the coast of Tunisia came into view.

We were ripping off the miles as we completed day two and, at sunset, we jibed again towards Malta. The wind then decreased and we spent the night dodging ships and keeping Red Ruby moving. In the morning, we had a nice chat with the Tunisian coastal authorities over VHF, assuring them of our peaceful intentions. We were 8 miles off the coast of Africa.

Day three was one of the coolest sailing days I have had for a long time. The wind built to 20-25 knots and our Sun Fast 3300 was performing beautifully in the building seas. We started to understand the brilliance of the unusual hull form. Alyosha and I took turns steering and resting below, and often used the autopilot as well. By noon, we were close to the volcanic island of Pantelleria, just 100 miles from our destination. Late that afternoon, we were seeing gusts near 30 knots and we decided the prudent call was to drop the kite. We sailed the

Ripping off the miles, the Jeanneau Sun Fast 3300 impressed in the amazing conditions during the delivery to Malta.

Prepping Red Ruby for the delivery.

last 30 miles with main only, arriving in Valletta Harbour at 2 a.m. Surprisingly, the Royal Malta Yacht Club dockmaster was waiting for us and escorted us to our slip. We folded the main and went to bed after quite a day of yachting.

The journey had taken us only 3 days and 7 hours — pretty quick for a 33-footer over 700 miles! We also got a good feel for life onboard, established our offshore routines, and gained a lot of confidence in our little vessel.

THE MALTA EXPERIENCE

We had a wonderful time in Malta with our partners Libby Johnson McKee and AnaLucia Clarkson, and my brother in law David McGrady. We explored the island’s many interesting features and history, and we ate well. We also worked on preparing the boat for the race, including an additional haul out to fine tune the bottom finish. The club was very friendly and we felt welcome and happy to be there. As more racers arrived the vibe got a bit more intense, but we generally kept our heads down and focused on being ready for the start.

One of the nice features of the Rolex Middle Sea Race is a coastal race a few days before the main event. We sailed in the race and we were assisted by our support team Libby, AnaLucia, and David. It was a light air affair, starting in the smaller harbor and racing down the coast of Malta, around Comino Island and back. It turned out to be a preview of the Middle Sea Race itself, with very close racing between Red Ruby, the Maltese J/99 Calypso, and the JPK 1080 Solenn for Pure Ocean, both very well sailed. The course was shortened midway and we finished third. It was our first trophy (although our partners in Red Ruby, Chris and Justin Wolfe, had already won a slew of trophies in England)!

THE MIDDLE SEA RACE

As we went through our daily weather briefings it was clear the race would have some light air, so we moded our boat appropriately and got more provisions. The start was quite exciting. A lot of boats on a starting line extending across the historic Valletta Harbour, and very little wind. We got out of the harbor cleanly but a little behind some of our rivals. Once in the open Mediterranean, we found some good downwind form in the 4-7 knot wind and started to work our way north towards Sicily. The race was on!

The first night was pivotal. As we got closer to the south tip of Sicily, the wind picked up from the southwest, but there is often a big lee if you get behind the higher land. Alyosha kept us well offshore and clear of what turned out to be a big parking

Red Ruby in Matla's historic Valletta Harbour.

The 606 mile course of the Rolex Middle Sea Race.

"The next 10 hours were great sailing — reaching then running in 9-12 knots straight down the course."

lot for many boats. We kept moving and, by morning, we were into a moderate west wind, heading towards the fabled Straits of Messina. Only four of our class of 27 had gotten through the night in good shape, and we were one of them.

We had a great battle on day two with another doublehander, the French team Solenn, reaching and then upwind for the last 40 miles to the narrow passage between Sicily and Calabria — the Strait of Messina. The 12,000-foot volcanic peak of Mt. Etna was constantly in the background. The crew on Solenn were a little faster but we kept it close. The two leaders in Class 6 — Calypso and another Italian JPK 1080 Columbre — were about 6

miles ahead but, as the wind died after Messina, all four boats compressed to within 2 miles. It was all on. Except there was very little wind. And not a promising forecast.

That second night was one of the tough ones. The wind was sometimes 3-4 knots, other times zero. We made some good plays but also had some tough periods, and maybe it was not optimal conditions for our boat. As it turned out, we only traveled 35 miles in the next 24 hours. So that was a test of patience. Meanwhile, the two leaders had extended to a 6 mile lead, though we were still close behind our French friends on Solenn

Day three was dominated by the giant conical presence of Stromboli, an actively venting and spewing volcano. It is a mark of the course, before the westward turn towards Palermo. Since there was so little wind, we got to see it for a long time! We finally got there at sunset, and a light southeast wind started to fill. The next 10 hours were great sailing — reaching then running in 9-12 knots straight down the course. We caught up to both Solenn and Calypso, which was gratifying. Then the wind died again off Palermo, 40 miles from the gate at Favignana Island. Then we had an incredible close encounter with a very large whale who was sleeping as we drifted by!

It was a slow afternoon and early evening but eventually a northwest breeze of 10 filled in for a couple of hours, allowing us to make headway to within 8 miles of Favignana before it died again. At this point, Columbre gave us all the slip to the west and secured the lead that would eventually give them the class win. As the morning dawned to a glassy sea, we were close

behind the French and just ahead of the Maltese on Calypso

We were able to download fresh weather forecasts as the race went on. Unfortunately, the news on that morning of day four was not good. Very little wind was forecast for the next 3 days. We made the decision to drop out of the race and return to Malta. This was a really hard call. It had been a huge task to get the boat from England to Malta and do all the thousands of things to get prepared for this race. We had worked really hard during the race. At the time we quit, we were probably winning the doublehanded division on corrected time and were likely third in our class overall. But we also had commitments at home that could not be ignored and, in the end, we felt we had achieved most of our goals for the trip.

Hats off to the two boats that persevered in our class. After more than 7 days of racing, the Italian Columbre won easily, with the French duo on Solenn for Pure Ocean second. Calypso also eventually retired. We had great racing with all three boats, and we learned a lot trying to keep up with these top-level teams. We would like to have finished, but we are also proud of our effort and feel we can compete against top teams going forward in 2023. Thanks a lot to all who have supported our Middle Sea Race, especially our boat partners Christine and Justin Wolfe, our advance man Erik Kristen, and our support team in Malta, Libby, David, and AnaLucia.

Seattle's Jonathan McKee is a world-renowned sailor. He was recently inducted into the National Sailing Hall of Fame.

Alyosha trying to keep the boat moving in the very light air near Stromboli.

Alyosha and his partner AnaLucia (left) with Libby and Jonathan McKee (right) enjoying Malta.

WINTER VASHON: SNOWPOCALYPSE? NOPE. WILD RIDE? YES!

by Peter Nelson

We went into the first weekend of December with a foreboding weather forecast of snow, cold temperatures, and a wind forecast between 4 and 15 knots from the northeast, southeast, or northwest…take your pick. Racers wanted wind to get around the course, but weren’t too thrilled about the prospect of freezing wind chill.

When we woke up Saturday morning for this annual circumnavigation of Vashon Island, we were greeted (in Bremerton) with 3-4 inches of snow. The question was, “Will any of our crew be able to show up, much less WANT to show up?” We hit the road early for Tacoma Yacht Club (TYC) to give us extra time on the roads, and extra time to dig the boat out of the snow drifts we imagined piled high on deck.

Boy, were we surprised when we showed up at TYC with nary a bit of snow…and sunny skies! Was I dreaming? A quick pinch from my girlfriend, Sandy, confirmed I wasn’t dreaming, and we were off to the races.

The race started under sublime conditions — a 10 knot northwesterly. The fleet beat into and up Colvos Passage under sunny skies with breeze that built to a relatively steady 12-14 knots. There were a few dead spots along the edges and more than once we saw boats digging into the shore a boat length or two too deep.

At the north end of Colvos, the wind picked up to 18 knots, with gusts to 20. With a strong ebb on, things got sporty in the steep chop. Aboard my Farr 395 Time Warp, we elected to lay a reef in to see how the boat would perform. To our amazement, she settled down and took the chop like a champ.

A quarter mile or so north of Vashon, the committee placed a temporary mark that everyone fetched easily on the

outgoing tide. Then the fun really started!

Class 2 (the fast guys like Absolutely, Annapurna, Freja, Madrona, and Terramoto) led the fleet around the mark and chose not to hoist a spinnaker immediately. Moments after rounding the weather mark, we decided that rigging for a spinnaker couldn’t hurt. You know what happened next. We decided it wasn’t blowing that bad and we went for the hoist. The boat took off and we were suddenly hitting 9 and 10 knots consistently, and saw a top speed of 14.2. Yeehaw!

Our closest competitor, and eventual class winner, John Leitzinger’s Kahuna crossed our bow on starboard. We had closed the gap significantly and were back in the race. As we approached Point Robinson, we were unsure whether to take it wide so we were not sucked into the lee of Maury Island, or rhumb line it for the finish.

Too late. Kahuna did an early jibe and that was the right call. We got our jibe in uneventfully which, for this shorthanded crew, was a success. Now we were on a tight reach and “Back of the bus, boys!” came the call from the helm as we tried to keep her on her feet.

We were gaining steadily on Kahuna, but John was protecting his windward

quarter. We owe them 9 seconds per mile, and if we were going to make this a race then we needed to get around them. A quick bluff up, followed by a dive to leeward netted nothing. The only way around them was by going above.

Our tactician, Jeff Janders, called for a controlled round up, but there is nothing controlled about rounding up in 14 knots of breeze with 18 knot puffs.

We got the boat back on its feet several boat lengths to weather and behind Kahuna. By this time, I suspect Kahuna realized they had their time saved on us and let us by. Either way, we didn’t care. We roared over the top of them, and were now firmly positioned to take line honors in our class and ended up crossing the line about one boat length in front of Kahuna. What a race!

Overall, it was a great day rounding Vashon Island — and it didn’t snow! A big thanks and good job goes out to the organizers, race committee, and all the other racers.

Editor’s Note: For a fun story about the author's epic post-finish sideways-sailing spinnaker douse, check out the full version of this article at 48north.com.

Photo from Olson 30, Scoundrel, by Andrew Nelson.

CLASSIFIEDS

‘91 SCHOCK 35 SAILBOAT Quality racer/cruiser. Well maintained, upgraded. Bottom foils faired/painted 2018. Diesel htr, hot water, refer/freezer. Furuno Navnet chart plotter GPS, AIS. Digital charts Vancouver Is. to Oregon. Radar, autopilot. Dodger + Bimini covers. Perkins M30 eng. Flexifold 3 blade prop. Full set sails w/ cruising genaker. Lying Brownsville. » Contact John Burton • (360) 731-2461 • Jcburtonclan@gmail.com • $22,500

$85,000

BOB PERRY RELIANCE 37

Built to the highest standard and maintained as such this Perry Designed and Canadian Built boat is outfitted for long distance cruising in mind. Currently cruising back to Astoria from a solo winter cruise down to San Diego. New: Stainless NFM opening portlights, B&G Radar/Chartplotter, Isotherm 12V refrigerator/freezer, wind/spd/depth/autopilot/ hydrovane, D400 wind, H2O maker, sails, rigging. » Contact JC • happycampersailing@protonmail.com • (971) 344-7785 • $85,000

FRIENDSHIP SLOOP FOR SALE

Anne , a Friendship Sloop; they originally were gaff rigged fish boats in Maine. Mahogany planking, two-cylinder Yanmar, sails, interior and cockpit cushions winches. The owner, now deceased, worked out of state for eleven years. The boat was in saltwater storage, under cover in Seattle. This is a boat for someone who loves a historic type vessel and can fix her up. Negotiable price. » Contact Paul Kelton • pkeltop@gmail.com • $3,500

$109,000

ALERION EXPRESS 28

Beautiful 2008 Alerion 28, “Alegria”, meticulously maintained, original owner, Flag Blue hull/Beige nonskid. All standard equipment plus Hoyt Jib Boom, varnished interior/exterior, sink, marine head, swim ladder, bow and stern pulpits with double lifelines, shorepower, second battery, upgraded winches, goldleaf name, etc. Located Pt. Richmond, CA

» Contact Mike • lassto22@comcast.net • $109,000

FOR

$4,200

1978 NORTH SEA 34 PILOTHOUSE

FOR THE SAILORS WHO ARE DREAMING TO SAIL AROUND CAPE HORN, BUT HAVE ONLY TWO WEEKS OF VACATION TO SPEND

$3,500

» Contact Douglas W. Davidson • (425) 864-1955

• ddavidson@pumptechnw.com • $35,000

$32,000

Selkie is a well-cared for cruiser in excellent condition, great for light winds, but can handle rough weather with grace. Perfect single-hander, but comfortable with 6 for daysailing, 4 for overnights. Engine/ related systems serviced regularly by TriCounty Diesel. Sails are 6 years old. Below she is lovely & comfortable, new upholstery, new fridge/freezer, new forced air heating. Luxuriant wood throughout.

» Contact Peter Frazier • (360) 201-0390

• peter.frazier@gmail.com • $32,000

$35,000

1985 CLASSIC GAFF RIGGED SCHOONER WILHELM H. STARCK

McKie W. Roth Jr design. LOA 44,LOD 32’8,Beam 10’3” Full keel,Honduras mahogany planks on White Oak frame,Teak decking,Handsome interior. Sitka Spruce masts recently rebuilt. New standing rigging by Brion Toss. New Carol Hasse main sail. New Volvo Penta diesel 40 HP. Located in Everett, WA. Recent survey available. Needs some work, ideal for a wooden boat carpenter or student.

» Contact Mary Wood • (360) 628-6949

• marydwood@gmail.com • $35,000

Cape Horn to sailors is what Mt. Everest is for climbers. Among millions of people who sail only a few have rounded Cape Horn. A lot have wanted to, but never got the chance, because it’s usually a lot of money and months of preparation and getting there. Here is your chance to fulfil your dream. Significant blue water sailing experience or off shore racing preferred. » Contact Vladimir Chepurnoi • Sail.Paganel@gmail.com • $4,200

$8,630

GO TO THE END OF THE EARTH!

LOHMANN FULL BOAT COVER FOR JEANNEAU

45.9

Completely cover your Jeanneau 45.9 this winter with this excellent Lohmann full boat cover. Cover creates a tent over the boat allowing you to walk around inside the tent. Draw strings on the beam hold the cover inplace without sandbags. Truly brilliant German design thinking. Best cover I have ever owned. Additional photos available on Google Drive upon request. Used only two seasons. » Contact Robert Hepple • (360) 306-0953 • a64me@yahoo.com • $3,500

For even more

photos

Comfortable cruiser and NW veteran. Dual helms. Yanmar3GM 30 engine with Autoprop 2- 30 gal aluminum fuel tanks. Pressure hot and cold H20, propane oven, heater. engine heat, Newer 130% Genoa & Harken furling system. Main sail in good condition. Bruce anchor manual windlass. Bottom sider cockpit cushions. Radar & GPS. Moorage available.

American

TAVERN YACHT

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

Hinckley Sou’wester 59

1997 • $695,000

Graceful under sail, comfortable, safe and easy to handle, the McCurdy and Rhodes designed Sou’wester 59 is another in a long line of fine yachts built by the Hinckley Company of Southwest Harbor Maine. From her gleaming Awlgripped topsides with signature gold leaf cove stripe to her masterfully constructed cherry interior with solid teak and holly sole, Sula is a showpiece of high-quality construction. But she’s not just a beautiful yacht, having proven herself as a capable offshore cruiser with a passage to New Zealand under her belt. Her protected center cockpit, well-conceived three stateroom interior, systems access and ample storage space above and below decks add to her allure as a long-distance cruiser. Push button mainsail and genoa furling and powered winches allow easy shorthanded sailing. A powerful bow thruster aids in maneuvering in small spaces, truly making her a vessel that may be handled by a cruising couple without extra crew.

Sula