May 2022 - 48° North by 48° North

26 HOMEWARD BOUND 32 ANCHOR TESTING

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MAY 2022

FEATURES 26 Homeward Bound, Part 1: Turkey to Singapore

Seattle-based cruisers sail home through the Covid-closed world. By Peter & Ginger Niemann

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A local resource helps analyze anchor options for a new boat. By Wendy Hinman

36 A Sailor’s Sourdough

A honeymoon cruise and the cultivation of a sourdough starter. By Lauren Upham

COLUMNS 20 My Boat: Blanchard Standardized Cruiser, Faun This Dreamboat-style classic is close to its 100th birthday.

22 Beacon Background: Alki Point Lighthouse The history of an icon on the Seattle shoreline. By Lisa Mighetto

24 Three Sheets Northwest

Working on boats — a space odyssey. By Marty McOmber

RACING 40 STYC Blakely Rock Benefit Race

Fickle breeze roulette to benefit Center for Wooden Boats.

42 Southern Straits Race

The distance classic returns after a two-year hiatus.

44 CYC Center Sound Series #3

A sunny trip to Scatchet Head closes the big spring kickoff.

ON THE COVER: Under sail between feedings. Lauren Upham at the helm of J/40 Velella, in the Broughton Archipelago on a honeymoon cruise with her husband, Ches. Her cruising project was feeding a sourdough starter to make bread in their galley oven (page 36). Photo by Ches Upham.

Background photo courtesy Jan Anderson

CONTENTS

32 Which Anchor to Choose?

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Editor IN DEFENSE OF IMPERFECT RACES

To hear some of us racing sailors, you might think that anytime we aren’t sailing our boats in 80-degree sunshine and trade-wind breezes with our dearest pals, it’s hardly worth it. You’d think that we all sail in huge, perfectly-matched fleets with no handicap rating contention; and we all win every single weekend. And you might think that any start line that isn’t square or race course that doesn’t send us where we think the breeze will be best is a noteworthy, anomalous, and malicious attempt at spoiling an otherwise perfect day on the water. Hate to break it to ya, but it ain’t so. At least around the Salish Sea. That’s not to say we can’t have those things, or that there aren’t some transcendent racing experiences available without them. These attitudes are akin to a “powder day” mindset for skiers — when it’s good, it is so damn good, a different sport, an exotic species of fun. On the snow or the water, those incredible days loom large in our memories, and turn us all into “Remember that one day…” storytellers. There’s a funny relationship there, though: part of the magic is in the scarcity of those all-time days, but the perception of scarcity is tied to participation. If the average person sails (or skis) a dozen times per season, that person might spend many years waiting for a day when everything lines up perfectly. For a ski bum (or a “sail bum” as an early mentor described me in a most humbling compliment) who is out 75-plus days per year, those brilliantly good days are available multiple, even many, times in a single season. Of course, as boat racers, conditions are only one variable. Unlike a skier, who is having a mostly independent experience navigating the (hopefully plentiful) snow on her way down a mountain side, a sailboat racer is dependent on a fleet to race with, an entity to plan a race, and a committee to facilitate it. I admit, my favorite way to remember a race committee is with gratitude, but as an afterthought. Best case scenario is to check-in, get a course, sail past their boat at the start, and then wave and say “thanks” as a horn sounds when we cross the finish. Any time we racers are paying a great deal more attention to the committee than that, it usually isn’t in a spirit of positivity and gratitude. But there's a false pretense in “pow day” expectations of races and committees — that race courses are usually perfect, or moreover that they should be. The realities of racing and humans and wind prevents perfection, and it’s all part of what makes this such a rich sport. Everyone can agree that getting as close as possible is ideal; and I generally think our event authorities and committees around the region do a great job, and are underappreciated. Once the race has started, fickle shifts or condition changes are part of the immeasurably fun, rewarding, and unpredictable game of sailboat racing. It’s as easy to embrace that variability as part of the puzzle underway, as it is to criticize a committee for not seeing or reacting to variables during their brief window of influence. And even when things go wonky, doesn’t it seem that the most practiced, skilled sailors tend to navigate those murky transitions more elegantly most of the time? It all leads me to think that an imperfect race is worth running and sailing, and is full of benefits and rewards for those out enjoying it. That’s why I bring up the participation element of “powder day” scarcity. My observation is that the more frequently folks race, the less bothered they seem by these kinds of inconsistencies or perceived missed opportunities. Perhaps it’s that they’ve already had some all-time great days of sailing this season. Or maybe they have more data points reminding them that the dice roll of condition changes can happen just before, during, or anytime after a start. Either way, I aspire to the attitudes of the sail bums. I’ll see you on the water,

Volume XLI, Number 10, May 2022 (206) 789-7350. info@48north.com www.48north.com

Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Karen Johnson karen@level29.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.

SUBSCRIPTION OPTIONS FOR 2022! $39/Year For The Magazine $75/Year For Premium (perks!) www.48north.com/subscribe for details. Prices vary for international or first class.

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Letters

8 All the Power You Need

Response to Mark Aberle’s Article “Epic or Irresponsible?” about the Deception Pass Challenge I was on the water that day wing foiling in Bowman Bay. It was a great day on the water for me! I watched the whole thing happen. No big deal. A bunch of people got upset about a five-sentence MSNBC article that said the Coast Guard rescued everyone. Otherwise business as usual in the beautiful PNW. Ian Sloan Response for Steve Mitchell's "Benefits of Drones on Boats" from the January 2022 Issue Hey Steve and 48° North, Agreed, flying off the boat has extra challenges. After losing our first drone (a gust of wind on take-off caused it to just clip the railing on the upper deck, turning it upside down and straight into the water), my then 5-year-old daughter, in her innocent attempt to console me said, "Dad, I don't think you should fly the drone when the boat is moving anymore."

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Darren O'Brien Pacific NW Boater

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Response to Bruce Bateau’s Story “Girls at the Helm” from the March 2022 Issue

Pacific Northwest Dealer Network

My daughter and two of her friends participated in “Girls at the Helm” last year, it was wonderful!

Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com

Michael Vacirca Praise for Joe's Recent Editorials

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

Hello Joe, I just finally got my hands on the February issue of 48° North and, well man… you again hit another home run with your editorial! And, congrats to you and Kaylin. Rowan is surely going to have a great life with the things you will expose her to. Your writing hasn’t wavered, even if you are bleary-eyed.

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

Cliff Hunter

Sea Marine Port Townsend, WA 360-385-4000 info@betamarinepnw.com www.betamarinepnw.com

Dear Joe, I know too well the difficulties of writing a meaningful, monthly magazine column, but you certainly smashed it out of the park in the April issue. Very meaningful and very well done! VERY!

Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH

Tom Leweck Founder, Scuttlebutt Sailing News

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REGI STRATI ON OP E N

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ANCHOR OUT O

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48º NORTH

Friends of the San Juans

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News & Events

ANACORTES BOAT & YACHT SHOW FEATURING TRAWLERFEST, MAY 19 – 21 The Northwest Marine Trade Association (NMTA) and Anacortes Chamber of Commerce are teaming up with Trawlerfest for the 2022 Anacortes Boat & Yacht Show featuring Trawlerfest, May 19 - 21 in Anacortes, Washington. The event will feature in-water and on-land displays with hundreds of boats at Cap Sante Marina and neighboring boatyards, plus the addition of Trawlerfest’s 20-plus highly regarded seminars and educational classes that will take place from May 17 - 21 at nearby locations. The show’s shoreside displays will include trailerable boats, marine accessories, electronics, destinations, and service providers. NMTA, also the producer of the Seattle Boat Show, is the nation’s oldest and largest regional marine trade association representing more than 600 companies in the recreational boating industry. Trawlerfest is owned and operated by Active Interest Media, a media company that produces consumer and trade events, websites, films and TV shows, and magazines including boating publications such as Power & Motoryacht, Soundings, SAIL, Yachts International, Anglers Journal, and Passagemaker. Trawlerfest is AIM’s stand-alone series of boat shows and educational events designed for cruising enthusiasts and has previously taken place at other locations in Washington.

BC BOAT SHOW RETURNS TO SIDNEY MAY 12-15 The BC Boat Show has grown to become the largest in-the-water boat show on the west coast. Proudly hosted by the British Columbia Yacht Brokers Association (BCYBA), the show is an opportunity for people to tour the boats of their dreams, explore the latest yachts — both new and used — and delight in many fascinating demonstrations at beautiful Port Sidney Marina. There are usually around 200 boats of all sizes in the water, as well as many marine related business displays featuring everything from boat yard services, hardware, equipment, navigation electronics, clothing, etc. Audience members can discuss the many features of the boats on display with knowledgeable and professionally certified yacht brokers. Everyone is welcome and children are encouraged to attend, free of charge, with their parents. www.bcyba.com 48º NORTH

Join the fun at the this new combination of well loved events — Anacortes Boat & Yacht Show featuring Trawlerfest! Boat Show: Thurs. May 19 - Sat. May 21, 10 a.m. - 6 p.m. Seminars: Tues. May 17 - Sat. May 21 Boat Show Tickets (General Admission): $12 Seminar Tickets: Prices vary, $30 - $549 for 5-day VIP Pass www.AnacortesBoatandYachtShow.com

FRIDAY HARBOR POWER SQUADRON UNVEILS “LOCAL KNOWLEDGE” PROGRAM America’s Boating Club of San Juan Island (ABCSI) has announced a new series of seminars, webinars, workshops, and on-the-water training programs aimed at helping local and visiting boaters confidently enjoy our local waters and marine environment. Whether you just got your Boater’s Card or are a long-term boater; have a kayak, sailboat, fishing skiff, or cruiser — there will be knowledge you can use to better appreciate and treasure our unique island environment. Led by nationally recognized boating educator Ann Einboden and other island experts, participants of all boating skill levels will learn about our unique navigational challenges, dazzling parks and secret gunkholes, local fishing and wildlife. www.abcsji.org

DISTANCE RACE CALENDARS ARE FULL THIS SUMMER! If you like sailing big miles, or following those who do from the comfort of your home, this is a seriously good stretch of time in the Pacific Northwest. In the next few months, here's what's going on: PNW Offshore Race May 12-15, 2022 Swiftsure International Yacht Race May 28-30, 2022 Race to Alaska Start: June 13, 2022 Vic-Maui Start: July 4, 2022 Pac Cup (20+ PNW boats entered) Start: July 4, 2022 See more of these dates, and get connected with all the events at: www.48north.com/sarc

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News & Events

8 BELLS: STEVE WARD THE 48° NORTH COMMUNITY REMEMBERS ONE OF ITS OWN

CLASSIC PNW DESIGN CHRONICLED IN NEW WEBSITE

When Steve started contributing to 48° North in 1988, he kept pages turning with the fictional series “Adventures of Boomer Finn.” Steve's writing was clever, fun, and salty, and helped develop the personality of the magazine in the early years. A new father himself, Steve also wrote about racing with his father, Don, on Lake Washington as they “dipped and doodled” before the start, truly capturing a Meydenbauer race day. Steve passed away in March, leaving behind his daughter, Calla, and son, Carson, with whom he shared his playful nature and passion for sailing. He leaves a legacy of a wind-driven life, through his writing and his immeasurable enthusiasm for boats and sailing, as well as the way he imparted that love to his friends and family. Steve Ward was the kind of person 48° North was built for, and one it was built on. Steven Lindsey Ward was born in Pensacola, Fla. to Shirly Sands and Donald Ward on July 14, 1953. Two years later, the family settled on Mercer Island. Surrounded by the water, Mercer Island was always his home. As a young adult, Steve found his way up to Alaska, building canneries, wreaking havoc, and making some forever friends. Back in Seattle, he delivered beer — which fortuitously led him to the 48° North offices. He was active and creative throughout his life: a record-setting swimmer, an avid windsurfer in Hood River, a toy inventor, and a “decent” guitar player. In addition to his articles, he wrote a novel and screenplay. Steve’s career brought him to Mercer Island School District as a beloved bus driver and everyone's favorite lunch room monitor. Sober for 27 years, Steve was a member of Alcoholics Anonymous communities in both Mercer Island and Seattle — he was a good listener and dedicated sponsor. Steve owned several boats. Calla says of her father, “It didn’t matter what boat it was, but it was always a shitty boat. He loved them all.” He found no end of joy in his son’s $6,000 Catalina 30 with countless epoxy-filled holes reinforcing the deck. Steve enjoyed big breeze days on Puget Sound with his friends and family, and always required both sails be employed even on the windiest days. “Throw up the jib, everybody loves to go fast!” he would declare. He lived aboard for a time and was married on J Dock at Shilshole. He took his kids to the San Juans and Blake Island, teaching them to fish off the back of the boat and ripping around in the dinghy. Calla remembers waking up to the sound of the chugging diesel, realizing they were halfway to Port Townsend and that her dad had singlehanded their 50foot steel Brewer off the dock without waking the kids. Those childhood memories stuck. Both Calla and Carson now have boats docked at Shilshole. Calla and her husband Benjamin — who both previously worked at 48° North — followed in her parents' footsteps and were married on the dock at their home marina. In addition to his two children, Steve is survived by his son-inlaw, Benjamin; and granddaughter, Davy; two brothers, Bruce and Brian Ward; and a large, loving community of family and friends. The Ward family went sailing just a week before Steve’s passing. His absence is deeply felt around the community, but his spirit will live on, every time the wind blows. In Steve's memory, please consider a donation to the Washington State Chapter of the Huntington's Disease Society of America. 48º NORTH

Few sailboat designs are as deeply tied with the history of sailing in the Pacific Northwest as the 26-foot Blanchard Senior Knockabout. Longtime Senior Knockabout owner and decorated racing sailor, Jim Llewellyn, began thinking of creating an archive illuminating the history of these classic boats nearly 15 years ago. This dream project in service of the boat and community of sailors he loves has come to life in the form of a new website dedicated to the Knockabout. The site is full of class newsletters, photographs, and articles (including some from 48° North), and more; as well as an amazing newly-converted 16mm video showing Senior Knockabout racing on Lake Washington in 1950. Sailors around the Pacific Northwest owe Jim a debt of gratitude for his dedication to this endeavor. The site is now a public resource honoring this cental part of our region’s maritime history and, as Jim says, “the finest sailboats that ever came out of Lake Union, Washington.” » www.blanchardsailing.org

2022 SALISH SEA PILOT GUIDES ARE RELEASED

Salish Sea Pilot has released its updated lineup of e-book cruising guides with many new pages and scores of redrawn chartlets to provide more detailed information about anchorages and marinas across the Salish Sea. Rather than come out with a new cruising guide this year, the crew at Salish Sea Pilot opted to focus on improving the coverage of their seven guides to the Gulf Islands, San Juan Islands, Sunshine Coast, Puget Sound, Desolation Sound, Broughton Archipelago, and west coast of Vancouver Island. The e-guides are designed to fit best on touchscreen devices, but they work seamlessly on all your devices. Once downloaded, the guides do not require WiFi or cell service. » www.salishseapilot.com M AY 2 0 2 2

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Products News

» VELOCITEK SPEEDPUCK

Velocitek’s updated SpeedPuck is a simple GPS speedometer created for sailing, but can be used in any situation where you want to easily see your speed. The newest version of the puck includes a high-contrast LCD screen for enhanced brightness and readability, and extended battery life that is USB rechargeable. If your boat is under 40-feet, you’ll be able to mount the SpeedPuck on your mast and read it easily from anywhere in the cockpit, even if you don’t have perfect vision. The SpeedPuck is a completely self-contained unit that can be installed in seconds without tools. Instead of using a paddle wheel, the SpeedPuck calculates your speed by measuring the Doppler shift in GPS signals to provide you with an updated reading four times a second. The SpeedPuck never needs to be calibrated and maintains uniform accuracy at all speeds. If you wander into adverse current or your crew starts slacking, the SpeedPuck will tell you! Price: $499.99 » www.velocitek.com

» SIMRAD NSX 9 MULTIFUNCTION DISPLAY

Clear views of chart detail, structure, and bottom contours are a must with any multifunction display (MFD) to keep you piloting and navigating safely. SIMRAD’s new touch screen NSX MFDs feature a vibrant SolarMAX™ high-definition display that is viewable from any angle, in direct sunlight, and through polarized lenses. Chart details are viewed in a new way with next-generation C-MAP® DISCOVER X™ marine-optimized charts that have a fresh, intuitive chart presentation and include daily updates. The NSX can be easily integrated to include Simrad® Sonar, Autopilot, Radar, and more. And the Simrad Companion App acts like an extension of your NSX with the same chart experiences and all your chart data at your fingertips, on or off the water. The app lets you plan trips, review tracks and plot waypoints, and then sync them directly to your NSX. Price: $1,699.99 » www.simrad-yachting.com

» DESL-SHOK FUEL ADDITIVE

As we learned from 48° North “Diesel Deep Dive” columnist Meredith Anderson in the April 2022 issue, clean diesel fuel is imperative to the smooth operation of our engines. But, ultra-low-sulfur diesel, while cleaner burning than previous fuels, offers less lubricity and can increase the likelihood of water contamination up to 10%. Desl-Shok™, from USA Fuel Service, is designed to remove water, eliminate condensation, and dissolve sludge in your boat’s fuel tank. The broad-spectrum formula cleans injectors, carburetors, and fuel lines to promote a cleaner burn that, in turn, reduces carbon build-up in the motor and exhaust. It also decreases smoke and engine noise; and is an easy way to increase fuel economy, extend component service life, and reduce hard starting and engine downtime. Regular use of Desl-Shok stabilizes and boosts cetane levels and acts as a lubricant throughout the fuel system. The formula contains no acids or alcohol, so it won't harm gaskets, hoses, seals, and other components. Price: $18.85 » www.usafuelservice.com 48º NORTH

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First Fed Gives $1 Million to NWMC First Fed Bank, subsidiary of First Northwest Bancorp (FNWB), pledged $1 million to Northwest Maritime Center (NWMC) to expand access to maritime education. The funding will be spread evenly across 10 years. “The maritime industry is vital to our region. First Fed is dedicated to helping the Northwest Maritime Center achieve its goal of doubling program participants by 2025,” stated Matt Deines, CEO of First Fed and FNWB. NWMC served 2,950 program participants in 2019 and plans to reach 6,000 annually by 2025. “Northwest Maritime Center appreciates the significant support from First Fed, a local community bank dedicated to helping our communities thrive,” shared Jake Beattie, Executive Director for NWMC. “First Fed has demonstrated their commitment through sponsorships and volunteerism.”

The NWMC is best known for the Wooden Boat Festival, the flagship event which inspired the organization to be founded in 1978. Over the years, NWMC has added education programs to offer vocational training through the Port Townsend Maritime Academy and Maritime High School in Des Moines, WA. The maritime industry is the third largest economic driver in Washington with jobs that pay on average $82,800 per year. However, the industry is experiencing workforce gaps due to retiring mariners. A workforce shortage of 150,000 mariners is projected by 2025, as the sector continues to grow an average of 6.4% a year. The NWMC programs strive to help fill that gap with hands-on and project-based learning centered on the environment, marine science, and maritime careers.

ourfirstfed.com | 800.800.1577

New to boating? Pump out your sewage the right way… use a Pumpout station. Find a pumpout near you with the pumpout nav app! Pumpout Nav is a free interactive IOS and Android mobile app to help you empty the head and keep our waters healthy. Learn more: PumpoutWashington.org

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Pumpout Washington is a project of Washington Sea Grant in partnership with Washington State Parks Clean Vessel Act Program. Funding is provided by U.S. Fish & Wildlife Service through the Sport Fish Restoration and Boating Trust Fund provided through your purchase of fishing equipment and motorboat fuels.

17 48 N: 3.5417 W

x 4.68 H

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Crossword and Trivia

18 1

DID YOU KNOW? by Bryan Henry

8 9

Launched in 2002, The World, with 165 permanent residences, is the planet’s largest private residential ship.

Bubblegum coral, which looks like chewed gum, can grow more than eight feet tall.

12 13

20 21

More than 400 marine species are endangered because of overfishing.

25 26

There are more than 2,000 varieties of starfish. 27

Opahs are the only known fully warm-blooded fish.

ACROSS

Icebergs can be as large as small countries. Stonefish venom can kill a person within one hour.

DOWN

1 Wharf

1 Triangular staysail

4 Floods

2 Trials

8 It's always fresher at sea

3 Pulling with a quick motion

9 A ship's officer

4 Harbor deepener

Male California sea lions bark.

10 Swamps

5 Lumbermen

11 Angling

6 Very strong, as a wind, 2 words

12 Sear

7 Not very respectful

13 Steer a wrong course, for

11 Long lines or cables that

14 Protected area, in a storm for

15 Wrapping a sail around the

example example

17 Clean thoroughly 20 TV show based in California 21 Standing rigging running from a

mast to the sides of a ship

24 Stationary device used to secure

a rope aboard a vessel

support the mast

mast or spar to which it is attached

16 Termination point of a voyage 18 Winter ailments 19 Fastens, as in _____ down the

23 Movie theatre sound

26 ____ compass (navigational

24 Go up

27 Problem 29 Drop a bit

In 2016, an octopus named Inky escaped from the National Aquarium in New Zealand by slipping down a drainpipe that led to the ocean. More than 100 countries participate in the International Coastal Cleanup. Some scientists think that 90 percent of ocean species have yet to be discovered and classified. Sea cucumbers breathe through their anus. The blobfish was once named the world’s ugliest fish. Deep sea bamboo corals can be as tall as 30 feet.

28 Briny

Rogue waves can be more than 100 feet high.

 Solution on page 48

30 They're used to get the crew to

In 2017, French sailor Francois Gabart set a new record by sailing solo around the world in 42 days.

safety if something goes wrong

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Clownfish make popping and chirping sounds.

hatches

22 Normal

25 Place for cargo

instrument)

In 2019, the world’s largest underwater restaurant opened in Norway.

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Faun's owners, Laura and Micahel, have always loved pink geraniums on the aft deck.

My Boat

1926 36-foot Blanchard Standardized Cruiser Faun

he sparkling varnish and classic lines of this vessel turn heads wherever she goes. Approaching 100 years old, Faun is pure Pacific Northwest beauty. When the crew at 48° North learned that ownersLaura Stone Shifflette and Michael J. Passage were interested in sharing more of her story in this month’s My Boat column, we jumped at the chance.

Tell us about your boat. Faun is a Blanchard Standardized Cruiser, 36 feet long and launched in 1926. She was one of approximately 25 built, at least six of which survive today. She was designed by Leigh Coolidge and built by the Blanchard yard on Lake Union in Seattle for W.N. Winter, and named after his wife, Faun. She’s built for cruising in our local waters, but he bought the boat so he could easily cross Lake Washington from his Medina waterfront estate. The boat cost $6,000 new, which was the equivalent of two nice houses at the time. She was launched with a Van Blerk gasoline engine, but, since 1947, she has had a Chrysler Crown. Her hull is red and yellow cedar, her frames are oak, her keel is fir, and her house is Burmese teak. She still has her original cast iron stove, a Neptune. Faun’s interior spaces are wide open so you can see from one end to the other, making her an ideal two-person boat. Miraculously, Faun’s name has never been changed despite having 16 owners. It’s the perfect name for her. We, Michael and Laura, have owned her for the longest of anyone — 25 years. We keep her in Portage Bay.

How did you find Faun and what makes the boat special to you?

scheduled and completed surveys, and we owned her. It was utterly life-changing.

Can you share more about the boat’s history? Influenced by Henry Ford’s production line success, the boat building industry was first experimenting with the concept of building production boats versus custom one-offs in the 1920s. It was part of the industry’s conscious effort to make boating more accesible to the masses. Calling 25 boats built over six years “mass production” seems a stretch, but it was the first glimmer of what was to come. In fact, each of the 25 was completely customized! Nearly every boatyard in the area built vessels of similar design through the 1920s, as the design proved immensely popular. The design was based on a 1910 prototype, Klootchman, designed by Otis Cutting and built by Taylor & Grandy on Vashon Island. Klootchman met her demise early,

One Saturday in 1997, Michael suggested that we visit a wooden boat show, the Classic Yacht Association’s Bell Harbor Rendezvous. We’d been married only a year, and although we’d walked many docks, looked at many boats, and it was clear to me that a boat would be somewhere in our future, we specifically intended to NOT buy a boat that year. At the show, we sought out Faun, where a friend was aboard. I remember sticking my head in the large aft window of Faun, seeing the beautiful salon with the wicker chairs and decorative rugs, plus the amazing galley, and blurting out, “THIS boat could work for us! If it were for sale, I’d buy it!” The woman aboard popped her head up and said, “Well, as a matter of fact, it is for sale!” Two weeks later, we’d negotiated a price with the owners, 48º NORTH

Boats of this style are often called Dreamboats, but Faun is a Blanchard.

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but was immediately followed by four identical vessels, we faired, longboarded, and grooved the hull after we bought including Kingkole, which still exists today as Lawana. her. That was a big project. In 1924, Blanchard launched its first Coolidge-designed We were lucky that the previous owners had done a Standardized Raised Deck Hunting Cruiser. Lake Union meticulous refit of the interior — taking her all the way down Drydock soon followed with its first similar vessel in 1926, to the frames and redoing everything. They did a beautiful which they named (and trademarked) Dreamboats. Today, job with the interior design which was sensitive and periodall vessels similar to that design, regardless of builder, are appropriate, yet completely functional and modern. We commonly referred to as Dreamboats. inherited a new electrical system where every wire was Faun is the ninth of the Blanchard cruisers built. At the bundled and labeled every few feet. time, the area aft of the helm would have been entirely Then we got our turn. We went into the yard in 2013 to open with just a roof overhead, a design feature known as repair a few ribs and planks and ended up coming out 13 the “Alaska Deck.” To keep out the elements on the Alaska months later with everything new from the waterline down: Deck aboard Faun, there were rollribs, frames, and planks. down green striped canvas curtains Building Standardized Cruiser Describe the most challenging that made it nearly pitch black #1 in the Blanchard Boat situation you’ve experienced on inside the cabin. At some point — Shop on Lake Union. your boat and how it performed. we’re not exactly sure when — the Faun can take more than we can. curtains were removed, the aft We once got into much bigger seas area was enclosed with large glass than we should have by basing windows framed in teak, the top our decisions on a weather report of the cabin was strengthened, that was dead wrong. We couldn’t and the dinghy moved from the turn around safely and had to plow foredeck to the top. These changes through it. The forward hatch flew improved the boat tremendously, off and we started taking seawater and made it possible to use it inside the cabin. We had seaweed all year. all over the interior. We were eventually able to secure the hatch. Faun’s original owner sold her within just a few years and Climbing up the faces of waves, our 50 lb anchor was going then she changed hands rather frequently after that. She’s vertical, then slamming down on the stem, and ultimately, the had good times and hard times. She did wartime service in whole assembly let go, but we’d prepared for that and already WWII on Lake Union and Elliott Bay on patrol with the Coast secured the anchor chain in the chain locker so it couldn’t Guard Auxiliary. smash a hole in the side of the boat. The whole experience was terrifying. We learned to pay attention to what we see What do you like best about your boat? Faun was designed and built for cruising the waters of with our own eyes and not to rely so heavily on reports. That was in the early days. We’ve since learned that it’s okay Washington and British Columbia, and she performs superbly at achieving this directive. We cruise her extensively every to turn around if we don’t like the looks of things, and we also summer throughout the Salish Sea. She is quiet underway and have made a rule that if one of us wants to turn around and the her plumb bow cuts through the water cleanly with little wake other doesn’t, we turn around. No further discussion required. and fantastic fuel efficiency at about 8-plus knots. Aboard Faun, we love being so near the water that we can Where do you plan to take your boat? Do you have a see and hear wildlife up close and personal. Anchoring in dream destination? a quiet bay in any of the islands is my idea of heaven. We We could happily explore the nooks and crannies of all of love her huge windows and all the light they provide, but this the islands of the Salish Sea for the rest of our lives and be means she’s not built for big waves and heavy weather. She’s perfectly content. After all, that’s what Faun was born to do. purpose-built for inland waters. We try to add new destinations to our repertoire every year, With Faun approaching her 100th birthday, we understand even though returning to old favorites is always tempting. and appreciate that we are merely the caretakers of a maritime and historic treasure. There’s something special about that to What didn’t we ask you about your boat that you wish us and others. we had? What’s her signature? When we bought the boat, we put What do you know now about Faun that you wish you’d pots of pink geraniums on the back, since the so-called back deck isn’t big enough to do anything else! Those geraniums known when you bought it? We thought we knew what we were getting into, but you have become our signature and we can’t leave home without never really know. When we purchased Faun, her exterior paint them. We take endless grief from the shipwrights about them. and varnish were in sorry shape. She’d had no maintenance on the outside for a couple of years, and it doesn’t take long for a vessel to decline when this maintenance is neglected. Want to share the story of your boat in a future column? We had to take everything all the way down to the wood and Contact andy@48north.com. 48º NORTH

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Beacon Background

THE ALKI POINT LIGHTHOUSE

by Lisa Mighetto Seattle is a city best viewed from the water. The downtown skyline, dominated by the Space Needle on one side and the snowy majesty of Mt. Rainier on the other, never fails to impress. Mariners look for another iconic landmark, the Alki Point Lighthouse, which has greeted vessels at Elliott Bay’s southern entrance for more than a century. Over the years I have explored this beacon from my sailboat, kayak, and dinghy. Day and night, it is a welcome sight on the water — one that signals “home” to me. Unlike the coastal lights that sit on isolated bluffs, towering above crashing surf (such as North Head; see 48° North’s November 2021 issue) the Alki Point beacon seems accessible and visibly connected to nearby communities. Alki Point, which extends into Puget Sound from West Seattle, marks a convergence of Indigenous cultures, settler colonial history, maritime commerce, and residential development. This is the traditional land of the Duwamish — Seattle’s first people — and it is near the place where the Denny party landed in 1851, launching an era of colonization that expanded along the shores of Elliott Bay throughout the 19th century. Puget Sound served as a water highway for the new city, which became a major supply point for the Yukon and Alaska during the Klondike Gold Rush (1897-1898). Seattle’s sheltered, deepwater harbor and its central location in the Salish Sea made it ideal for marine transportation. During the 1910s, the steamers of the mosquito fleet made regular calls, connecting the city’s passengers and freight with other local ports. LIGHT STATION FEATURES Improved navigational aids were crucial during this period of growth, replacing earlier lights that appear crude by today’s standards. At Alki Point during the late 19th century, for example, a lantern suspended from a post — holding enough fuel for eight days — guided vessels through the southern approach to Elliott Bay. The new century called for something more substantial, 48º NORTH

resulting in the construction of a 37-foot octagonal concrete and masonry tower with an attached fog signal structure. The Alki Point Lighthouse became operational in 1913. Painted white, the tower included a fourth-order Fresnel lens, typically used to mark shoals, reefs, and harbor entrances. This lens featured multiple bull’s-eye panels and measured more than two feet in height and 20 inches in diameter, weighing approximately 500 pounds. A clockwork mechanism, powered by a suspended weight, rotated the lens every ten seconds, producing a group of five white flashes followed by a fivesecond eclipse. To keep the lens revolving, the weight was wound every five hours. While the lamp used kerosene in the early years, by 1918 an electric light provided illumination. Visible for 12 miles, the beacon at Alki Point became a familiar sight to vessels in the busy shipping lanes west of the city. The light station also featured a three-trumpet fog signal, invented and manufactured by Celadon L. Daboll of New London, Connecticut. The sound came from two engines that produced compressed air, passing across a vibrating reed. Trumpets projected the blast in three directions. In 1947, an electric single stage Worthington Air Compressor and twin LeslieTyphon horns replaced the original equipment, producing two blasts every 30 seconds. Locals were aware of this signal, on shore as well as from the water. “As a navigation aid, the Alki horn does pretty well on dry land,” reported a tongue-in-cheek article in the Seattle Daily Times. “Gauging their positions by the sound whenever the fog clamps down, veteran residents of the area can drive their cars smack into their garages with their eyes closed.” (Dec. 12, 1943). THE KEEPERS AND THE ALKI COMMUNITY Residing in two large houses behind the tower, the light station keepers maintained close ties with the local community. Henry Mahler, the first head keeper, served for 17 years before retiring in 1930. His daughter Margaret, who was born in a

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lighthouse at a previous post, grew up at the Alki Point station and got married there on May 2, 1930. According to the Seattle Daily Times, her dream was to become a bride “while the blinker at Alki sends out its flashes across Puget Sound, and the big clock in the tower ticks off the hours.” When asked where she and her new husband would reside, Margaret replied, “It won’t be far from the lighthouse and the foghorn … I love them both.” (May 2, 1930). The Alki Point keepers were creative, scholarly employees who engaged in pursuits outside the daily routine of lighthouse work. William Auld, the second head keeper, was an artist. Described by the Seattle Daily Times as a “fragile appearing little man with a ruddy face and white moustache,” Auld was an amateur painter who had “lived with the sea all his life.” (Feb. 17, 1935). His watercolors — featuring lighthouses and seascapes — hung on the wall of his residence at the Alki Point station. Charles Eliot assumed the role of head keeper when Auld retired in 1935. A “modest, mild-mannered” man of letters, Elliot devoted his free time to researching Walt Whitman, “America’s greatest poet.” It was a lifelong hobby for Eliot. “Watching the light on long, foggy nights leaves me plenty of time to sit in my library,” he explained (Seattle Daily Times, Sept. 24, 1939). By the mid-20th century, the Alki Point Lighthouse had become a cherished landmark and a source of pride for Seattle residents. In a column titled “Strolling Around the Town,” the Seattle Daily Times reported a complaint from reader Lillian L. Waldron, who had encountered a postcard from Florida claiming

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that the southern state was the only one with a lighthouse located in a U.S. city. Calling out this “civic naughtiness,” Waldron checked the status of the Alki Point Lighthouse and learned that it indeed was located within Seattle city limits. “Shall we allow Miami to get away with this?” she asked. “Not with such earnestness as yours around, Mrs. Waldron,” the Seattle Daily Times answered (March 8, 1941). THE ALKI POINT LIGHTHOUSE TODAY Although the U.S. Coast Guard took over the Lighthouse Service in 1939, civilian keepers remained at Alki Point until 1970. Eight years earlier, the fourth-order Fresnel lens was replaced with an airway beacon, which flashed every five seconds, shining six times brighter. The original Fresnel lens is now on display at the Admiralty Head Light (see 48° North’s January 2022 issue). In 1984, the Alki Point Lighthouse became fully automated. In addition to adding its own iconic element to the Seattle waterfront, the light at Alki Point retains its utility for the parade of commercial and recreational traffic transiting Puget Sound. And, if you’re lucky enough to enjoy a moonlight cruise around Elliott Bay this summer, you’ll surely find reassurance in its steady presence.

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.

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Three Sheets Northwest

by Marty McOmber

WORKING ON BOATS:

A SPACE ODYSSEY

I’ll just come right out and say it — I’m one of those weirdos who actually enjoys working on boat projects nearly as much as I enjoy being out on the boat. Of all the upgrades and repairs we’ve made to our 1984 Passport 40 sailboat over the past decade, the latest one is among the best. It is something I’ve long dreamed of, but which seemed stubbornly out of reach. It is something that has made my boating life materially better and has already given me hours upon hours of pure pleasure. It is warm, comfortable, and wonderfully utilitarian. Sometimes I just stop, gaze around me, and sigh with contentment. I call this wonderful addition “my garage.” Why? Because, well, it’s actually a garage. No, not a boat garage, that place where you “stow” all the bits and pieces of cruising life. No, I mean the place with a big door, often attached to a home, where the boatless usually store their cars. For those of us with boats, however, it can be the place where magic happens. Where pieces of broken equipment are brought back to life. Where wood is carefully cut, sanded and varnished. Where paint is painted, eyes spliced, canvas cleaned, holes drilled, and surfaces smoothed. It’s a place where dreams are born, plans are hatched, and swear words can 48º NORTH

be delivered with a therapeutic and satisfying intensity. Oh man, do I love my garage. But it wasn’t always like this. Seventeen years ago, I was living aboard my first boat, a lovely Islander Freeport 38 moored on Seattle’s Lake Union. While I had grown up sailing with my folks around Puget Sound, I was fairly new to boat ownership. And though I came from a family of DIYers — and consider myself fairly competent with tools and whatnot — I knew next to nothing about the inner workings of boats. Every system or part onboard seemed like a gigantic mystery bobbing in a sea of mortal peril. If I remove this screw, will the boat sink? Will connecting this wire cause the engine to burst into flames? I was a bit timid, to say the least. But over time my confidence in working on the boat began to grow — and along with it, my ambitions. Soon I discovered that a lot of boat projects require making a big mess. They also often require pounding the bejesus out of something on a surface more robust than a teak table in the salon. Or they simply require more space than a floating chunk of fiberglass can provide. I learned many valuable lessons during those years about how to create somewhat functional workspaces on the

boat, lessons that have come in handy as we have extended the distances we cruise and the amount of time we spend aboard. Then I got my first taste of a garage. It was a single-car affair on the ground floor of a townhouse in Ballard. I remember being awestruck as that garage door lumbered upward the first time to reveal what seemed like an endless amount of workspace. Although the garage was empty, my mind quickly filled it with work benches, shelves, tables saws, and power tools. The reality was that the space was about 10 feet wide and 20 feet long. And since this was city living, we actually had to park a car in there. Still, I made it work. I installed a fold-down workbench on the port side of the garage and placed a handme-down wood cabinet to starboard. I built rough and ready shelves from floor to ceiling, carefully measuring them so they nestled around the front end of the car and still left an inch or two at the rear bumper so the garage door could shut. It was so tight in there that you had to let your passenger out of the car before very slowly parking in the garage. And the driver had to hold their breath to squeeze out in the few inches of space left between the car door and the door leading inside the townhouse. We grumbled all the time about that tight squeeze and the many other inconveniences that came with a dualuse space. But during those dark winter evenings, I would move the car out of the garage and transform it into my boat workshop. I spent many hours in there and got so many things done. But as happens too often in life, what once seemed more than I could hope for eventually morphed over time into something that seemed like it could be so much better. Call it the land-based equivalent of two-foot-itis. I began to dream of having enough space to set up a proper workbench and other workstations. I watched videos about building a real dust collection system and spent idle time reading reviews about M AY 2 0 2 2

drill presses and band saws that the little garage could never accommodate. I needed to be realistic. Our plans are to go long-distance cruising, leaving our land-based lives behind for years. A good workshop would have to wait. And then things changed again. Having a larger garage wasn’t the reason we eventually decided to move out of that townhouse. In fact, I was a great deal less than keen to go through the process of disrupting our lives, packing our belongings, and finding a new place to live. But move we did. A few months back, for the second time in my adult life I stood in awe as a new, much larger garage door rattled upward to reveal what still feels to me like an embarrassment of workspace riches. This garage was big enough for two cars to sit comfortably side by side. Not that we have actually parked a car in there. No indeed. Before we had even finished unpacking our boxes, I was busy making this garage into something truly comfortable. I finished out the drywall and painted the walls and ceiling. The concrete floor was prepped and coated with an epoxy paint to make it easier to keep spills from staining. And I began the process of installing workbenches and shelves. Heaven. The space isn’t fully finished yet, not even close. There’s still no dust collection system or band saw. But all winter long, as our boat has sat on the hard in Anacortes undergoing the last major stage of an extensive refit, I’ve put this new garage to good use. Stainless hardware that is normally permanently attached to the boat now sits in boxes waiting to be reinstalled after having been cleaned, repaired, and polished within an inch of its life. The steering pedestal has been torn down to just above the molecular level and rebuilt to better-than-new condition. Half of the boat’s bronze portholes have been dismantled, the fogged glass replaced with new, strong lenses and their metal restored to a golden shine. I’ll get started on the other half next week. Lines, canvas, sails, and gear lay willynilly along one side of the garage, spending the winter warm and dry until they can be brought back to the boat. And in the middle of the garage, on a table built with a couple 48º NORTH

of sawhorses, the companionway hatch and hatch boards have been stripped, sanded, and varnished, just waiting for those final few coats of gloss. When we do, finally, cut the dock lines and head out to fulfill the long-distance cruising dreams, I’m going to be back to where I started — garageless and finding ways to make a big mess in a small space on a floating hunk of fiberglass. When that day comes, I know that I’m going to really miss this garage. Sure, it might look like a mess right now. But in

just a few months, I’ve already filled it full of something else, something that doesn’t take up any physical space at all — a sense of pride in the work that I’ve accomplished and the boat problems I’ve solved in that warm, comfortable, and wonderfully utilitarian space.

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

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HOMEWARD BOUND PART 1: TURKEY TO SINGAPORE by Peter & Ginger Niemann

Last month, we were introduced to Peter and Ginger Niemann — award-winning Seattle-based circumnavigators whose journey home through the pandemicclosed world found them boatbound for more than 300 days. They were in Turkey when Covid lockdowns began. This is the first of a three-part series sharing the story of their epic voyage home to the PNW.

Irene's route from Turkey to Singapore.

he sun had just set. Our ketch Irene was sailing gently in a beautiful scene, with the sky lit by a soft pink glow. We were surrounded by towering clouds. The entire crew of Irene, both of us, were in the cockpit enjoying a quiet time together. The main had a reef tied, despite light wind, because the day had been filled with drama — we had been hit by thunderstorm after thunderstorm — and we had learned to simply leave it reefed all the time. It was quick work to drop the mizzen and roll

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up the jib, but tying a reef took time. And those thunderstorms struck quickly! One minute we would be sailing gently and upright in light breeze and sunshine, the next minute Irene would be rail down in pelting rain and surrounded by lightning strikes. The thunder was deafening as we scrambled on the slanted deck to reduce sail. But all that drama was in the past, as we enjoyed our now-tranquil scene. Suddenly, our relaxed mood was shattered. BEEP, BEEP, BEEP, BEEP…. The chartplotter screen read, “NO AUTOPILOT.” No rest for the wicked, as they say.

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Thunderclouds on the horizon near Malacca Strait.

Rebooting brought the pilot back on line, at first for an hour, then ten minutes, finally just for a few minutes. Eventually it quit completely. We were worried, because we were approaching the famous Malacca Strait, with Sumatra to starboard. What is Malacca Strait famous for? Thunderstorms, commercial shipping and fishing boat traffic... and pirates. Pirates were not a worry, research showed that the region had no incidents in recent years. But dealing with traffic and thunderstorms was much easier with AIS and radar overlay, and the pilot itself of course is essential equipment. Now all those capabilities were nonfunctional. We altered course to bring Irene close to shore, where we might find some calm water to diagnose further. We spent two days coasting along Sumatra in the Banda Aceh region, formerly known as pirate central. Groups of sporty little fishing boats came and went in groups, cheerfully buzzing by and occasionally asking for smokes, but never harassing us. We weren’t able to get the autopilot working. We were resigned to the fact that, except during periods of enough steady wind to sail with the windvane, we would be hand-steering with the tiller on the aft deck fully exposed to sun and rain. This, in some of the most crowded waters in the world, and we had over 600 nautical miles to go before reaching Batam Island — our first chance to obtain replacement parts. Every afternoon, the clouds gathered and the electrical storms pounced on us. The rain was welcome because our water tanks were almost empty, last filled in Egypt, and the passage across the Indian Ocean had been completely rainless. We were on a long odyssey home in a time of pandemic, when a voyaging boat was not welcome in large parts of the world. Normal rest and reprovision was not possible, and we were running low on essentials — food and fuel, in addition to fresh water. On the 48º NORTH

bright side, each thunderstorm brought us more water, and we were grateful for that. We had been in Turkey when Covid lockdowns were first put in place. Ginger and I struggled to make sense of the rapidly changing scene and formulate an action plan. We felt that we needed to get back to the Pacific Northwest.

One of the sporty Sumatran fishing boats.

We didn’t want to stay aboard in Turkey because of the very strict confinement policies and political tensions in the region. We did not want to leave our boat and fly back to the States, as many sailors did at the time, because Irene is our only home and it was uncertain when or if we would be allowed back into the country to our boat if we left. We investigated the possibility of sailing home directly, and noted that the mileage to Seattle was roughly the same heading west via the Panama Canal or heading east via the Suez Canal. However, the Suez was nearby and open, where the Panama

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Ginger protected from chemicals and viruses alike during the haulout in Turkey. Irene's bottom paint job had just been finished when lockdowns began.

was months away and had already been closed for a time. Thus, we judged the eastbound route less likely to be barred (by a closed canal) to us. Suez was only a couple of days away from us and Indonesia was open to arriving yachts when this plan became action. And we could always sail in the open ocean no matter what the state of the borders were. The east route would take us to Japan, where we’ve always wanted to cruise, and the Aleutians, where we were eager to return. Also, the eastward route included much territory we had never sailed before and that we were interested in seeing, assuming (hopefully) that countries would open borders as we progressed. Of course, as it turned out, they did not. We went to work on our eastbound plan. We found a marina willing to sponsor us for rest and reprovision in Indonesia, and forwarded the necessary documents to them to prepare customs and immigration for our arrival. Things were taking shape — the monsoons and prevailing winds matched nicely as we would move from region to region, as long as we waited for a few months in Indonesia. An added bonus would be ticking off a circumnavigation, our second one. A minor issue was that our leg down the Red Sea, the hottest sea in the world, would be at the hottest time of year. Unusual, but doable, we figured. Another unusual aspect would be entering the Indian Ocean at the height of the southwest monsoon with its notorious winds and waves, a time yachts avoid. Also doable, we thought. After all, the ancient dhows historically sailed in this monsoon to India yearly, and they were sewn together with nothing more than coconut rope. By now, the Turkish regulations allowed Ginger to go grocery shopping, though I was still by law confined to the marina, and we reprovisioned. Luckily, we had repainted Irene’s bottom just before the lockdowns began, and we filled the water tanks and departed for Egypt and the Suez canal, our first steps home. We had spent the last two-and-a-half years sailing away from home, and it was a magical feeling to be homeward bound. 48º NORTH

We sailed as planned. The Suez canal was pretty much as expected, hot as Hades and complicated by a culture of “baksheesh” (a small sum of money given as a tip, bribe, or charitable donation). The scenery was interesting enough but we were still glad to leave Egypt behind and enter the Red Sea, which was amazingly beautiful. The heat and dust were merciless. We suffered from heat rash but sailed onward. We had not realized before how much interesting bird life was in this sea. Seabirds crowded the rigging and swallows landed on deck and flew freely through the cabin. They were unafraid and would perch on our fingers. At night we were plagued by thunderstorms, but we just reefed down and carried on. A meteorological phenomenon called a Haboob engulfed us as we sailed along the Sudanese coast. Thick dust reduced visibility and the wind direction swung around against us. We took shelter by anchoring in a marsa (the Arabic word for an anchorage or dockyard) to wait it out, but we were noticed and soon boarded by the Navy. The officers were not at all sure why we were there, and searched the boat. After hours of

Transiting the incredibly hot Suez Canal in Egypt.

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Moustique was the agent who, for a premium price, delivered supplies to Irene when the Niemanns weren't allowed ashore in Djibouti.

The friendly swallows of the Red Sea.

uncomfortable interrogation, we were finally given permission to stay for what was left of the night and depart in the morning. The Haboob was still blowing that morning, and all day we motored through an inside small boat channel, narrow and twisting and bordered by dangerous coral, returning to the Red Sea proper that night. It was a relief to be sailing in more open waters again. We anchored in Djibouti to get water and refuel, but were denied permission to go ashore. It was a taste of things to come. Our scallywag agent, Moustique, brought containers of diesel and some motley vegetables out to Irene at anchor for a premium price. Thunderstorms blew fiercely at night. The wind was strong as we sailed into the Indian Ocean, as expected. We didn’t worry about pirates because their skiffs could not operate in the rough conditions. We sailed with just a tiny reefed staysail set, and the motion aboard was violent. We would normally heave-to in these conditions, but we needed to keep moving this time. There was no point in lingering, as this wind was forecast to blow like this for weeks in the same direction and at the same strength. Cooking was impossible — we ate crackers and drank water while we hung on. As we sailed past Socotra at the entrance of the Indian Ocean, a nearby container ship told us the wind was blowing 59 knots steady, gusting to 64. The waves were gigantic, but not dangerously steep. Every now and then, a breaking wave top would find Irene and her decks would disappear in foam. When those occasional wave tops hit us, down below it sounded like a collision with a garbage truck.

After a week and some fast miles, the wind eased up (as it always does) and we sailed across the Indian Ocean past the Maldives, India, and Sri Lanka. As we passed close by land, our phones connected and we read the latest world news. Among the news we learned that a bulk carrier had run aground on a reef at Mauritius, likely because the bridge crew was distracted by their cell phones as they connected to get news, just as we were doing. A fishing boat motored close by and kindly tossed us some fresh fruit in exchange for Turkish Doritos. Irene sailed onward, in light wind now, and approached the Malacca Straits, where a minor disaster (lightning?) struck and we found ourselves hand-steering for days. We crossed the Straits to the Malaysian side in the hopes of obtaining permission to stop at Pangkor Marina for emergency repairs. We hailed James, the manager, at the marina and he informed us that he was unable to help unless we declared a mayday — and even then it was unclear if the Navy would allow assistance to a foreign vessel on the move — so we continued on. We developed techniques for coping. Covering up for protection from the brutal sun was essential. Irene pulls slightly to starboard as she motors, so we rigged a line to a winch to take that static load off the tiller. While steering, we sang songs, ate snacks, drank water, and hoped for wind. When the wind blew, life was wonderful. We would quickly rig the wind vane, and go about life below decks, popping our heads up every 15 minutes to check for traffic. The water became shallower, and we were able to drop the anchor, right out in the open strait, if we were lucky to encounter a calm in a good place. The electrical storms

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The defunct autopilot left Peter and Ginger hand-steering even in the least pleasant conditions.

A Sri Lankan fishboat.

continued, but were less violent and less frequent. returning after dark the night before our departure. When we finally arrived at Batam Island in Indonesia, we Ginger got on the computer to search for a country that would were exhausted, suffering from heat rash, and badly needed a accept us for a time. Only Japan was open to us, and it was too rest. We were almost out of food and water, and were low on early to arrive. If we arrived in Japan too early, our three-month diesel. We had hand-steered many of the last 700 miles in some visa would expire before weather in the North Pacific would be of the most crowded and thunderstorm appropriate for crossing to the Aleutian beset waters in the world, and we were Islands. Ginger found that Singapore short on sleep. We were about to be would allow us to stay, but without visas tested further, though. — we were not ever to go ashore. It was We arrived to be greeted by a small our only option. So we sailed the short army of health and immigration officials hop of about 20 nautical miles across the and to hear the news that rules had Singapore Strait to Changi Sailing Club changed, and we must leave immediately. and picked up a mooring for a long stay. Yellow police scene tape was stretched We would stay on that mooring for five across the dock to emphasize the point. months. Ginger and I looked at each other and We were well on our way home to the shrugged. We were resigned, there Pacific Northwest, but the Covid-closed wasn’t anything we could do about the world was certainly making it interesting. Marina employees on Batam Island situation. Government decrees and Even under less than ideal circumstances, volunteered to shop for provisions immigration policies are all powerful our appreciation for our boat, the cruising when Ginger and Peter were not like waves and weather, something we lifestyle, and one another was never in allowed to enter the country. must adapt to. doubt. We can’t say that this was the lowest point of our years of sailing, but it certainly ranks prominently in the list. Our marina negotiated Originally from Seattle, Peter and Ginger Niemann now call Port time enough for us to work on the autopilot and two fantastic Townsend home after two circumnavigations. They were awarded marina employees volunteered to shop for provisions for us — the Cruising Club of America’s Blue Water Medal in 2022.

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by Wendy Hinman

WHICH ANCHOR TO CHOOSE? Steve Goodwin and Garth Wilcox talk anchors in Steve’s shop.

hoosing the right anchor is a decision that can perplex even the savviest boat owner. A good anchor offers immense peace of mind and can save our boats from ruin. We count on this essential piece of equipment to ensure that our boat will remain in place while we sleep, and that it will be where we left it when we return from an expedition ashore, under water, or out in the dinghy. Aboard our 8,000-pound 31-foot Tom Wylie sailboat, Velella, we carried a 17-pound, aluminum Spade anchor. Because ours was a light, small boat, we didn’t want to carry too much weight on the bow, yet we wanted an anchor that would be secure in a wide range of conditions during a multi-year offshore voyage. It was our home, after all — small and modest as it was. We also were counting on the 240 feet of 5/16-inch chain that rested farther aft to keep us safe. My husband Garth had read about the Spade’s impressive performance for its weight in Practical Sailor, though the anchor wasn’t widely distributed at the time. In 1999, we ordered one from the manufacturer in Tunisia, hoping for the best. It arrived without incident and turned out to be a good investment. That 17-pound Spade anchor kept our little sailboat safe over most of the 14 years we owned her. We subjected

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Velella and her anchor to many intense situations during our seven-year circumnavigation of the Pacific, including storms, typhoons, waves, and docks that threatened to turn our home into kindling. We never dragged anchor over muddy, coralstrewn, rocky, or sandy bottoms. Several years into the voyage, while we were in Fiji in 2003, we noticed some welding cracks on the Spade’s shank. Garth corresponded with the French manufacturer in Tunisia to get advice about re-welding the shank, so we could solve the problem in our remote location. The company immediately sent us a new anchor and it arrived quickly to Musket Cove, a resort and yachting center in Fiji. The new anchor (and the re-welded original we kept for a spare) held us throughout the rest of our 34,000-mile voyage and beyond. We certainly put the Spade to the test. We’ve since sold our beloved Velella and are currently building a new 38-foot world cruiser designed by Garth (a naval architect) in our backyard workshop on Bainbridge Island. We hope to enjoy many more adventures aboard a larger, 14,000-pound boat. Though our new boat is not yet finished — and, no, we cannot predict exactly when it will splash — we are again considering which anchors will best suit our needs. Happy with the Spade’s performance, over the last few years

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types to test. Over time, Panope’s we purchased a couple more. We YouTube channel has developed a bought a larger Spade anchor (a following. 41-pound A140 for hurricane use) at Steve was just about to test a swap meet and a 26-pound A100 anchors in the range of one we for kedging and to use as a spare. owned and didn’t happen to have But we also still plan to buy another one. Since Steve lives in nearby Port anchor or two. We consider anchors Townsend, Garth thought it might to be cheap and reliable insurance be interesting to let him experiment for protecting an important asset with one of our anchors of the size — especially one that is likely to he was testing. We were curious to be our future home. Because of our learn how it would perform against previous experience, we realize that Steve has an all the others in his collection. So we an aluminum Spade may not last our impressive array of stuffed the A100 aluminum Spade entire trip, plus we know a number anchors that have been tested into our trunk and drove to Port of people who have lost anchors in in a variety of conditions. Townsend for a prearranged visit. various ways during their voyages. We had an interesting conversation In search of data to help us make with Steve in his workshop and a decision, Garth hunted and pecked his way through the internet. In the course of his explorations, perused the many anchors that he is testing. We also saw his he came across Steve Goodwin of SV Panope, who has embarked boat and the winch he uses to deploy the anchors and measure on an impressive anchor testing regimen. Intrigued, Garth how they break from the bottom with varying types of pressure watched many of his YouTube videos and perused the data he’s and determine whether they reset. “What if I wreck your anchor doing the test?” Steve asked in produced citing the anchors he’s tested, the type of bottom, earnest before we left our anchor in his care — or abuse, as the and pressure he’s subjected them to. Like Garth, Steve has followed his curiosity in search of data. case might be. “Well, wouldn’t it be better to find out if it fails before we Finding insufficient information about anchors, he decided to find out for himself by undertaking a number of tests with a trust our boat with it?” Garth replied with a grin. And so, once again, we’ve put our anchor to the test — this variety of anchors under myriad conditions. He identified an area within a decent mileage range of his home that offered time before our voyage begins thanks to help from a friend. varying types of bottom features and he began experimenting And in the process, we’ve learned a lot more about the anchor with dropping anchors and then trying to pull them up and get options out there and their strengths and weaknesses. Steve’s tests attempt to answer the following questions: What them to drag. After testing a number of them, he began sharing his discoveries online and continued searching for more anchor happens when he drops an anchor to the bottom? How well does

Steve discusses the A100 in his video about testing it: #116. 48º NORTH

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Steve sets up for an anchor test aboard his customized powerboat.

it set? What happens when the wind shifts or current reverses? Would the anchor hold against significant pressure, would it flip around and reset, or would it just pull out? Steve’s anchor testing system centers around a customized open powerboat with a high thrust prop and a special winch rigged to a load cell, though he’s also used his sturdy steel fullkeeled sailboat Panope that his father built. He rigged a float and GoPro camera to a dozen different anchors and dropped each one on multiple types of sea floors with different scopes to record what happened. He simulates and records 180 degree

swings. He’s tested in rocky bays or cobblestones, and ones with sandy mud, clean sand, and soft mud. Steve shares his methods and the data for all the anchors he has tested, including the A100 aluminum Spade we lent him. For each anchor test video, on the screen he includes the type of seabed, depth, the length and type of chain and rode, the scope and the amount of pull pressure he’s exerting in addition to the type of anchor. You can watch and listen to his description of what occurs in each scenario, and every video is well-edited and sometimes sped up to minimize the time elapsed to witness test results.

Chart of summary data (provided with permission from Steve Goodwin). 48º NORTH

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You can see the test focused on our A100 Spade in Steve's video #116. Overall, it performed reasonably well, although it was not the top performer in its class. Its worst performance was in cobblestones and what Steve refers to as "clean sand" (though he's discovered during his testing that there is some binding material in the area that makes the categorization less precise). In this test case, he used 80' of 5/16" chain and 150' of 5/16" nylon rode with a scope of 5:1 in 30 feet. It dug in right away and began the first part of the veer just fine. Pulling at 500 pounds of pressure, it released. In the straight line test, the A100 Spade released at 1,020 pounds. As we make anchoring decisions, it’s useful information to know the conditions in which the A100 Spade shows its weaknesses. While Steve’s videos may not be riveting footage for everyone, they provide valuable information for those who are interested in finding an anchor they can count on and understanding the basis for claims about its effectiveness. There’s no sales spin, just pure data from someone who aims to be thorough before drawing conclusions. After learning so much from Steve and putting our A100 Spade to the test, what anchor have we decided to buy next? Well, we want a well-built, excellent performing anchor that fits on our bow, is fairly narrow, and isn’t another Spade. The first three criteria lead us to an Excel or a Vulcan. The Vulcan is strikingly similar to the Spade, so the Excel Steel #5 would be our first choice for diversity. But actually obtaining an Excel has proven difficult — they seem to be quite popular. A cruiser’s choice of anchor may never be a simple one, but with information and experience, we can proceed with more confidence. Happy anchoring.

Wendy Hinman is an adventurer, speaker, and the award-winning author of two books: Tightwads on the Loose and Sea Trials. For more information, please visit www.wendyhinman.com. Check out Steve’s YouTube Channel and video #116 testing the A100 Spade at https://www. youtube.com/watch?v=OkNTM4LNXtc. 48º NORTH

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A SAILOR’S SOURDOUGH Bread comes to life on a honeymoon cruise

by Lauren Upham

trundled out of our berth to make some breakfast and, when shuffling past the basket where we kept our produce, I saw it. It was finally going! Going so well it had overflowed and started to ooze onto the other items in the basket. My excitement was briefly eclipsed by frustration at the mess I had to clean up, but this was it. This was the day we could finally make bread with the sourdough starter that we started while on our honeymoon cruising adventure in British Columbia. We had gotten married in June in Santa Barbara, California, and would be moving up to Vancouver, British Columbia, for my husband’s new job in November. We hadn’t planned a honeymoon before our wedding, but afterwards, found ourselves with enough time to plan and execute an epic adventure. It would be fun to sail somewhere for our honeymoon, where could we do that? Why not in beautiful British Columbia? What better way to get to know our new home? Instead of doing a charter, we decided to buy a sailboat that we could keep in Vancouver. We found a dark-hulled J/40 in Anacortes, Washington, that would do the trick and the sale of the boat went through at the end of August. After visiting family for a few weeks in September, we were ready to provision the boat — which we had rechristened Velella — and set out. While I had grown up sailing and racing, I had never done any long-term cruising. Before this trip, the longest I had been on a boat without an opportunity to grocery shop was four days. We were planning to be on the boat for 45 days. Albeit, we would have the opportunity to shop multiple times during our trip, but the timing of those stops and the availability of supplies at the

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store were unknown. I read a lot of provisioning blogs from other cruisers, and made three trips to the grocery store with full carts and loaded up Velella. Throughout the entire provisioning process, the one and only thing I was confident in was the fact that we could make our own bread. I bought flour and yeast and we made several delicious loaves of bread, slightly burnt on the bottom, but they were not sourdough. My husband and I both love sourdough and, several years ago, he gave me bread making supplies in the hopes that I would create a sourdough starter and supply us with delicious bread all the time. I always found excuses to not do it. Primarily, the time and schedule required to maintain it did not seem attainable while working full-time and having an active social life. Now that the two of us were on a boat with no jobs and no friends, there was nothing I could do but say “yes” when my husband suggested that we make a sourdough starter. Our general plan was to sail quickly north to the Broughton Archipelago and spend the most time exploring islands and inlets up there before making our way down through Desolation Sound on our way back to Vancouver. A few days into our trip, we had made it quickly through the San Juan Islands and cleared Canadian customs in Poets Cove before heading up through the Gulf Islands. We anchored for a night in Madrona Bay, just east of Ganges Harbour on Salt Spring Island. It was a gray day and raining off and on, which was the weather we expected for most of the trip. We geared up and took the dinghy over to Ganges to pick up a few supplies, including the flour we needed for the starter. Sourdough starters are made from incredibly basic

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Even in mid-fall, it was surprising to have the Broughtons all to themselves.

ingredients: whole wheat flour, water, and, as we soon found out, varying amounts of time. As I diligently fed our starter morning and evening with carefully measured flour and water, we made our way up through the Gulf Islands and Johnstone Strait. Massive tidal changes and rapids were not things my husband and I had grown up with. We both grew up lake sailing (me on Lake Champlain and him on Lake Huron) and had spent our most recent sailing years in Santa Barbara. We used to talk about the current in Santa Barbara when racing J/24s, but it was nowhere close to the amount of current we experienced when navigating through the Inside Passage to the Broughtons and back. We had equipped ourselves with the necessary tools (Ports and Passes and Navionics) to make sure we were passing through safely at, or near, slack water. Some aspects of transiting these passages and rapids we weren’t as prepared for: we had to dodge numerous logs and large amounts and debris that got caught in these areas, and, when passing through Surge Narrows on the way north and later as we approached Dent Rapids on the way back down, we were pleasantly surprised by Dall’s porpoises zipping around us in the rapids. Every night, when it was time for our starter’s feeding, I had to discard half of it before adding more flour and water. I would usually do this overboard and, given the short fall days, it was always well after sunset. Some nights, I would be surprised by bioluminescence when the starter discard plopped into the water. Some of the brightest bioluminescence we saw was in Waddington Bay on Bonwick Island, which was the calmest anchorage we dropped the hook in. The glassy water mirrored the island and sky so perfectly you could not tell which way was up and which was down in a photo. Fortunately, the dreary weather we had been expecting cleared for some gloriously sunny days that made us forget that it was nearing mid-October. As we ducked into different inlets and secluded anchorages, we didn’t come across any other cruisers. I couldn’t believe we were the only ones. We popped into Pierre’s at Echo Bay on Gilford Island to refuel and 48º NORTH

the shelves in the store were empty, as he wasn’t expecting any cruisers until next season. While we enjoyed having the Broughton Islands to ourselves, we waited weeks for our starter to get “started.” It was well beyond the seven days that the instructions from King Arthur Baking Co. advised it would take. With feedings twice a day, I was up to my eyeballs in flour and sick of dealing with doughy goo that was not yet producing anything useful. I had almost given up on it. We even came up with, and started executing, an alternative plan: on our way north, we had kindly been given some sourdough starter from Nancy’s Bakery in Lund, just in case ours was unsuccessful, and we started using it to make bread. While I was excited to finally be eating sourdough, I was disappointed it wasn’t ours. There are a few things that I say, jokingly, finally got our starter going. First, the baker at Nancy’s told us that they feed one of their starters with local beer from Powell River, so one night I gave our starter a little sip of beer — couldn’t hurt, right? Second, I speculated that our starter became jealous of the starter from Nancy’s. My frustration with goo was at its maximum, I had begun to neglect our starter, instead of the twice daily feedings, it was only getting one. There was the possibility that we would even give up on it entirely. Finally, our drunk, jealous starter decided it was time to get to work. More realistically, the delay was probably caused by the lack of ideal temperatures on our boat. Cruising in the PNW in October is, in fact, quite chilly, especially at night when we turned off the heat and the engine wasn’t running. The recipe we followed indicated that the starter be kept at “warm room temperature (70 degrees).” I was wearing two layers of fleece pants every day — the boat was nowhere near 70 degrees. I would try and find warmer spots to put it during the day: in front of a heat vent or on top of the engine compartment if the engine was running. I’m honestly surprised it even started working at all. I was gloriously excited to make my first loaf of sourdough bread from our starter and it turned out pretty well considering

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The author's husband, Ches, shapes sourdough pizza dough in Velella's cockpit.

A SAILOR'S TIPS FOR SHIPBOARD SOURDOUGH PIZZA AUDREY II has since celebrated two birthdays and accompanies us in some shape or form on almost all of our sailing trips. For baking on Velella, our favorite form that she takes is sourdough pizza crust. While making pizza on a boat may sound difficult, we have found it to be one of the most fun and, dare I say, practical things to cook while cruising. Here are some of our tips for successful on-board pizza making: • Choose pizza toppings that are canned or jarred. If you’re going on a longer trip or don’t have consistent refrigeration, some of our favorite shelf-stable toppings are: olives, artichoke hearts, roasted red peppers, capers, mushrooms, and pineapple. • Buy small 8oz cans of pizza or tomato sauce. Unless you plan on making pizza every night for a week, make sure to get small cans of sauce, which are usually enough for three to four 12-inch pizzas, depending on how much sauce you like. If you can’t find pizza-specific sauce, plain tomato sauce with some Italian seasoning dumped in works just fine. Pesto is also another great option if you want to mix it up. • Buy pre-shredded mozzarella or a pizza cheese blend. Two simple reasons for this: shredding lots of cheese by hand is not fun, and the expiration date for pre-shredded

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cheese is often months from purchase date. • Invest in a small pizza stone. This was a game changer in our small Force10 oven. It helps massively with heat distribution since the heat sources in the oven are just a broiler and a small burner in the center on the bottom. We leave it in all the time, no need to take it out when you are cooking other things. • Get it HOT HOT HOT. Preheat the heck out of the oven. Turn the broiler and the regular baking burner on full blast for 20 mins or so to get things good and toasty. An extra hot stone will help get a crispy bottom on your pizza. Make sure to turn the broiler off right after putting your pizza in the oven to avoid scorching the top. • Parchment paper is your friend. An absolute must in my opinion. You form and bake the pizza on the paper which saves you from making a big floury mess and also gives you something to grab to pull the pizza out of the oven. • Practice your technique for sliding the pizza into the oven before actually attempting it in the oven. Since space is limited on a boat, we don’t have a pizza peel (the big paddle thing that pizza-makers use), which makes putting the pizza in and taking it out of the oven a bit more challenging. I use a wooden cutting board as my pizza peel, which works reasonably well.

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the lack of ideal proofing temperatures, our lack of experience with sourdough, and the fact that we were baking in a boat oven that didn’t have ideal heat distribution. The latter resulted in nearly every loaf of bread being slightly burnt on the bottom and not quite as golden brown as we would like on top. But we were finally baking our own sailor’s sourdough! We made our way back down Johnstone Strait with much improved log-dodging skills and tucked into, once again, gloriously empty anchorages in Desolation Sound. We met up with a friend of ours in Teakerne Arm on West Redonda Island and rafted our boats in front of the waterfall, which was raging from recent rain. We caught and cooked shrimp and enjoyed sharing our sourdough bread with our friend and even passed along Nancy’s sourdough starter to him, as we no longer needed it. Within a few days of leaving our friend and Desolation Sound, we had tucked Velella safely into her new berth in Point Roberts Marina. We moved into our apartment in Vancouver and our sourdough starter came with us. By this time, we had given her a name (Audrey II after the carnivorous plant in Little Shop of Horrors that was constantly begging “Feed me, Seymour!”) and I had gotten well into the swing of my sourdough routine.

Velella and the sourdough starter feel most at home exploring the Inside Passage.

Baking bread every week or two fit easily into my land life, more seamlessly than I expected before beginning this endeavor. Being back on shore certainly made aspects of sourdough baking easier, but Audrey II’s heart will always belong somewhere between the Broughton Islands and Desolation Sound.

Lauren Upham and her husband Ches now call Vancouver, BC, home. They cruise frequently on their J/40 Velella — mostly just short jaunts to the San Juan or Gulf Islands — and eat well when they do.

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BLAKELY ROCK BENEFIT RACE • 2022 •

FICKLE BREEZE ROULETTE The annual Blakely Rock Benefit Race hosted by Sloop Tavern Yacht Club (STYC) is a favorite spring event for many sailors. Besides honoring the memory and legacy of longtime STYC member, past commodore, and club historian, Carol Pearl, the race is also a fundraiser for a designated non-profit — this year the Center for Wooden Boats. The early April race day brought a mix of forecasts calling for anything from 4 to 22 knots, many of them predicting wind coming out of the east. As Seattle’s best-known PRO, Charley Rathkopf, says, “Never trust an easterly!” Aboard Farr 395, Time Warp, we honestly did not know what to expect, and we were not disappointed! The wind was out of the southeast at the starting area in Shilshole Bay, and we could see that starboard tack at the pin end of the start was favored. Unfortunately, everyone else in our class saw the same thing, and there was a cluster at the pin. Our friend and STYC Commodore, Mike Danger, was leading the race committee for the day aboard Octopus Time; he called us and two thirds of our class over early. No worries. The wind was so squirrely in the bay that the OCS penalty was quickly exonerated. Time Warp was back in the race after only about 15 minutes. A lot of boats tacked on to port after the start and got washed out by the strong ebb. We chose to stay inside along the marina breakwater, tacking up under Magnolia toward West Point, and it paid big dividends. At West Point, most of the boats turned left and dug into 48º NORTH

Elliott Bay. That included Dan Randolph’s Farr 30 Nefarious, who is always a tough contender, especially in light breeze. We extended a few boat lengths beyond and tacked to starboard. A slight lift gave us a momentary advantage that was quickly erased as Nefarious rotated forward in our lee. Grrrrr. Before the race, we had checked in with Charles Hill from Different Drummer who suggested that we should get west as soon as practical. (Different Drummer was on the hard and could not make the race.) As wind started to fill in off Bainbridge Island, we split from Nefarious, Cathy VanAntwerp’s J/111 Valkyrie, Jonathan Cruse’s Aerodyne 43 Freja, and the new kid on the block — Tad Fairbank’s hard-chined, FB35 Manifest. We headed west, and prayed it was the right call as we left our class behind. We were buoyed by the company we were keeping, including Alex Simanis on Pell Mell and Christine Nelson and Paul Grove on Slick. Like most STYC races, Blakely Rock employs a chase start; so the non-flying sails class starts first, then the flying sails boats go in class order from slowest to fastest. The wind held all the way south to the rock, and we were pleased to be making progress on the entire fleet. We had visions of rounding first in class and third overall behind a couple of non-flying sails starters who had launched themselves well ahead of the fleet — our sistership Jim Marta’s Eye Candy, and Tim Huse’s J/35 Those Guys. Things were looking good, until…. A 25-degree shift to the east brought our entire class on a close reach into the starboard rounding of the rock. We tacked

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Boats from several classes — including Pt. Bonita 27, Pell Mell; Aerodyne 43, Freya; and Evelyn 32, Ratfish — hoist after rounding Blakely Rock.

behind Nefarious and Valkyrie and ahead of Shawn Dougherty’s J/125 Hamachi and Manifest. At least we were still in touch. We were ready for a zippy run with the southeasterly and an ebb tide. What was not to like? We hoisted the A2 and had it strapped in hard as we pointed the bow at West Point. The wind built to a comfortable 11 knots, but with our huge “Big Lips” kite, it was anything but comfortable aboard. We stacked the aft rail and prayed with one hand on the vang. No sooner had we gotten settled than that fickle wind started playing roulette with the fleet. Some boats were peeling to jibs as they saw a wind line bearing down on us from the north. Others, like Valkyrie and Manifest, held their kites longer, but eventually succumbed to the 180 degree wind shift. On Time Warp we had already doused our kite due to a

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malfunction with the spinnaker sheet, so it was an easy decision to keep going under jib while we sorted out the sheet issue. The new breeze filled quickly to a brisk 13 to 16 knots. As we drove north, and as the front passed, the wind subsided to a pleasant 10 knots under sunny skies. Northwest sailing at its best. We made the long haul up to the Meadow Point buoy, and turned the corner for the short kite ride into the finish. That last threequarters of a mile gave us some of the best sailing of the day! Big thanks go out to the many volunteers of STYC who follow in Carol Pearl’s footsteps, investing time and energy so the 61 starters could have a marvelous day racing for a good cause on Puget Sound.

By Peter Nelson Photos courtesy of Harvey Sherman

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THE REWARDING RETURN OF

SOUTHERN STRAITS

• RAC E RE PORT • After a two-year hiatus, one of the Salish Sea’s classic overnight distance races, Southern Straits, was back in action for 2022. Even better, travel requirements eased between the U.S. and Canada, and that meant a fleet of American boats could make their way to West Vancouver Yacht Club for some competitive racing over Easter weekend. The forecast for race day didn’t look too inviting with rain, maybe snow, hours of no breeze, and cold temperatures. Ah, never trust a forecast! Yes, it rained a little, but it was also blowing 20 knots from astern at the same time, so we hardly noticed. There was a wind hole, but it was sunny, and didn’t last that long. Then, the forecast totally missed the big full moon and clear skies that made the night sailing just magical. Okay, there was snow just a few hundred feet up the mountains on both sides of the race course, but come on, how beautiful was that? For many boats aspiring to a Hawaii race this summer 48º NORTH

(Vic-Maui, Pacific Cup), Southern Straits is used as a distance qualifier and a crew/equipment/watch test for a longer race. Its reputation is worthy of the hardy Canadians who created the race more than 50 years ago, and there have been years where the breeze was nearly hurricane force (but without the tropical temperatures!). It’s always a race to watch and respect. Onboard Raku, our J/111, Chris and I had decided to tackle the 98 mile medium course doublehanded. We had considered racing the 145 mile long course with two of our J/111 sister ships, but the traditionally bigger fleet on the medium course appealed more to our competitive side. Aided by a 2 knot push across the start line, it was a quick exit from English Bay with most boats starting out with kites. Many boats ended up switching to genoas to hold the course under Bowen Island. We made the unpleasant call to do a bareheaded change from our big A2 to a much smaller A3. We still barely

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held on — passing Bowen Island, we wondered if we should be more worried about water under the keel or our rig in the trees! We were much closer to the hard stuff than we would have preferred; but on the bright side, we have been working on dousing upwind without bearing off, and we’ve spent a lot of time recently working on keeping the boat on the edge when reaching. Once past Bowen Island, we were able to ease sheets just as the breeze picked up to over 20 knots. Boats with kites still up were fully launched across the Strait of Georgia towards the first mark of the course at Sisters Islets, 50 nautical miles away to the northwest. Making fast tracks west turned out to pay big dividends as the wind proceeded to die off from the east. Only a few of the medium course boats stayed in the breeze, while most of the fleet had a midday timeout. We rounded the Sisters at a very civil 5 p.m. about 2 miles ahead of Jack Rabbit (CM1200) and began the beat back home in 5 to 7 knots. The breeze was a bit concerning, as we looked to be sailing into a parking lot near the Ballenas Islands. Then, the promised northwesterly arrived 5 hours early just as we reached the edge of the hole. We got the kites back up quickly right around sunset, Jack Rabbit and Raku were only a boat-length apart making good progress on a very flat sea with a full moon shining through the kites. We spent about 30 minutes together before a little more breeze allowed us to sail slightly lower and achieve some separation to enjoy a rather pleasant night sail back across the Strait. Let it be known the finish of Southern Straits at the Point

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Atkinson lighthouse is notoriously fickle (and likely cursed). First, you have to sail under Bowen Island, and then cross Howe Sound. Both places can offer up unpredictable wind holes. We succeeded in finding our wind hole under Bowen along with Jack Rabbit. Four miles from the finish, we lost steerage and were pointed 180 degrees from the finish line when the breeze filled back in. Jack Rabbit headed off to the southeast and Raku, once we turned around, headed off to the northeast. And then, a minute later, it was blowing 20 knots in Howe Sound! As we bore off to the south and scrambled to furl our Code 0, Jack Rabbit aimed right at the finish line. By the time we’d sorted ourselves out and started to beat towards the finish line, we could see Jack Rabbit right by the lighthouse. Had they already finished and were they just waiting to see the time delta to us? Our race hopes took a nosedive as we were now only going 2 knots with the wind coming directly from the finish. As we approached the finish in the dark, getting closer to Jack Rabbit, we could finally see they still had their genoa up, and they were pointed towards the finish. Hope was restored! Sure enough, the VHF confirmed Jack Rabbit’s finish, and then we ghosted across the line just a few minutes later at a surprisingly early 3:30 a.m. This finish drama seemed to repeat ad nauseum for many, many boats later in the race, too — it seems to be a hallmark of the race. Lucky for us, it was a happy ending, as we corrected first overall on the medium course.

By Justin and Christina Wolfe Photo by Teresa Dobson

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SCATCHET HEAD OR BUST! CYC CENTER SOUND SERIES #3 • RACE R EP O R T •

This wasn’t your grandparents’ Center Sound Series, and it turned out great! Traditionally, the hosts from Corinthian Yacht Club of Seattle send the fleet to Scatchet Head for the second race, while the third goes south to Three Tree Point. This year, the course decisions for the second and third races were left in the capable hands of the race committee. The capstone event gave us a sunny run north to Scatchet, with a little twist on the return — a gate near Richmond Beach that could serve as a shortened course finish line. Now, why would PRO Charley Rathkopf and his crew do something like that? Perhaps it was that the saltiest, savviest weather predictors in the regional sailing community were suspiciously tight-lipped leading up to the race. Even on race morning, my pal and TP52 navigator, Spencer Kunath, was his typical talkative self about everything but the weather (his favorite subject to research, interpret, and discuss). There was probably going to be a convergence, and a light southerly, or maybe a northerly, with a bit of east then a bit of westerly component… there was little-to-no pressure gradient. We were ready for the slow version of white-knuckle sailing, where you’re begging the boat to break the 0.00 speed barrier. But making it three-for-three for the series, the breeze and conditions delivered well above forecast. Have the foreguessers decided to try an under-promise over-deliver approach in 2022? Hey, I’ll take it. 48º NORTH

As with the other races in the series, the cruising class started first on a different course, and then the racing classes headed toward Scatchet in chase fashion from a start line north of Meadow Point. The first fleets got off without a clear side to choose, but by the middle classes, the center of the Sound was looking better both for breeze and its solidly pumping ebb. Since it was a downwind start in the southerly breeze, most boats were still electing to approach and hoist on starboard even though the move was to get onto port before your competition. While the middle of the Sound beat the east shore, you didn’t stay on port jibe long because there was a lot of east in that southerly. It made for a reachy run, with most boats sailing at good speed near the rhumb line. A number of boats experimented with a far west play as the fleet made their way farther north. The west shore appeared to pay slightly for those willing to roll the dice all the way out there, but the gains weren’t enormous. Contradicting the skeptical foreguesses (or doing what they thought but wouldn’t promise), the southerly held solidly around 10 to 12 knots for most of the run. Boats that use spinnaker staysails had them unfurled for the whole leg. The limited number of required jibes accordingly limited a boat’s ability to split from her competitors. Soon, it came time to pull the kites down, round the big green gong buoy, and make for home. The conditions were right on the edge and it wasn’t M AY 2 0 2 2

Class 8, including overall winner, J/122 Grace (white/green spinnaker) battles for position and clear air at the downwind start.

an obvious call between the big #1 jibs or the more versatile #2s. Throughout most of the beat home, #1 was the call, and some boats that started with #2s peeled to the more powerful sails along the way. As is so frequently the case, the fastest course back to Seattle from Scatchet Head brought sailors on a long port tack west to the shore south of Point No Point. Over there, an array of delights may be available to you — a helpful westerly shift, the first rivers of the flooding current, a bit more pressure. Indeed, this fine day for sailing showed the merits of the peninsula shore once again, with benefits increasing the gutsier you were willing to be sailing close to shore before bailing. Only a bit of short-tacking brought boats far enough south to start thinking about the jump across to Richmond Beach. Without the gate, you still have to pick your crossing wisely to get back to Shilshole, but the gate forced the decision earlier than most of the tacticians were familiar with. On the west-to-east cross, the breeze lightened significantly and backed with an ever more prevalent easterly component as it dwindled. It appeared to be fizzling and we were pretty sure that the shortened course option would be chosen. But in the last few hundred yards, wouldn’t you know it, the breeze built and swung back south. We had to crack off to make the gate, and by the time we were through it, we were rocked up and hoping the #1 jib would hold together for this final stretch in breeze above that sail’s paygrade. We saw gusts in the high teens while we beat from Richmond Beach to the finish near Meadow Point. It’s hard to imagine anyone didn’t have a better day than they thought they would when walking down the dock that morning. The more-consistent-than-expected, not-quite-square 48º NORTH

breeze made the miles fly by and helped all boats (save two retirements) finish the full 23.5 mile course in plenty of time to raise a frosty beverage to another great Center Sound Series in the warm afternoon sun. Great performances on this day contributed to series wins across the fleet. Of the boats who took class honors for the entire series, 9 out of 10 of them finished either first or second in their classes on the trip to Scatchet Head. Particular congratulations go to Andy Mack’s J/122 Grace, who won the series overall, incredibly taking first overall in both the Blakely Rock Race and Center Sound Series #3. Regardless of finishing position, the series gets a big thumbs up, as always. The 2022 Puget Sound racing season is off and running in fine form! By Joe Cline, Photos by Jan Anderson

The competitive J/105 fleet cruises north toward Scatchet Head.

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Photo by Verena Kellner

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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 Rogers • lassto22@comcast.net. $109,000

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WESTSAIL 32 New engine, tanks, sails, head, roller furling. Many extras. Motivated seller has reduced price to $ 35,000. » Contact Dan Thoreson • Danthoreson@gmail.com (206) 290-9660. $35,000

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CATALINA 42 1993 CATALINA 42 MKI - CRUISE READY! In really good shape, very clean, well-kept and maintained and has the very comfortable 2 cabin pullman owner's cabin layout. Under 4000 Hours on Yanmar Diesel. Hydronic Diesel & Propane Heat Cabin Heat. Chart plotter, Radar, and Autopilot at Helm. Custom Hard Dodger & Full Cockpit Enclosure. Bellingham WA. » Contact islandsailor46@gmail.com, (360) 820-1863. $94,900

PASSPORT 40 1983 Lands End will take you anywhere you want to go and look great at the dock or in secluded anchorages. This Passport 40 is world capable and can be sailed single handed. Sleeps 6. Cutter rigged, large sail and equipment inventory. Beautiful teak interior. Orcas Island, WA. $125,000 owner direct sale. Svlandsend@yahoo.com for full specs. » Contact Tom Owens • (360) 632-8896 svlandsend@yahoo.com. $125,000

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YAMAHA 37 The largest of the Yamaha line. Built in 1984 and lightly used for the last 20 years. Features tiller steering, electric refrigeration, dual depth readouts in the cockpit, two spinnakers and a racing headsail in addition to the usual sails. Includes a dinghy and accessories. 800 hours on the engine. Technical details are at yamahasailboats. org. » Contact Bob Knosp (206) 714-4404. $45,000

WETA 4.4 TRIMARAN 2010 WETA 14'5" trimaran good condition one owner since 2016. Beam 11'6", folded 5'7". Hull fiberglass with foam core, weight main hull 132lb. Fiberglass floats with carbon beam frame, weight 40lb. Carbon mast, rudder and centerboard. Boat comes with custom beach trolley and road trailer.Boat & trolley $3,000 Road trailer $500. » Contact Kevin Riley • kriley5548@ gmail.com, (206) 375-1361. $3,500

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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/speed/ depth/autopilot/hydrovane, D400 wind, H2O maker, sails, rigging. » Contact JC • happycampersailing @protonmail.com, (971) 344-7785. $85,000

FARRIER 9 A 2005 Farrier 9A Strip planked Cedar, built in Canada. Well Maintained, stored under cover. The main and jib are new July 2021-Dimension Polyant GPL with Lite Skin. Older screecher, spinnaker and full batten jib. 8 HP Honda OB. 15 gal water tank. Single burner dual fuel stove. Garmen EcoMAP plotter, Standard Horizon VHF Road Runner Trailer. » Contact Norton Smith (541) 660-4927 • nlsmith17@gmail.com. $65,000

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48' WORLD CRUISING CUSTOM STEEL PILOTHOUSE Lived on this boat for 10 years and cruised the world. Spent years in Alaska and years in Chile. A wonderful home with huge amounts of diesel (550gals), refrig/freezer, 50Gal/Hr water maker, 5 heating systems including circulated hot water from a diesel boiler. Air conditioning. Washing machine. Dive compressor for those tropical lagoons. Are you serious about cruising? Then check out Raynad. » Contact John Totten • sailraynad@yahoo.com. $399,000

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MARINE EQUIPMENT INGRID 38 SAILS Brand new Ingrid 38 Main ($1200) & Mizzen ($700) for sale for cost of materials. Text or call (206) 604-5310 for details.» Contact Joe Nagy • joe@joenagylaw.com, (206) 604-5310. $1,200

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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 • marydwood@gmail.com, (360) 628-6949. $35,000

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25 HP BETA DIESEL MOTOR/SAILDRIVE Must sell, never used, upgrade on alternator and panel. » Contact John Simms • (406) 465-2366 truenorthsailing@gmail.com. $7,000

1964 Custom Olson Pilothouse Built in California, 64' x 23'5" x 7', Douglas Fir planks, Oak frames, FRP superstructure, 342 Cat main, 311 Cat auxiliary, 8kW & 15kW generators, Naiad stabilizers, bow and stern thrusters, 24-mile radar, AP, E120 GPS, watermaker, 11’ Avon, 25hp OB, 2500W inverter, three staterooms, galley on main deck, asking $299,900. 2500 gal fuel cap. Immaculate inside and out. LA CONNER YACHT SALES 100 photos at www.laconneryachtsales.com Call 800-232-8879.

1943 US NAVE BUNAV MK II SEXTANT Purchased from a neighbor, the widow of a WWII Merchant Marine Capt. In excellent condition, includes original wood case. Has a more modern replacement scope. Collimation certificates from US Naval Observatory dated Sept. 2, 1944 and another performed when in Japan in 1966. Located in Gig Harbor. » Contact Norm Nyhuis• nyhuis@ centurytel.net. $450

PARTNERSHIPS WHO WANTS A CO-OWNER PARTNER? Well-qualified out-of-state sailor looking for fractional co-ownership of cruising sailboat for limited use in PNW. » Contact Mark Herlinger • westernmediaproducts@ gmail.com, (303) 455-4177.

SWITLIK 6-MAN LIFERAFT Switlik CLR-6 MK-II Life Raft, $300 As-Is. USCG approved, manufactured in 2004, valise, never deployed, $4,500 new. Internal sleeve buoyancy tube, twin canopy support arch tubes, rigid boarding step with boarding ladder, twin gull-wing doors, four large volume ballast pockets, independent inflatable floor. » Contact Gail Lapetina• gml4sail@gmail.com. $300

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43’ HANS CHRISTIAN 43 ’80...... $150,000 “JOSEPHINE” A safe and stable boat that is comfortable and easy to sail. Go around the bay or around the world.

Helmsman t r a w l e r s

WLB Brokerage boatshedseattle . boatshedtacoma boatshedeverett . boatshedporttownsend

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

1984 HATTERAS 61 COCKPIT MOTORYACHT

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

1976 REDUCED BENSON 52 FANTAIL

CREATE. CRAFT. LEARN. Boatbuilding & woodworking classes for all skill levels at the Northwest Maritime Center.

Learn more at nwmaritime.org

1987 BAYLINER 4550 PILOTHOUSE

1990 SEASPORT 2700 PILOT

SEATTLE - 206 282 0110 | PORT TOWNSEND - 425 246 5101

48º NORTH

431 Water Street, Port Townsend, WA 360.385.3628 | info@nwmaritime.org M AY 2 0 2 2

715 Bay Street Port Orchard, WA 98366 360-480-9861 www.orcayachtsales.com jimyachts@gmail.com

Life is just better with a boat!

NEW BAVARIA 38 & 42 ON ORDER MAKE 2022 YOUR BEST YEAR EVER...ON A BOAT!

ONDER OR

NEW 2022 BAVARIA C42

NEW 2022 BAVARIA C38

NEW 2022 BAVARIA SR 41

NEW 2022 BAVARIA C50 CA

NEW 2022 BAVARIA R40

1965 Pacemaker 53 - $115K 48º NORTH

NEW 2022 BAVARIA C45

1954 Chris Craft 39- $99K 51

1980 Kha Shing 49 - $149K M AY 2 0 2 2

J O I N U S AT T H E A N AC O R T E S B OAT S H O W M AY 1 9 - 2 1

WIN N ER

[SHADOW 900 XC]

BRABUS SHADOW 900

[ENDURANCE 60]

[68’ FLYBRIDGE]

[ ENDURANCE 60 ] [PEARL 62]

Seattle | 2288 W. Commodore Way, Suite 110, @ Salmon Bay Marine Ctr. 206 949 2270 San Diego | 2330 Shelter Island Dr. Suite 105, 619 222 9899 Flagship Office NEW LOCATION | Newport Beach | 3101 West Coast Highway, Suite 130, 949 524 3143 Sausalito | 298 Harbor Drive @ Clipper Yacht Harbor, 415 887 9347 Kailua-Kona | 73-4539 Iki Place Kailua Kona, HI 96740, 808 989 8305

2021 Pardo 38 Island Snow $744,900 48º NORTH

2018 Axopar 37 Cabin, with Aft-Cabin $308,735

1997 J/Boats J160 Libra $477,000

bespoke brokerage & yacht sales

2020 Sirena 64 $2,979,000

M AY 2 0 2 2

quality yachts from swiftsureyachts.com Megalikai The Jeanneau 45 DS represents 2011 Jeanneau 45 DS the best in deck salon design $250,000 – voluminous inside and sleek

outside. Exquisitely styled, Megalikai offers the on-deck features today’s cruiser looks for. It has an extremely spacious cockpit, a generous swim platform and ample, accessible storage. A large RIB, outboard and davits will enable the crew to get to shore quickly after anchoring. Electric primary and cabin top winches ease sail handling while in-mast and headsail furling keep the crew in the cockpit when the wind pipes up. The bow thruster makes coming into a slip or anchorage safe and simple. Below deck, Megalikai’s deck salon comes into its own. The large windows of the deck salon provide a feel of light and space. Combined with modern materials and a functional layout, the two cabin, two head interior is both usable and stylish. Megalikai has been lightly used, shows well and is ready for its next owner’s immediate cruising plans. – ku rt h oe h n e

Passport 42 • 1980 • $150,000

Pacific Seacraft 40 • 1998 • $279,000

Outremer 49 • 2011 • $777,000

Island Packet 350 • 2001 • $140,000

Hunter 41 DS • 2007 • $159,000

Cal 2-46 • 1976 • $175,000

price reduced

Brewer Cutter 35 • 2005 • $229,000 80 ChuckPaine/KellyArcher 2018 $2.6million 55 Amel 2018 $1.2 million 55 Tayana 1988 $325,000 50 Bestway 1986 $139,000 46 Swan 1978 $175,000 46 Ker 2006 $249,000 44 Hylas 1989 $93,000 42 Hinckley Sou’wester 1984 $229,000 42 Sabre 426 2003 $280,000 42 Passport 1981 $129,000

41 Sceptre 40 Ellis Custom 39 Beneteau 390 37 Pacific Seacraft 33 Beneteau First 10R 32 BHM Downeaster 32 Nordic Tug 32 Beneteau 323 30 Henderson

Frers 64 • 1978 • $275,000 1988 $195,000 1990 inquire 1989 $68,000 1998 149,000cad 2007 $89,000 1998 $85,000 1993 $139,500 1993 $75,000 1997 $32,900

Nordic Tug 34 • 2021 • $495,000

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

SwiftsureYachts

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

NEW SAILING YACHTS FOR WORLD CRUISING 48º NORTH

M AY 2 0 2 2

LIVE THE ADVENTURE

SEA BEYOND

WASHINGTON • CALIFORNIA • FLORIDA • MARYL AND • CANADA • PHILIPPINES IN STOCK

2022 Hanse 458 San Diego, WA

IN BUILD

2023 Tartan 455 Anacortes, WA

2023 Hanse 418 Seattle, WA

IN BUILD

2023 Hanse 388 Anacortes, WA

IN BUILD

2023 Tartan 365 Anacortes, WA

IN BUILD

2023 Tartan 395 Seattle, WA

SELL YOUR BOAT! LIST WITH US! Seattle Yachts

410.397.7323

844.692. 2487 SEAT TLEYACHTS.COM

48º NORTH

M AY 2 0 2 2

Successfully serving clients for 30 years.

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Fountaine Pajot Astréa 42

Beneteau Beneteau Oceanis Oceanis 34.1 40.1

Beneteau Oceanis 38.1 Sp Two r in A r g / S riv um in g me r

Beneteau Oceanis 34.1

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WWW.SIGNATURE-YACHTS.COM

Beneteau Oceanis 46.1

Beneteau Oceanis 51.1

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Pre-owned Boats

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47' Beneteau 473 '02 ....................... $194,900 44' Gozzard '01 .............................. $294,900 42' Ponderosa 42 Trawler '84 ............... $89,000 41' Beneteau 41.1 '19 ...................... $304,950

38' Sabre 38 MK II '90 ....................... $99,900 36' Beneteau 36 CC '98 ...................... $79,950 34' Swift Trawler '14 ....................... $299,900 33' Hunter 33 '05.............................. $72,500

What's Happening

WE’RE HIRING! If you are a sales professional wth a passion for boating, give us a call.

48º

51' Beneteau Oceanis 51.1 '22 ....... Arriving Sold 49' Hunter '09 ...........................Sale Pending 46' Grand Soleil 46.3 '98 ..............Sale Pending 45' Beneteau Oceanis 45 '17..........Sale Pending 41' Hunter 41 DS '09 ...................Sale Pending 40' Mainship Trawler 400 '05 .........Sale Pending 40' Beneteau Oceanis 40.1 '22 .... 2-Arriving Sold

40' Beneteau Oceanis 40.1 '22 .......Sale Pending 38" Hunter 38 '09........................Sale Pending 38' Beneteau Oceanis 38.1 '22 .... 2-Arriving Sold 37' Beneteau 37 '14 ....................Sale Pending 34' Beneteau Oceanis 34.1 '22 .......Sale Pending 33' Hunter 33.5 '93 .....................Sale Pending 30' Beneteau Oceanis 30.1 '22 ....... Arriving Sold

30' Beneteau Oceanis 30.1 '22 .... Arriving Winter 30' Beneteau Oceanis 30.1 '22 .......Sale Pending 27' Beneteau First 27 '22 ..............Sale Pending 24' Seascape 24 '17 ....................Sale Pending 19' Chris Craft Racing Runabout '50 ........ inquire 18' Beneteau First 18 '21 ..............Sale Pending

Boats are Selling FAST! QUALITY LISTINGS WANTED!

2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Open Monday - Saturday 10:00am55- 5:00pm • Sunday by appointment NORTH M AY 2 0 2 2

MARINE SERVICENTER Seattle San Diego Bellingham Yacht Sales since 1977

206.323.2405 619.733.0559 360.770.0180 info@marinesc.com • www.marinesc.com

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

Arrives June

Limited Edition

2023 Jeanneau SO 380 #77291: $338,955 • SAVE $28,070

2023 Jeanneau 349 Limited Ed. #76463: $234,882 • SAVE $24,473

Arrives December

Arrives June

2023 Jeanneau SO 490 #77491: $649,873 • SAVE $20,867

2023 Jeanneau SO 410 #76461: $398,813 • SAVE $37,217

Lagoon 42 - Ready May ‘23

Arrives June

Lagoon Models: 40 • 46 • 51 • 52 • 55 • 65 • 77• 67MY • 78MY Arrives October

2023 Jeanneau SO 440 #76252: $499,870 • SAVE $42,410

Ready Spring 2023

2023 Jeanneau Yacht 51- 6 SOLD! #76709: $798,790 • SAVE $90,374

Ready Spring 2023

2023 Jeanneau Yacht 60 - 1 SOLD! • Inquire Scow Bow Hull & Walk Around Decks!

Ready Spring 2023

Ready Fall 2024

Ready Fall 2022

2024 Lagoon 40 • Inquire

2023 Lagoon 46 • Inquire

2023 Jeanneau Yacht 65 • Inquire Hard Top & Walk Around Decks!

2023 Jeanneau Sun Fast 3300 • Single/Dbl Hand Race 50' 47' 42' 40' 37'

2018 Jeanneau Yacht 58 • $849,500

New Listing

2015 Jeanneau SO 469 • $398,500

1980 Alden Sky '51 • $135,000

Reduced

1986 C&C 38 • $39,900

CT 41 ‘78 ................................. Sale Pending Vagabond Ketch 47 ‘83 .......... Sale Pending SK Pilothouse 42 ‘06 ................ Sale Pending Caliber 40 LRC ‘06 .................. Sale Pending Hunter Legend 37 ‘89 ............. Sale Pending

2006 Beneteau 51 • $199,500

New Listing

2019 Jeanneau Sun Fast 3600 • $239,000

Dan Krier

Tim Jorgeson

Jeff Carson

Greg Farah

Curt Bagley

Jon Knowles

May 2022 - 48° North

Articles inside

Beacon Background: Alki Point Lighthouse

A Sailor’s Sourdough

Southern Straits Race

My Boat: Blanchard Standardized Cruiser, Faun

Homeward Bound, Part 1: Turkey to Singapore

Three Sheets Northwest

Which Anchor to Choose?