Latitude 38 March 2024

Three Bridge Fiasco

Manifestly Unsafe Voyage

Next Stop Barcelona

Morpheus to Bermuda

Max Ebb: A Pox on Their Houses

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38’ S WAN 38, 1974 $125,000

Bill Adams (415) 425-5099

Thoughtfully designed and beautifully finished inside and out, the Aqua Lodge features fiberglass pontoons, a wood-beamed lofted ceiling, a fully appointed galley, and a full bath with residential-sized fixtures. The main salon is open and bright, while the master stateroom features a panoramic water view and a private deck. With the cost of building on the waterfront ever increasing, the Aqua Lodge is an affordable alternative. We currently have three (3) identical Floating Cottages available at $115,000. each. These are new houseboats that have never been used. With the acquisition of all three one could start a unique Air B&B type business in a nice location.

NOTE: There is no propulsion included. An outboard engine could be installed on the bracket but, these boats are not equipped with any propulsion. They would need to be towed or trucked to their destination.

Emery

67’

38’

55’

64’

45’

34’

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48’

40’

40’

Emery Cove (510) 601-5010

36’

Emery Cove (510) 601-5010

40’

36’

San Rafael (415) 453-4770

Thoughtfully designed and beautifully finished inside and out, the Aqua Lodge

fiberglass pontoons, a wood-beamed lofted ceiling, a fully appointed galley, and a full bath with residential-sized fixtures. The main salon is open and bright, while the master stateroom features a panoramic water view and a private deck. With the cost of building on the waterfront ever increasing, the Aqua Lodge is an affordable alternative. We currently have three (3) identical Floating Cottages available at $115,000. each. These are new houseboats that have never been used. With the acquisition of all three one could start a unique Air B&B type business in a nice location.

31’

NOTE: There is no propulsion included. An outboard engine could be installed on the bracket but, these boats are not equipped with any propulsion. They would need to be towed or trucked to their destination.

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CALENDAR

Non-Race

Mar. 1-3 — Youth Clinic. San Diego YC, www.sdyc.org

Mar. 2 — Sail a Small Boat Day. Try out a variety of dinghies and small craft. Free sailing, free hot dog lunch. RYC, www.richmondyc.org

Mar. 2 — US Sailing Offshore Safety at Sea Seminar, Mission Bay Aquatic Center, San Diego. $300. Info, www. sailaweigh.org

Mar. 2 — Intro to Marine Wood Varnishing & Finishing, Spaulding Marine Center, Sausalito, 9 a.m.-3 p.m. Workshop with Patty Swenson. $120. Info, www.spauldingcenter.org.

Mar. 2 — Advanced Race Management Seminar, StFYC. Info, www.ussailing.org

Mar. 2 — Sea Chantey sing, Maritime Museum, San Francisco, 6-9 p.m. RSVP to Peter, peterkasin5@gmail.com

Mar. 2, 30 — NorCal Dockwalker Trainings, online, 10 a.m.-12:45 p.m. Info, http://tinyurl.com/5edu6tta.

Mar. 2-3 — International Offshore Safety at Sea with Hands-on Training, Mission Bay Aquatic Center, San Diego. $400. Info, www.sailaweigh.org

Mar. 2-30 — Small Boat Sailing, South Beach Harbor, San Francisco, 9:30 a.m.-4 p.m. Saturdays, weather permitting. Free, but sign up in advance. BAADS, www.baads.org/sailing

Mar. 3 — International Offshore Safety at Sea Hands-on Training only, Mission Bay Aquatic Center, San Diego. $350. Info, www.sailaweigh.org

picture

Mar. 3 — International Offshore Safety at Sea Refresher Course, Mission Bay Aquatic Center, San Diego. $350. Info, www.sailaweigh.org

Mar. 3-31 — Keelboat Sailing, South Beach Harbor, San Francisco, noon-5 p.m. Sundays, weather permitting. Free, but sign up in advance. BAADS, www.baads.org/sailing.

Mar. 6 — Racing Rules Refresher, Sequoia YC, Redwood City. Info, www.sequoiayc.org

Mar. 6-27 — Wednesday Yachting Luncheon, via YouTube, noon. StFYC, www.stfyc.com

Mar. 7 — Newport to Ensenada Race Seminar, Silver Gate YC, San Diego, 7 p.m. NOSA, www.nosa.org.

Mar. 8 — Racing Crew Party, Berkeley YC, 7-9 p.m. Free admission. BYC, www.berkeleyyc.org.

Mar. 9 — USCG Auxiliary CA Boater Safety Card Course, Oakland YC, Alameda, 9 a.m.-5 p.m. $45 includes materials and lunch. Register, vicecommodore@oaklandyachtclub.com or (510) 522-6868.

Mar. 9, 23 — Sunday Sailing on Santa Monica Bay, Burton Chace Park Clubhouse, Marina del Rey, 10 a.m.-4 p.m. $15. Info, www.marinasundaysailors.org

Mar. 9-10 — Advanced First Aid/CPR for Mariners, City of Port Townsend Cotton Building, WA, 9 a.m.-4:30 p.m. Handson learning. $435. Info, www.maritimemedicalguides.org

Mar. 10 — Second Sunday Work Party, Sausalito Community Boating Center, 9 a.m.-noon. Nick, (415) 992-1234 or www.sausalitoboatingcommunity.org

Mar. 10 — Spring forward for Daylight Saving Time, 2 a.m.

Mar. 12 — USCGA Boating Skills & Seamanship, via Zoom, six Tuesdays & Thursdays, 7-9 p.m. Option to meet in person Tuesdays, Loch Lomond YC, San Rafael. Qualifies for CA Boater Card. $85. Info, marinboatingclasses@yahoo.com

Mar. 12-13 — California Boating Congress, Hyatt Regency, Sacramento. Info, https://marina.swoogo.com/CBC2024

Mar. 14 — Corinthian Speaker Series, Tiburon, 7 p.m. Karl the Fog with Alicia Torregrosa. CYC, www.cyc.org/club/speaker.

Mar. 16 — SoCal Dockwalker Training, online, 10 a.m.12:45 p.m. Info, http://tinyurl.com/5edu6tta.

Mar. 16 — Herring Festival, Sausalito Center for the Arts,

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CALENDAR

www.sausalitoboatingcommunity.org

— Maritime Career Fair, NW Maritime Center, Port Townsend, WA, 10 a.m.-2 p.m. Info, www.nwmaritime.org.

— St. Patrick's Day.

— Vernal Equinox.

— Riveter Days, Rosie the Riveter NHP, Richhttps://rosietheriveter.org

— Club Judge Seminar, online. Info, www.

— Youth Clinic. Long Beach YC, www.lbyc.org

— SoCal Dockwalker Refresher Training, online, 10-11:30 a.m. Info, http://tinyurl.com/5edu6tta

— Full Worm Moon on a Moonday.

— Basic Keelboat Instructor course, Club Nautique, Alameda. Info, www.ussailing.org

— Spring Fling, Svendsen's Marine, Alameda. www.springflingboatshow.com

Racing

— South Bay Tour, Berger/Stein Series, Santa Monica Bay. DRYC, www.dryc.org.

— John Pitcher Regatta. CPYC, www.cpyc.com

— Bob Furney Race. MPYC, www.mpyc.org

Mar. 2, Apr. 6 — Mercury & Snipe NorCal Series on the www.encinal.org

— BAYS Winter #3. SFYC, www.sfyc.org

— Port of Los Angeles Harbor Cup/Cal Maritime Invitational Intercollegiate Regatta in San Pedro. LAYC, www. layc.org/LAYC-harbor-cup.

— J/105 & J/88 Invitational Regatta. SYC, www. sausalitoyachtclub.org

— Spring Shorteez Regatta. CPYC, www.cpyc.com.

— Long Distance #1. SSC, www.stocktonsc.org

Mar. 9, 23, Apr. 13 — Spring Series, Browns Marina, Folsom Lake. FLYC, www.flyc.org.

— Big Daddy Regatta. Buoy racing on Saturday, a pursuit race on Sunday. RYC, www.richmondyc.org.

— RS21 2v2 Team Race. SFYC, www.sfyc.org

— J/105 & J/88 Invitational Regatta. SYC, www.sausalitoyachtclub.org.

— Intercollegiate Regatta. StFYC, www.stfyc.com

— Single/Doublehanded Series. SeqYC, www. sequoiayc.org

Mar. 10 — PHRF Spring 1 & 2. MPYC, www.mpyc.org

Mar. 10 — Sunset Series begins. MPYC, www.mpyc.org.

Mar. 12 — First Tuesday Night Flight. SCYC, www.scyc.org

Mar. 13 — First Wednesday Night Race. SCYC, www.scyc.org

Mar. 13, 20, 27, Apr. 3, 10 — J/22 Spring Series. StFYC, www.stfyc.com

Mar. 15 — First Friday Night Race. BYC, www.berkeleyyc.org.

Mar. 16 — Round the Rocks for singlehanders and doublehanders. SSS, www.sfbaysss.org

Mar. 16 — Rosenblum Regatta. SFYC, www.sfyc.org.

Mar. 16, Apr. 6 — Spring Series. SSC, www.stocktonsc.org

Mar. 16-17 — California Dreamin'. StFYC, www.stfyc.com

Mar. 16-17 — Bill Bennett Cup. SDYC, www.sdyc.org.

Mar. 16-17 — Beneteau 36.7 West Coast Championship. SDYC, www.sdyc.org.

Mar. 17 — Año Nuevo Race & One Design Spring 1 & 2. MPYC, www.mpyc.org

Mar. 20 — Weekly Sunset Series begins. SeqYC, www. sequoiayc.org

Mar. 21-24 — Olympic Development Program Midwinters West, Long Beach. ABYC, www.abyc.org.

Mar. 23 — Jaws Race. SYC, www.sausalitoyachtclub.org

MARCH 23rd & 24th

ALAMEDA, CA

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CALENDAR

Mar. 23 — DH Long Distance. SSC, www.stocktonsc.org.

Mar. 23 — Londerville Cup. HMBYC, www.hmbyc.org

Mar. 23, Apr. 6 — Spring Series. CYC, www.cyc.org.

Mar. 24 — Sadie Hawkins Women Skippers Race. IYC, www.iyc.org

Mar. 24 — Club Series #1. CYC, www.cyc.org.

Mar. 26 — Doublehanded Buoy Fiasco. SCYC, www.scyc.org

Mar. 30 — Anne McCormack Cup. SFYC, www.sfyc.org

Mar. 30 — Rites of Spring. OYC, www.oaklandyachtclub.net.

Apr. 5-7 — Etchells Midwinters West. SDYC, www.sdyc.org

Apr. 6 — El Toro Bullship Race, Sausalito to San Francisco. RYC, www.richmondyc.org

Apr. 6 — Don Wan Regatta. TYC, www.tyc.org

Apr. 6 — Spring Regatta. SeqYC, www.sequoiayc.org.

Apr. 6 — North Bay Series #1. VYC, www.vyc.org

Apr. 6 — Trans-Folsom Regatta. FLYC, www.flyc.org

Apr. 6 — Andy Byrd Race. CPYC, www.cpyc.com.

Apr. 6-7 — Spring Fest/Stone Cup. StFYC, www.stfyc.com

Apr. 6-7 — Wheeler Regatta. BYC, www.berkeleyyc.org.

Apr. 6-7 — Opti Harken #2 (youth). SFYC, www.sfyc.org

Apr. 6-7 — California Dreamin'. LBYC, www.lbyc.org

Remaining Midwinter Series

BENICIA YC — Frostbite Series: 3/9. Steve, beniciayachtclubracing@gmail.com.

BERKELEY YC — Chowder Races: every Sunday through March 10. Info, www.berkeleyyc.org.

CAL SAILING CLUB — Year-round Sunday morning dinghy races, intraclub only. Info, www.cal-sailing.org

COYOTE POINT YC — Winter Races: 3/10, 3/24. Info, www.cpyc.com

GOLDEN GATE YC — Seaweed Soup Regatta: 3/2. Info, www.ggyc.org or www.jibeset.net

ISLAND YC — Island Days: 3/10. Info, www.iyc.org

KONOCTI BAY SC — OSIRs (Old Salts in Retirement) every Wednesday, year round. Info, www.kbsail.org

LAKE MERRITT SC — Robinson Memorial Midwinters: 3/10. Denis, (707) 338-6955.

OAKLAND YC — Sunday Brunch Series: 3/3, 3/17, 4/7. Info, www.oaklandyachtclub.net.

RICHMOND YC — Small Boat Midwinters: 3/3. Info, www. richmondyc.org

SANTA CRUZ YC — Midwinter Series: 3/16; Champion of Champions: 3/30. Info, www.scyc.org

SAUSALITO YC — Chili Midwinters: 3/3. Info, www.sausalitoyachtclub.org.

SEQUOIA YC — Winter Series: 3/2. Redwood Cup: 3/16. Info, www.sequoiayc.org or www.jibeset.net.

SOUTH BEACH YC — Midwinters: 3/16. Info, www.southbeachyachtclub.org

TIBURON YC — Bob & Esther Mott Midwinters: 3/10. Info, www.tyc.org or www.jibeset.net.

VALLEJO YC — Tiny Robbins Midwinters: 3/2. Info, www. vyc.org or www.jibeset.net.

In the Tropics

Mar. 2-6 — MEXORC Regatta, Banderas Bay, Mexico. Info, www.mexorc.com.mx

Mar. 10-24 — Master Laser-Palooza, La Cruz, Mexico. ISA, www.internationalsailingacademy.com

Mar. 19-23 — Banderas Bay Regatta, Riviera Nayarit, Mexico. Vallarta YC, www.vallartayachtclub.org.

Apr. 26-28 — Newport to Ensenada Yacht Race, with alternative destination of San Diego. NOSA, www.nosa.org.

May 8-11 — Tahiti Pearl Regatta, French Polynesia. Info,

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CALENDAR

www.tahitipearlregatta.com.

June 16 — Grandes Navegantes, clockwise race around Todos Santos Islands, Ensenada. Club Náutico Baja, https:// clubnauticobaja.mx

June 21-24 — Tahiti Moorea Sailing Rendez-Vous. Latitude 38 sponsors. Info, https://www.tahiti-moorea-sailing-rdv.com.

July 15 — First Pacific Cup starts, San Francisco-Kaneohe, Oahu. PCYC, https://pacificcup.org

Oct. 6 — Todos Santos Regatta, Ensenada. Counterclockwise race around Todos Santos Islands. Club Náutico Baja, https://clubnauticobaja.mx or clubnauticobaja@gmail.com.

Nov. 4-16 — Baja Ha-Ha XXX (but still PG-rated), San Diego to Cabo San Lucas. Info, www.baja-haha.com

Please send your calendar items by the 10th of the month to calendar@latitude38.com. Please, no phone-ins! Calendar listings are for marine-related events that are free or don't cost much to attend. The Calendar is not meant to support commercial enterprises.

March Weekend Tides

Predictions for Station 9414290, San Francisco (Golden Gate) date/day time/ht. time/ht. time/ht. time/ht.

1-Step

2-Steps

3-Steps

March Weekend Currents

Source: https://tidesandcurrents.noaa.gov

CLUB

LETTERS

⇑⇓ capsize at golden gate midwinters

During Golden Gate Yacht Club's five-race Seaweed Soup Series on January 6 held in blustery, gear-busting conditions, Nice Rack, Zhenya Kirueshkin-Stepanoff's Martin 243, capsized and partially sank. Nicholas Grebe's Santa Cruz 37 WildCard stopped racing, doused their sails, and circled around. Their well-prepared crew deployed their Lifesling and fished out the three Nice Rack crew: Steve, Nick and Patrick. Jack Peurach's Farr X2 Shake & Bake did likewise, and picked up the skipper.

Great job to those who stopped racing and helped. This could have been a whole different story. Well done!

Carliane Johnson

Kynntana, Freedom 38 Bay Area

We were just happy to be in the right place at the right time to help. I was thoroughly impressed with how well the crew handled the recovery. All that training and safety gear really paid off! Though I do think from now on we might practice more for the multiple MOB scenario.

To be clear, Zhenya, was not "overlooked." [Pressure Drop stated in a January 9 post that skipper Zhenya KirueshkinStepanoff was "wearing a wetsuit and apparently overlooked during the first round" of rescues.] We were in constant visual contact with him and originally were very concerned he was somehow entrapped on the sinking boat since he seemed reluctant to leave it. We confirmed several times there were only four crew and they were all accounted for. He did not grab the throw line in time, and we made the hard decision to get the three people we did have contact with onto the boat before attempting another pass. We did not want to risk losing contact with them by dragging them through the water worse then they already were due to WildCard's leeway.

Robin

By the time we got the three crew on board, Shake & Bake had already started the process of recovering Zhenya and we switched to first aid to treat potential shock, hypothermia, and seasickness while we waited to get cleared by the USCG to leave the scene. Nick

After capsizing, 'Nice Rack' floundered before her crew was rescued. The boat was recovered at a later time.

J-1

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LETTERS

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Morgan 440 2005 • $202,000

⇑⇓ some good reminders

It was pretty darn cold in the water for the three sailors who came on board. I'm glad we were right there because another five minutes in the water would have made it more of a rescue than a quick lift back to the club. Glad it was us too — we had practiced MOB maneuvers several times before Pac Cup and everyone knew their roles.

Some good reminders: We had a very warm fuzzy fleece sleeping bag on board for just this reason.

Having some extra dry clothes on board in a Ziploc is a good idea, too, since we had to drop everyone off in their skivvies. GGYC met us at the dock with hot coffee, and Hawkeye [King] poured some whiskeys for our crew, which made it even nicer. Glad Nice Rack was recovered and looking forward to seeing this sport boat back next month!

Brandon Mercer

Crew, WildCard Richmond Yacht Club

⇑⇓ three Bridge Fiasco was a Bridge too Far For many

Our solidly formed plan was to go clockwise, B-RR-TI [Blackaller-Red Rock-Treasure Island]. But we changed our mind for absolutely no reason just minutes before our start.

Turns out it wasn't exactly the wrong choice, but by the time we got to Red Rock it took about six attempts to get around in the massive current. (Massive!) It was only due to a very lucky wind shift — after my wife and I agreed that it wasn't in the cards to make it — that we did!

48

Saga 2003 $315,000

47

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It took less time for us to get from RR to Blackaller than it did to get from Brooks Island to RR. Anyway, the most exciting part was a very spicy spinnaker douse, in the dark, at the Blackaller rounding. We didn't even see the mark, but we clearly saw the pier, and our chart indicated we'd passed the Blackaller mark.

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So, with luck and perhaps helpful hands from our deceased fathers, we didn't lose the kite and gear completely and finished our first Fiasco. Only took 2.5 hours more to get home to RYC. Long day, lots of lessons and an experience like no other.

John Walsh

info@swiftsureyachts. com facebook.com/swiftsureyachts

John was commenting on the January 29 'Lectronic Latitude with the same name as this letter.

⇑⇓ a perFect Fiasco, But we need to get Better Cinde [my crew] and I did the "big debate," right up to start time. We weren't going to follow the crowd, so we went

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LETTERS

counterclockwise. We hugged the shore of Yerba Buena and found a tiny bit of relief from the dying flood. The fun part was sailing less than a boat length away from the beautiful, new Wylie 60 for most of our rounding, and having a chat with old friend Zan Drejes, who was crewing for the owner on the boat's maiden voyage.

It was an easy trip to Red Rock, then through the Straits to the finish. We had a race within the race with boats that had other Inverness Yacht Club members aboard, and I was proud to see us all doing so well in our respective classes. Bren Meyer and Skip Shapiro, first; Kim Desenberg and Skip Allan, second; Jonathan Kaplan and crew, third; and Cinde and myself, fourth!

It was a perfect Fiasco, but I was saddened to hear that many of the boats that DNF'd did not notify the race committee that they were abandoning the race, leaving the committee to spend many hours after an already long day, identifying the non-finishers of the boats that had done their prestart check-in, and being able to report to the CG that all boats were accounted for safely.

We need to get better at this, folks!

Milly Biller

Big Pink, International 110 Inverness

⇑⇓ hanging with the high-tech Boats

Mark Green and I won our class (13) in Sweet Grapes by going Blackaller, Red Rock then TI/Yerba Buena counterclockwise. We finished at 16:05:08. I cannot deny the pleasure of seeing so many high-tech sport boats heading for the finish after we had crossed the line, and were heading back to Coyote Point on our old (1981) Ericson 36RH!

Alan Orr

Sweet Grapes, Ericson 36RH

Coyote Point, San Mateo

Alan — Sounds like a bold and brilliant move!

⇑⇓ we ask again: why not haVe ais For yra races in the Bay?

The question was asked, so here are several answers:

— As has already been noted, AIS adds a considerable cost to participation in YRA racing at a time when the costs of sailing (slip fees, insurance, maintenance and, yes, YRA entry fees) are keeping folks from participating. [Don't forget property taxes and insurance!] My marina has more empty slips than at any time in the past 40 years. Many of the boats appear abandoned.

— AIS alarms have been rendered largely useless in the Bay by the proliferation of the devices on small, slow recreational boats. I know I am not the only sailor who has been forced to disable the CPA alarms entirely when sailing. In the past, when only the large ships and ferries broadcast AIS, it had been useful.

— And following on the point above, not only has the proliferation become useless on the Bay, the widespread use

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LETTERS

of transmission by small boats has actually undermined a technology that would have promoted safety if it had been limited to fast-moving, large commercial vessels.

— I'm no lawyer, but the argument that requiring AIS will mitigate lawsuits for boaters or the sponsors of races seems absurd on its face. Actually, it seems this requirement provides another element for launching lawsuits by folks who fail in executing basic seamanship skills. I can imagine the first plaintiff who contends that "I had my AIS on and can prove it!" Seems like it could provide more grist for lawsuits from some narcissist sailor and the insurance companies.

It is regrettable that a technology that is a godsend to offshore work, and could have been useful in the Bay, has been undermined by folks who apparently have little understanding of its practical application. It might be made useful again if there were a way to give a special signal to vessels of a certain tonnage and speed: but, failing that, the benefits of AIS have sadly been made irrelevant by recreational sailors cluttering the airwaves.

As I am sure folks have noted, you can't pass a marina these days with any CPA alarm on. And the folks in these YRA races will need to have them off if everyone is broadcasting — there is enough confusion in a race situation without another alarm. It is a sad outcome for a promising technology, and sad that the YRA decided to impose it.

It would be interesting to hear their rationale.

⇑⇓ why not Just get the Boater card?

Ray Durkee Alameda

I read with interest all the comments in the January issue of Latitude 38 on the California Boater Card, also known unofficially as the California Boat Operator License.

A wise person once told me that a way to decide about arguments pro and con for some new requirement is to find a similar existing requirement, apply the arguments, and see if they make sense. Let's substitute "automobile driver's license" for "California Boater Card" into some of last month's arguments:

"A driver's license won't change the folks who drive irresponsibly, but it will create more hassle for the folks who do."

"[Requiring] a driver's license seems like another California scam to extort the cost of a driver's license from people; I doubt it will have the desired result of reducing accidents."

Et cetera, et cetera ...

For readers who are not aware, the California card is not some invention of the California Department of Boating and

How much info is too much info? Above, numerous targets on an AIS display during a crossing of a busy English Channel. In trying to transmit essential signals — namely that large, fast-moving ships can see you and you can see them — have we inundated ourselves with superflous information?

LETTERS

•

•

•

Waterways — it is a response to a federal law passed a decade ago that requires states to implement a recreational boat operator licensing system. Fine-grain details, such as age-related cut-ins, are left to the states. Many states already require all boat operators, regardless of age, to have a state card.

If you already know what every boat operator should know in order to safely operate a boat, then getting a card shouldn't be at all difficult.

So why not just get it?

Luther Abel Alameda

⇑⇓ sausalito's working waterFront takes center stage in innoVation

Latitude — Thank you for your article on the Sausalito Working Waterfront Coalition. Latitude 38 has been a big supporter and we appreciate it. Community, we need to continue to be vigilant! Our working waterfront is on valuable real estate and continues to be eyed by developers that could threaten our existence.

John D DiRe Sausalito

John was commenting on the January 15 'Lectronic Latitude with the same name as this letter.

Thank you for supporting those of us in Sausalito's Marinship. We are extremely grateful to all those helping support us staying in our studios/spaces.

Tracey Michele Kessler

⇑⇓ surVeying, and shooting, the Berkeley pier

I've been sailing the Bay for almost 50 years now. I usually spend one night a week out at anchor in the normal places, depending on weather. Clipper Cove, Paradise, Richardson, Sand Springs or the Point. Stuart bight (Angel Island), Horseshoe Cove, or even Mission Rock. So I'm probably out sailing 100 days a year, give or take.

Built in 1926, the Berkeley Pier once extended 3.5 miles into San Francisco Bay from the end of University Avenue. The last usable section of pier was closed in 2015, and the majority of the structure is a fragmented, decaying navigation hazard, as seen above. (Sail through at your own risk.) The City of Berkeley has hitched its wagon to a new ferry line as a way to finance at least a small portion of new pier.

With regards to the Berkeley Pier: I sailed out of Emeryville City Marina for many years. One flat, calm, sunny spring day, I did my own survey of the many gaps in the Berkeley Pier, using the fish finder I have installed. I carefully nosed the boat through various gaps, taking note of any structures lying on the bottom, or any old pilings that

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LETTERS

could snag a boat. Ultimately, I found that there was a nice, wide-open spot marked by two pilings that were leaning up against each other, which allowed me to do a straight port tack from the outermost harbor buoys to Angel Island. I would come back the same way.

I always went through the same gap, taking no chances. I'd come back through in those crazy afternoon winds on a flying starboard broad reach, and know that it turned a few eyes. Haven't been through there for a number of years now. If you are going to try it, survey it first, carefully.

Al Fricke Jubilee,

Catalina 36 Brisbane Marina

⇑⇓ FlashBack to the last century oF sailing the Bay

Sterling Hayden was a philosopher and an amazing writer on par with Ernest Hemingway, Antoine de Saint-Exupéry, Anne Morrow Lindbergh, etc. He kidnapped his own kids and took off for an adventure with them. If you haven't yet, you owe it to yourself to read his book Wanderer I borrowed from the S.F. Library. And I quote:

"To be truly challenging, a voyage, like a life, must rest on a firm foundation of financial unrest. Otherwise, you are doomed to a routine traverse, the kind known to yachtsmen who play with their boats at sea ... 'cruising' it is called. Voyaging belongs to seamen, and to the wanderers of the world who cannot, or will not, fit in. If you are contemplating a voyage and you have the means, abandon the venture until your fortunes change. Only then will you know what the sea is all about.

"'I've always wanted to sail to the south seas, but I can't afford it.' What these men can't afford is not to go. They are enmeshed in the cancerous discipline of 'security.' And in the worship of security we fling our lives beneath the wheels of routine — and before we know it our lives are gone. What does a man need — really need? A few pounds of food each day, heat and shelter, six feet to lie down in, and some form of working activity that will yield a sense of accomplishment. That's all — in the material sense, and we know it. But we are brainwashed by our economic system until we end up in a tomb beneath a pyramid of time payments, mortgages, preposterous gadgetry, playthings that divert our attention from the sheer idiocy of the charade.

"The years thunder by, the dreams of youth grow dim where they lie caked in dust on the shelves of patience. Before we know it, the tomb is sealed. Where, then, lies the answer? In choice. Which shall it be: bankruptcy of purse or bankruptcy of life?"

—

Sterling Hayden

Jorge Lavorerio

Jorge was commenting on the January 15 'Lectronic with the same name as this letter.

Actor, sailor, and writer Sterling Hayden — seen here probably not on San Francisco Bay — was the original wanderer.

LETTERS

yet another Bay area sailing legend and renaissance man

Myron Spaulding is listed as a former member of the violin section of the S.F. Symphony. He was a trained classical musician of a high level.

Kit Stycket

Latitude Nation

when small Boats ruled the Bay and the world

On January 14, I crewed on a Lido 14 on Lake Merritt.

I had not been there in about 45 years, but it's still shifty and fun. Not too many boats out there — Lido, Sunfish and El Toros — but they had some cool photos from the old days that brought back memories of some old El Toro legends from when I was a kid. Nice article, Latitude.

Chris Boome

Chris was commenting on the January 19 'LL with the same name as this letter.

⇑⇓ too many Fleets to rememBer

Aaaand don't forget about Mercurys and Thistles! Mercs are still sailed at Encinal. They have races out of RYC, an active trailering schedule, and there was an attempted revival at Santa Cruz YC just before the pandemic.

Charles Sanford

⇑⇓ learning a lot From my dinghy

My first boat was a Melody that I sailed/raced(?) on Lake Ralphine in Santa Rosa. When I bought a Coronado 25 and began sailing up to the Delta, I towed the Melody up and sailed it and rowed it as a tender. The hull fell apart, but I still have the rig. The mast has made a great flagpole over the years. I learned a lot in that boat! I have a full set of Melody plans if anyone should want to build one. And a mast.

Pat Broderick Sausalito

⇑⇓ no distractions = more sailing

Well, at that time there were no computers, video games or streaming movies, and little TV programming. People

The caption on this photo read: "A 1950s regatta on Lake Merritt; 70+ boats; El Toros, Blue Jays, Melodys, Snipes, Zephyrs, Coast 13s, Penguins."

Master yacht designer and boat builder Myron Spaulding — the namesake of the present-day Spaulding Marine Center — was also a concert violinist.

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LETTERS

went outdoors for activities, socializing, and entertainment. Today's electronics allow us to be constantly stimulated with a never-ending flood of information, action movies, news, and superficial engagement with strangers without leaving our homes. Alone, together.

Jorge Lavorerio

His second letter this Letters

⇑⇓ we posted this photo oF a dinghy Flying oFF the wind, and some readers were transported Back to their childhoods in new zealand

My brother, Murray Squire, built a Zeddy at age 12 and I later raced it for a few seasons on the river from Waitara Boating Club. Many great days of sailing! I often wonder whether it's still around, as it was glass on ply. Z44 named Widg. We once towed it from New Plymouth behind my Trekka and sailed in the Bay of Islands. So much fun.

Grant n' Rel Squire

Grant n' Rel Squire — As a matter of interest, I still have those original Z-Class plans in the cupboard!

Murray Squire

Magnifique! Aa naviguait fort en New Zélande et ça navigue tres fort foto je pense de les années '70.

Patrick Moerman

Translation — "Gorgeous! It was sailing strong in New Zealand and it is still sailing strong [in this] photo I think in the '70s." Actually, this photo is dated 1950s.

My late brother, Owen Daniel, along with Des Slater, raced a Zeddy at many club races at Birkenhead, Takapuna and Richmond Yacht Clubs — I crewed with Owen for a few races prior to moving from my '"P" class to a NZ Moth.

The Zeddy could fly once you got the kite up. Many a time I was fearful of the spinnaker pole breaking as it tried to bend around the forestay.

Terry Daniel

Thames Sailing Club had a Zeddy that they'd let me sail in my first year. Egg McPhail was my crew. The boat leaked like a sieve, but the extra weight was handy punching to

A Z-Class, or "Zeddy," rips around Tauranga Harbour, New Zealand, in 1950. This photo went viral on our Facebook page in late January.

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windward. As long as we got her planing downwind, we could usually empty her out before the bottom mark.

Roger Gold

[The Zeddy] was some of the best experiences I had with my father when I grew out of the Opti. It was definitely fun downwind, but those hard chines were unforgiving with any heeling over.

Sam Geary

Back in the day, sailing was affordable. I built my first PClass with my dad at a club-organized "build." At that time, Zeddies were the dream boat to move onto, followed by IdleAlongs and R-Class — all still affordable as a student. However, I found cats, built my second one in a shed at home, and sold it to get married.

My grandkids just couldn't afford to buy and race yachts today like we were able to.

Brian

Jones

OMG, jumping down Wellington Harbour in a big breeze with the boat literally screaming under you? Scared the life out of me, especially trying to jibe the beast with that singleluff kite that went inside the forestay from memory, meaning the crew had to go forward and thread the kite around the forestay while you were going down the mine. My boat was called Tawaki II. Then I discovered the junior Cherub.

Mark Berry

If you were not out on a planing reach while sailing, you have not experienced the full effect of sailing on your mind.

Christopher Nash

⇑⇓ dinghies are not the only way to learn

[Quoting from the February 7 'Lectronic Latitude: Latitude Nation Loves Their Dinghies and the Childhood Memories They Stir:] "Sailing a dinghy is an amplified and more connected version of an already extraordinary feeling, where speed and planing are almost always on tap when it's windy. But dinghies also beckon to one's childhood. There is a grainy nostalgia about when we couldn't yet drive a car, but we could sail our own boat. It was freedom and adventure. It was agency and selfreliance. It was testing our nascent limits and abilities and building our confidence and knowledge, which permeated many aspects of our young lives."

No matter how one learned, the above is always true. But this article leaves out at least one other rare — but still important — way of learning: Sailing canoe! No, not a catamaran or any other type of multihull. I mean a true canoe that is

Another over-canvassed, black-and-whiteera Southern Hemisphere super skiff that seems to defy logic and naval architecture, but inspires fantasies of ripping along the water at very high speeds.

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barely wider than one's body.

One very quickly understands balance and the importance of how the wind affects the boat.

I have continued to sail since then, and was able to purchase my first boat while in my 20s. Many years and several boats since then, I am still able to feel the wind and water effects much earlier than others on a sailboat. Those "others" often complain when I start making the necessary changes to compensate for what I feel/think is coming; eventually, the comment "how did you know" is many times heard. All of this to provide a reminder that dinghies are not the only way to learn … PJ

⇑⇓ "i am still sailing them"

I went from an El Toro to an International 110, which is 24-ft long and 4-ft wide. On a light-wind day when I was 5 years old, I was sailing with my father on the 110, and he dove off the boat and left me to sail it alone.

I felt like Captain Cook.

Later, when I was 13, I stole the 110 from my dad, so he promptly went out and bought another one. I never beat him in a race, but I am still sailing them.

Milly Biller

Her second letter this Letters

⇑⇓ talking aBout what has changed in sailing, and what hasn't

My late husband sailed in the Enterprise class — a 13ft boat — out of Alamitos Bay YC in Long Beach Harbor in the late 1950s-'60s. His friend's father built these boats for his teenage son and his friends to learn so they could sail and race. My parents had a small 20-ft sloop called the Viking class that they raced in Newport Beach in the late '50s My little sister and I crewed on this sailboat and won many races.

I also raced Sabots and Snowbirds in Newport Beach with my teenage friends. What fun!

Nancy Peterson

⇑⇓ talking aBout what has changed in sailing, and what hasn't

So

Thanks for posting the October 1982 issuue of Latitude 38. That was the year I graduated from college, so the boats shown in all the ads are the goodlooking, proper boats of my youth.

I noticed a very famous boat for sale in the proto-Classy Classifieds on page 156: Dove II, an Allied Luders 33, described as a "world cruiser." That is the boat on which Robin Lee Graham completed his 19651970 circumnavigation, making him at the time the youngest singlehander to circle the world. What a serendipitous find on a pleasant

LETTERS LETTERS

Love YOUR SAILBOAT?

trip down memory lane. (Or better yet, a pleasant voyage on the Sea of Memories!)

Jonathan Ogle Matson Navigation Company

Jonathan — Robin Lee Graham started his record-breaking circumnavigation aboard Dove, a 24-foot Lapworth. When he reached the Caribbean, Dove was replaced by Return of Dove, a 33-ft Allied Luders sloop.

⇑⇓ a Few more comments aBout Boating around the greater los angeles area

Dinghy motors are stolen every day in the Port of Cabrillo. I would never leave my dinghy there for any length of time, regardless the size of the chain. This is not a safe area, especially at night.

Rhumb Line Adventures

In Long Beach, when you anchor behind White Island, you can tie up the dinghy in Rainbow Harbor for restaurants and shopping. It's relatively safe.

Shawna Smith

I came out [to Long Beach] years ago for a big bicycle industry trade show. We flew in from Atlanta and had a rental car so we checked into the hotel and went out cruising to find the action, maybe have a drink, and party a bit.

It sure looks like a party to us. That's Grissom Island, one of the four THUMS Islands in San Pedro Bay off Long Beach. The landscaping on these artificial islets was designed to muffle noise and hide the oil-drilling infrastructure. Repeating ourselves from January's Letters, the THUMS are the only "decorated" oil islands in the US.

So we kept driving around and we could see there was a really cool-looking place with colored lights and palm trees, but we could not figure out exactly how to get there. What we thought was the Shangri-La Club was actually one of those oil drilling rigs. Lol.

Tom Payne

⇑⇓ rememBering the crew oF OCEAN BOUND

I was sitting in the cockpit of our boat in Marina de La Paz listening to the morning net when the announcement came from the port captain to be on the lookout for Ocean Bound, along with details of the disappearance. So very sad and shocking. I followed, praying they would be found. This profoundly shook my confidence and feeling safe while sailing. Our sincere condolences to the families of the lost sailors. Their statement was beautifully written.

LJ

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LJ was commenting on the April 2023 'Lectronic: The Families of Ocean Bound Issue a Public Statement

⇑⇓ hand-deliVering the magazine to meXico

Before leaving Discovery Bay for La Paz, I got five more issues of Latitude from Discovery Bay Yacht Harbor and 10 from Stockton Sailing Club. We stopped at Puerto Escondido and dropped off, I think, 10 magazines while visiting with friends whose boats are there.

Once we got to La Paz, I gave some to the Club Cruceros clubhouse. Interestingly, there were still a few of the November issues there. Maybe if someone was at the Baja HaHa party, they brought them down. I also took some to the Marina de La Paz office. I was going to take some to Rich at La Paz Cruisers Supply; I called his cell phone first to make sure someone was going to be at the store, because sometimes the door has been locked while he's out running errands or showing a boat. He told me that he appreciated the effort, but his store is now a virtual store.

Apparently Marina Palmira, where he was located, is out of favor with the gringo cruisers. So the leftover Latitudes I had I gave to sailing people I saw out and about — I left the rest at Club Cruceros.

Everyone appreciated the gesture. It was fun doing it.

Jim and Betty Adams

Discovery Bay/La Paz, BCS

Jim and Betty — We appreciate you more than you know!

⇑⇓ a Boat washed ashore on Baker Beach in midJanuary, and a mini-discussion aBout slips and anchoring on the west coast ensued

This was the second time in 72 hours that the 28-ft Islander Lorelei was cut loose from its anchorage in Richardson Bay, according to owner Chris Escalante. "The boat is still sailable, but BoatUS won't tow me off unless they can take me to a slip," Escalante told friend of Latitude Kimball Livingston on Baker Beach on January 15. "That's all I lack. I have insurance. I just need a slip."

The owner is claiming the boat was twice intentionally cut free from the mooring? From where and by whom?

FastBottoms Hull Diving

It was in the anchorage of Richardson Bay. The "by whom" is speculative depending on who you ask in that community. We pulled the vessel off the rocks at Strawberry Point the day before. The grounding at Baker Beach was too dangerous to attempt.

Philip Delano

'Lorelei' was all over the local news and drew a crowd on Baker Beach, just outside the Golden Gate.

sailinG science center / chat GPt

LETTERS

Get a slip and be responsible!

Patrick Hind-Smith

Patrick/Captain Empathy — Why not wait for more info before piling on?

Stephen D Garrity

Patrick — What is irresponsible about anchoring? Are you one of those beach house people who feel they own the view? sailormak

⇑⇓ the weather, the people

Having lived offshore for almost 20 years, I can say that my two years in Sausalito offered some unique challenges. Winter's heavy southerlies develop a swell under the chop that becomes quite vicious at high wind speeds, with an outgoing tide to jack it all up.

And then there are the residents who, in a drug-induced haze, feel that everything afloat is theirs. Some of these addicts are quite accomplished mariners in their own right with the confidence to move about in an inflatable in the described weather conditions, high as a kite. Skiffs are easy targets with a knife. A boat gets robbed on a foggy night and the evidence cut adrift. When it reaches the shore, who is to say it wasn't ransacked after it hit the beach? Who is to say the line was even cut if you use a dull-ish steak knife? Chafe happens. Shackles work loose.

I'm glad I don't live in Sausalito anymore. Where I live now has its own challenges, but a good weather eye and proper planning pay off here.

And the addicts are not so dangerous.

⇑⇓ the art and science oF anchoring

Joshua

In my experience, too many boaters don't take the time to really learn the art of anchoring. Too small an anchor in tooshort scope. "What's scope?" they ask. Learn the art. Become a nerd about anchoring.

The seabed is different in different places; some anchors won't hold. Minimum 5-to-1 scope. I always use a minimum of 7-to-1 all chain unless I'm in a tight anchorage, then it's 5-to-1. If I know the wind will pick up, I put out a second anchor. Do you know what tandem anchoring is?

It's an art and science.

Christopher Watts

⇑⇓ turned down For a slip in socal

I should have been able to rent any slip in any marina, as my all-fiberglass late model trawler has a clean survey and my credit is flawless, I've never had any trouble in any way in any marina.

I applied to Cabrillo Marina in San Pedro, and as I was just about to move, a surprise inspection by another marina manager saw two propane tanks and a weight belt, which I was using as weights to glue two pieces of wood together on my aft deck. I was turned down for the slip because of "my boat's condition" No explanation provided; all decisions final. One would think a marina manager could tell the difference between junk left out and maintenance, but no one would discuss it. That glue project was a one-time thing, not a daily occurrence. I have never heard a complaint about my boat before or since.

In today's climate, don't be critical of a boat that has no slip, because that could have been me, or anyone. My old marina was happy to let me stay, even though I really

"Thanks so much for the great work...and the boat looks great."

G.

Serving the entire Bay Area for more than 30 years.

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wanted to be in San Pedro.

Marty May

⇑⇓ that Brings us to news oF a potential landmark legal decision in richardson Bay

Several years ago we did a loop around Richardson Bay. We were shocked at the floating dumpsters that were once boats. I'm glad that it's getting cleaned up.

If a cruiser comes in with a well-found boat, I do not see any reason to not allow them to stay longer than 72 hours, but within reason — such as not staying for 30 years. Maybe set a 30-90-day limit, and the boat has to pass an inspection for sanitary devices and safety.

Joe Maciorowski

Joe was commenting on the January 17 'LL: Judge Rules Boaters Have "No Constitutional Right" to Anchor in Richardson Bay. In a December 2023 ruling, a federal judge stated that boaters do not have a constitutional right to anchor on Richardson Bay, and declared that local agencies have the authority to create and enforce laws governing vessels anchored in their waters, such as 72-hour anchoring limits.

⇑⇓ where permitted

What double standards we live in today! San Francisco passed a law that makes it legal for the homeless to live on the sidewalks and streets and any in public space. If a boat is seaworthy and can pass a Coast Guard inspection, then I see no reason why anchoring where permitted is a problem.

Peter Bennett

Peter — That's not exactly true. In San Francisco, it is "illegal to live in any RV, camper, trailer, or 'house car' on any street, park, beach, square, avenue, alley or public way between 10 p.m. and 6 a.m.," according to a local legal resource.

But as anyone who lives in the Bay Area, SoCal, or most populated places in the US knows, unhoused people are often entrenched in public spaces for months or years. Cities must navigate lawsuits, injunctions, and federal law. In the 2018 case Martin v. Boise, for example, a federal court ruled that cities cannot enforce anti-camping ordinances (which is synonymous with people living on the streets) if they do not have enough shelter beds available for their homeless population.

⇑⇓

Having anchored overnight and sometimes for a few

In the past seven years, increased enforcement has dramatically reduced the number of boats in Richardson Bay, from over 300 vessels in 2016 to fewer than 50 today. Another large chunk of the remaining boats are slated for removal in October.

LETTERS

days in Richardson Bay, I was interested in the new regulations. First, I'd point out that the 72-hour limit can trivially be extended to 30 days by simply filling out a form. The harbormaster has the right to extend that if they choose to. Second, any boat anchored anywhere near shore must have a holding tank and trash disposal that never dumps anything in the water, along with all the USCG-required safety [gear] and other governmental registrations, just like any other boat.

But, that's hardly new or newsworthy.

It is also clear that the current squatters in Richardson Bay are frequently violating all of those regulations.

As a lifelong sailor on San Francisco Bay, I do not think that folks should be allowed to live aboard in the various small bays, coves, and channels. It is a public space for use by everyone, not a home for squatters. As a society, we have steadily seen public spaces of all types squatted on and despoiled with all manner of waste. I think it is entirely appropriate that these valuable resources be preserved for public use and applaud the harbormaster for defending this public space for everyone else's use.

Beau Vrolyk Mayan, 1947 John Alden Schooner Santa Cruz

⇑⇓ deFending heritage …

I was raised as an anchor-out kid, and I'm proud of what it taught me, which has helped me to become successful and happy in life. The community in the '70s and '80s was strong — everybody watching out for each other. There was some craziness, of course, with some boats always ready to sink. There were absolutely some low-income people and families that were productive citizens.

As I always tell everybody, I support anchor-outs because even though they may have mental issues and addictive personalities and their boats are piled with junk, as an anchorout, you have to have a certain amount of responsibility to live on the water. Make a mistake, and your boat drifts away and sinks. Or drink or party too much with drugs, you trip, fall in and drown. It's much better than the massive number of homeless camps all over every county, where not much responsibility is required to live and the people have no real space for themselves to try and get stronger.

My advice to all: Look around your town and have a look where all the tents, campers and homeless people are. Look at these conditions. Deal with this before all this effort and time is spent on anchor-outs.

Memo Gidley

Basic Instinct, Elliott 1050 Sausalito

⇑⇓ … and the stark contrast Between the two

Look at the stark contrast between the comments of Memo Gidley and Beau Vrolyk. Gidley prioritizes individual concerns, while Vrolyk prioritizes what's better for everyone, including the environment.

Why should anyone be allowed to pollute the water and be a hazard to navigation just so they can live on their boat? If a boat isn't causing those harms, and if anchorages aren't too crowded so that the liveaboards become a hazard, then I see no problem with them. But the environment, and what's good for the majority — in this case the large majority — must take precedence.

Jeff Hoffman Berkeley

LETTERS

⇑⇓ a letter From the plaintiFF:

So my case was dismissed and now I'm famous for being a loser and making it difficult for other people who might plan to sue the local "authorities" for civil rights violations.

Marin County set up the [Richardson Bay Regional Agency, or RBRA] many decades ago and has spent millions of dollars on salaries since that time. That money could have easily been used to build a low-income liveboard harbor with facilities for maintaining the boats. A local architect drew a beautiful plan for a maritime center complete with slips, moorings and a haulout facility at the end of Napa Street. The money that the county has spent, including another recent $3 million grant to spend on lawyers and extra law enforcement and a nice patrol boat and more staff, could have paid for a vibrant tourist attraction of creative people working on recycling old boats and tying knots and playing music.

But no, it's better to just run a bunch of old people out of the anchorage and crush their property and put us on the streets to face more harsh civil-rights violations, and to make it too expensive for anyone who is a victim of discrimination to prevail in court. After all, the judge has spoken and now I have to appeal it to a higher court that will find at least some merit in my complaint, and at least one judicial error, and still dismiss it.

Robert Roark

Readers — "To make our position clear: We think there's room on Richardson Bay for everyone — if everyone were willing to compromise," wrote Latitude 38 founder Richard Spindler in 2001. We've repeated this quote dozens of times now, though now it feels like a sentiment from a bygone era.

Could there have been a compromise? Was there ever a chance for skilled sailors on well-found boats to make a longterm home on Richardson Bay? Tensions between people living on the water and shore dates back to the wake of the 1906 San Francisco earthquake to the shipyards of World War II to the Houseboat Wars of the 1970s. But it was the modern and ever-escalating pressures of the housing/homeless crisis that seemed too much to bear for Richardson Bay. Did capable mariners who may have otherwise been tolerated get lumped in with the so-called "campers" and "meth heads"?

What would compromise have looked like? Would the RBRA and the City of Sausalito (and by extension, the BCDC) have ever tolerated a handful of seaworthy vessels to stay longterm? Would aging anchor-outs on aging boats have ever conceded that their time to safely live on the water had passed and that it was time to retire to shore? (We believe that housing is a right, but that no one is entitled to live on the water in any kind of vessel indefinitely.) The idea of a low-income liveaboard harbor appeals to Latitude's romantic notions of sailors trying to realize the dream. Some people can make it happen with a ton of work and a shoestring budget, but the reality is that maintaining a safe boat requires an enormous amount of time and resources.

The Richardson Bay of eight years ago, with over 300 boats, was not sustainable. We commend those who have done the difficult (and surprisingly controversial) work to remove derelicts and junk barges. But the Richardson Bay of the future, which is relatively empty, does not seem ideal, either.

We hope you've been chilling while waiting for this one. Cooling your heels, perhaps. Far from getting a frosty reception we received a lot of very cool responses to our February Caption Contest(!). David Henry's "Snow cones for everyone!" gave us a chuckle. And it would have been unusual if no one referred to those little cubes of ice clinking in glasses: "No need to get ice for our cocktails." Bob Marshall wrote. "We brought the ice! Who has the drinks?" — Mark. And drawing on an old phrase, "What's a brass bra, Grampa?" "Never mind, boy … let's just say it was real cold!" — Bill Huber. The winning caption and the rest of our favorites are below.

"I'm never doing the midwinters again!" — Robert Thomas.

"Join the Merchant Marine, they said. Bask under a tropical sun with rum drinks handed you by dusky island girls, they said." — Bob Mc.

"Who left the door open on the freezer?" — @chisands.

"Can't do much with the deck gear or running lines, but our perishable food is lasting much longer than usual and we're hoping our iceberg camouflage will help us catch some seals …" — Joe Phillips.

"Frostiest reception we've ever had coming into a port." — Ron Harben.

"Winner of the ice sculpture contest." — Michael Scott.

"Pictured: Summer in San Francisco." — @yarrcat.

"We depart when I say we're ready. Sit your butts down and chill." — Brad.

"This is frosting, right? PLEASE TELL ME IT'S FROSTING." — @bmoreonthewater.

"The lads would apply a thick lather before shaving the decks and rigging so she'd look her best pulling up to the dock." — Craig.

Winner: "Ya think anyone will notice the cocaine we're smuggling?" — Chris A.

ronnie simpson dismasts in atlantic after years at anchor,

More than three quarters of the way around the world in the Global Solo Challenge and past all three of the Great Capes, I could see the light at the end of the tunnel. Then, the 75-foot-tall carbon fiber mast on my vintage Open 50 came crashing down. Since rounding Cape Horn on February 2 in close to 60 knots of breeze, my weather while climbing the Atlantic had been incredibly unfortunate. My weather router Jason and I watched with concern as the South American continent baked in the intense summer sunlight, then spun out a depression that would meet me head-on. Sailing upwind and then close reaching, I was getting lifted to a proper course when my race came to an abrupt end at about 11:30 p.m. on February 11. With 30-40 knots of breeze and three reefs and a storm jib, conditions were beginning to moderate, though the sea state was still deteriorating.

Just as Shipyard Brewing really began launching off waves, I began playing with my course and even trying to slow the boat down to minimize launching. Unfortunately, the sea state had become pretty treacherous, and with Shipyard Brewing not wanting to go below hull speed (9-ish knots), we launched off one particularly bad wave. I was down below on my bunk, constantly watching numbers, navigation and boat behavior, when I felt the boat launch hard. As we went airborne, I held my breath and braced for impact. The boat landed with a bang, and there was a splitsecond delay before I heard the carbon-fiber spars crash down on deck and the boat lost power and went more upright. I poked my head above the dodger, which confirmed that we had indeed dismasted, and then went right back down below to have a think and don my foul-weather gear so that I could spend some time on deck.

With more than three meters (10 feet) of chopped-up wind swell and 30 knots of breeze, the difficulty in recovering the mast alone would have been significant. The darkness under a new moon didn't make things any easier. With the mast banging and grinding against the hull, I assessed the situation and became convinced that damaging the hull and taking on water was a very real concern. Recovering the boom for a jury rig would have been doable, but in that sea state, it would have proven very difficult and taken a lot of time I didn't have, so I made the very difficult decision to cut everything away. Both pieces of the mast, the boom, and even my storm jib — all of the parts I would need for a jury rig — were now gone. To make matters worse, perhaps the most powerful and dangerous weather system of the entire race was headed to my position within 30 hours. A system bringing 70 knots of breeze and 11-meter seas was headed right for me, with a forecast for 50-60 knots and about eight-meter seas at my position.

With nothing left to set a jury rig and a menacing system headed my way, I felt for the first time in the race that my life was in danger. A sailboat with no mast has very little stability, and with the power of the system coming, I made the tough decision to request a rescue, which would mean ditching the boat. The nearest ship to me, the Taiwanese cargo ship Sakizaya Youth, was motoring away from me and could not be reached for close to 10 hours. Once contacted, however, they turned around and motored back to my position while I motored toward the coast. With a combined closing speed of 16 knots, it was a race against the clock to rendezvous before dark. With good weather and easing seas between the two depressions, sunset would be my only chance at getting rescued. After that it would be dark, and then by the following morning, conditions would be treacherous and would make a transfer to a ship pretty much impossible.

Fortunately, Sakizaya Youth arrived at my position at sunset and I was able to maneuver Shipyard Brewing up to their starboard side and then grab onto a rope ladder and climb up the ship to safety. Overcome with sadness and shock, I was grateful to the Chinese Captain Cui Gaohua and his crew for their professionalism and their graciousness in coming to my aid. The following morning, I came up to the bridge to have coffee with the captain. The breeze blew up to 69 knots and massive 20+ foot seas were fully breaking and slamming the side of the 750-ft ship. Conditions would have been worse at Shipyard Brewing's position. Gone was any doubt that I had made the wrong call in ditching the boat. I think it is very likely that

Countless people had hoped a miracle might save a classic yacht that zig-zagged the world and eventually found herself decaying on the hook on Richardson Bay. But salvation (presumably via the deep pockets of someone willing to take on a major restoration) never came. In mid-February, Vadura — the 1926 Alfred Mylne-designed, gaff-rigged solid-teak yawl with a storied past that touched the lives of many sailors — was finally taken ashore and destroyed by Svendsen's Bay Marine in Richmond.

Though she's an emotional loss for many, there's a contingent of people in Sausalito who have breathed a sigh of relief that the massive and often unattended Vadura is no longer lingering on what was described as

Clockwise from top left: Ronnie Simpson with the Argentine navy in Necochea, near Buenos Aires; a last look at the hobbled 'Shipyard Brewing'; just nine days before losing his mast, Simpson had completed a milestone of the Global Solo Challenge by rounding Cape Horn; a horrifying sight in the pitch black, 'Shipyard Brewing' was dismasted after launching off a wave.

iconic

vadura destroyed a flimsy, inadequate mooring. Remarkably, the neglected yacht never broke loose, not even during last year's especially fierce winter. Her continued presence on Richardson Bay was seen as a tempting of fate, and her destruction is a thin silver lining.

We could fill an entire issue of Latitude 38 with stories about Vadura — tune in to next month's Letters to hear some of the tales about a true Grande Dame. We heard from Ernie Minney, formerly the owner of Minney's Yacht Surplus, who bought Vadura in Papeete, Tahiti, and sailed the South Pacific. Minney eventually returned to Newport Beach, where Vadura was a fixture for many years.

— latitude / john

ronnie simpson dismasts — continued

Shipyard Brewing would have rolled in those conditions, and I'm not entirely sure she would have self-righted. I think that death at sea was a very real possibility and that my life is more important than the boat.

I chose to live to fight another day.

Two and a half days later, we arrived to Necochea, Argentina, where I was disembarked by the Argentine navy. I want to express my most sincere gratitude to the captain and crew of the Sakizaya Youth, the Argentine authorities, the US Coast Guard, and to all of my friends and supporters who sent along kind messages of support during my most difficult hours. Watching a year and a half of total dedication to one singular cause go south in an instant is one of the most difficult experiences of my entire life. But I am alive and I am safe, and I am already collaborating with sponsors and supporters to figure out how we get me to the starting line of the Vendée Globe in 2028. I already have new projects coming together, including some solo Class 40 racing on the West Coast in the next few months. I may be down, but I'm definitely not out. Aloha from Maine.

— ronnie simpson

good fun and good humans at pysf

"Remembering each of their names, that's the hard part!" she shouts over the transom of her chase boat. The sky above is ominous. A winter storm is breaking, but more storm is coming. The clouds know it and they're revealing themselves in wide bands of solid gray with just a bit of pink where the setting sun peeks through to have a look at the fleet of sailboats running figure eights in the turning basin.

With over 300 kids in her program annually, that's a lot of names to remember. Her youth sailing program has grown tenfold since she's been director, and she plans to triple its size in the next few years. Her name is Molly O'Bryan Vandemoer and she runs the Peninsula Youth Sailing Foundation (PYSF) in Redwood City. I've never seen anyone more present in their element, so much into the flow of it. Her smile is spread from ear to ear. She is doing what she is meant to do. With a sharp team of enthusiastic instructors and 80 boats, she is helping kids become good humans.

I ask her just how learning to sail makes kids good humans. "Getting over fears" is a big part of it, Molly explains. "What's lurking in the water underneath me, I can't control the wind, what if I lose my balance, where are the brakes … the fear factor can be very strong." continued on outside column of next sightings page

good jibes with

What's Melinda Erkelens up to now?

Beginning her sailing career on Lake Merritt, then at Richmond Yacht Club as a junior, then the Delta, California lakes, the Cal Sailing Team in college and the Maxi Sayonara in the '90s, Melinda has an incredibly impressive sailing résumé.

She has sailed over 30,000 miles at sea, including 10 Hawaii races — five of them doublehanded. Melinda and Bill Erkelens were the overall winners of the 1994 Pacific Cup with the Dogpatch 26 Moonshine. (Melinda and Bill raced in one of three doublehanded Moore 24s in the 2022 Pac Cup, where they took second in their class.)

On Episode 131 of Latitude 38's Good Jibes podcast, Melinda looks back at some of her past sailing adventures, and forward

A few scenes of joy, learning, and a path toward becoming a good human at the Peninsula Youth Sailing Foundation. Top left: Molly O'Bryan Vandemoer was competitive in 470s, and sailed in the Elliott 6m class in the 2012 Olympics. Top Right: Molly receives the Admiral Nimitz Trophy for Outstanding Junior Program last year. (That's Latitude 38 publisher John Arndt on the right, who also received an award honoring his efforts for Summer Sailstice.)

isaf saiLing woRLd Championships

melinda erkelens

with her current role working with Francesca Clapcich and 11th Hour Racing to bring Grand Prix sailing experience to more women.

11th Hour Racing's UpWind by MerConcept project aims to create a more inclusive and diverse offshore sailing community. They will recruit, train and support a squad of six female sailors as they compete in the Ocean Fifty offshore sailing circuit, with the ambition to have a female skipper on the startline in a multihull for the 2026 Route du Rhum.

Women hoping to join the team are invited to apply at www.upwindbymerconcept. com/en/. We hope you learn more about this exciting program when you listen to Melinda on Good Jibes.

— latitude

peninsula youth sailing — continued

These kids learn not just how to handle a boat, but how to capsize the boat and then swim under it. In Molly's program, they gradually build their confidence. Her instructors are really good at this, patiently observing each kid and providing support. She tells me the story of a 9-year-old boy who grew comfortable sailing in the harbor, but was terrified when farther out in the basin. His coach worked with him little by little, encouraging him to get a bit farther out each time. One day he shouted, "Molly! I made it to the power lines today!"

"Building life skills" is another part — learning to stick with it, becoming responsible for yourself and keeping safe, working in a team. Other than a few coaches, no adults are helping. Parents can come and see but not be seen. I wandered around the docks where the kids were outfitting their boats and saw older kids helping younger kids, rigging the sails, and pulling their boats down the ramp and into the water. When they travel to a sailing event, they help each other load the boats onto the trailers and tie them down. "They very quickly realize they can do much more than they think they can," Molly tells me.

Some kids start early at 6 or 7 years old, the "guppies" who do a summer program. They learn to intentionally flip their tiny "Cube" boat before they learn to actually sail it. Many start at 8-10 years old in the Learn-to-Sail program, a year-round class each Saturday. Many start at 11-13 years old, sailing with a partner in larger FJs after each school day. And the high school program is very popular, with kids up to 18 years old learning to compete at the local and even national level.

The kids are also involved in fundraising for the foundation. But they don't sell cookies or knock on doors — they race sailboats! In teams of four, with two younger and two older, they play a game like a scavengerhunt: sail to a buoy, for instance, and find a clue there. Called "The Amazing Raise," kids not only compete to see who can find the clues, but they also see who can get the most donors. This kind of innovation not only keeps the foundation healthy, it also gives the kids an active role in fundraising, and some "skin in the game" to help build a sense of agency and those life skills.

Molly believes that sailing is a lifelong pursuit that can extend into one's 70s or 80s. The confidence gained, the thrill and beauty of being on the water, the interesting and active people met along the journey — all joined in a wonderful blend of experiences that enrich lives. Like her "guppies," Molly began sailing as a kid and fell in love with the sport very early. She's been a high school national champion, college national champion, match-racing world champion, Snipe women's world champion, and an All-American Skipper. She's been on the US Sailing Team and competed in the 2012 Olympics.

But her aim is not to get these kids to be super racers; rather, it's back to that "making good humans" theme, becoming active in our communities and conscious of our waterways, oceans, and world environment. There aren't expectations to win; rather, it's learning to love sailing. And it's working. The foundation is growing, more kids are thriving, and PYSF is winning awards, such as the Admiral Nimitz Trophy for Outstanding Junior Program for Northern California.

It's a bit ironic that with all the means available to folks in the Bay Area, sailing on San Francisco Bay seems, for many, unavailable. PYSF wants to change that, and provides scholarships for youth who want to try sailing but need financial help to get there.

I watch the fleet of FJs moving in a graceful figure-eight pattern in the slough near Redwood City. What would these kids be doing if they were not out on the water? Would they be sitting motionless, deep into "screen time?" It's chilly out and the water's cold, but I can detect in their shouts and laughter that same joy I get when I go outside and get into a boat. This is a joy truly worth spreading.

Check PYSF's website at www.pysf.us or their Facebook page, and give them a donation if you think this is a worthwhile thing to do. You can also hear Molly's story on the Good Jibes podcast, Episode 102.

— dennis maggard

the proudfoots' project, part 1

From secret forest hot springs in the Pacific Northwest to remote dog holes in Newfoundland, first-place prizes at Master Mariners regattas to assisting in founding the Chicken Ship regatta to Petaluma, Mike and Sue Proudfoot have sailed through life, together. Of course, this is all thanks to the decade spent restoring their beloved Farida

This was no normal restoration project. And the boat is no normal boat. This is their story.

"We both started sailing as little kids. I was a Sea Scout in Oakland. Sue learned to sail as a little girl on Lake Merritt," said Mike.

Mike, who is now 80, can talk about those early days like it was yesterday. "Neither of our families were into it. I just really liked it — we were sailing small little El Toros and Penguins and stuff. I liked getting the feel of the boat and making it do what I wanted it to do. You really become one with the boat."

Sue and Mike married in 1965, and they've been helping each other with boat projects ever since. "She's better at varnishing than me, and she's able to sew and repair sails," says Mike, explaining how their skills complement each other. What boat so captivated this dinghy-sailing local couple that they spent 10 years restoring her?

Enter Farida, something of a local legend for those in the know.

Farida is a 38-ft Norwegian ketch, owned by the Proudfoots for 36 years. The vessel was built in Risor, Norway, in 1960 for Claude Willis Johnson, a retired naval officer and member of the Silver Gate Yacht Club in San Diego. She was built of only the finest materials available by Aanon Kittelsen, master carpenter. Kittelsen used African hardwood (Afromosia) fastened with 5/16" copper rivets to laminated white oak frames. A core taken from the solid teak deck recently showed the teak is about two inches thick, and that's after 60-odd years of regular refinishing work.

Her structural keel is made of German oak and 10,000 pounds of cast iron ballast keel. The design is a Colin Archer-type yacht, similar to the Norwegian rescue and pilot boats. Johnson finished fitting out the yacht in England and then he shipped her to Los Angeles, where she was first documented in November 1961.

Mike saw Farida in an almost unrecognizable state, literally coming unglued from the inside out and missing both mainmast and mizzen. But he knew, at first sight, she was worth every minute of labor from those now-gleaming copper rivets. They're forever fasteners, they both explain. Today, Farida's cozy interior varnish glistens, walls hung with mementos, sketches, and vintage magazine feature photos of Farida

Mike made his rivets to replace 180 to 200 of the originals. "Copper is pretty soft, but you have to anneal it. I was lucky, I had a guy in the fire department who was also a blacksmith, and his father was a blacksmith," says Mike. "One person said you have to heat it up to 800 degrees, but my friend Ralph said that's BS. Just heat them up in the oven to 400."

Sue recalls that it was actually possible to buy the replacements at the time. "You could buy a thousand from a place in England, and it was $1.80 per piece, minimum of a thousand per order. But we only needed 180-200. So, there was a place in S.F. that sold the copper rod, 100% copper. This is why the whole project took 10 years!" Mike worked a few days on, a few days off as a firefighter in Concord, and had a close circle of colleagues who all had side hustles and drew upon friends for help.

Farida had been abandoned in Richmond, and Mike's friend Rick bought it from a federal marshal sale for "next to nothin'," according to Mike. She was built like a battleship, and withstood years of neglect and failed renovations by previous owners.

When Mike bought her, Rick and his kids had faithfully collected every last ball bearing and loose piece of wood interior, but she was missing some key elements, like rigging, which they (accidentally!) discovered Hank Easom had saved in his shop.

They tell the story of finding the best mahogany for the planking and driving it across the Bay Bridge, truck rack swaying under the strain. They describe using a culvert ditch pipe and Cajun smoker to steam bend

continued on outside column of next sightings page

quinn's lighthouse

Quinn's Lighthouse Restaurant & Pub, a fixture on the Oakland Estuary for decades, closed permanently on January 31. Built in 1890, Quinn's was a functioning lighthouse marking the entrance at the north end of the Oakland Estuary. It was in operation until the mid-'60s and eventually purchased and moved to its current location in 1965; it opened as Quinn's Lighthouse Restaurant & Pub in 1984.

Master Mariners member Ariane Paul shared a few memories of this longtime hub for sailors: "During the more than 20 years that I lived in the Bay Area, I spent many an evening at Quinn's on the 'Oakland

closes its doors

Riviera.' It started when I met Skip and Patty Henderson around 1997 when I joined the Master Mariners Benevolent Association. Skip invited me to come hear him and his group 'The Starboard Watch' for their regular Thursday night chantey sing at Quinn's. Many friendships were made. We all joined in on singing the chanteys. As I also had friends in the marina below Quinn's, I would often be there on other nights with the regulars playing liar's dice at the Captains' Table, which had the names of several memorable regulars who had passed engraved in little plaques around the table."

— latitude / john

proudfoot — continued

planking boards. They talk about forming up a design for the metal mast mount out of hot glue and cardboard and how they had a guy licensed to weld up nuclear power plants do the welding.

"This guy came down from Antioch and did it out of the back of his truck. It was perfect. He was the best welder I ever saw," said Mike. Of course, Sue added, "We wanted him to do the welding at the base of the mast, but he was busy so we had Bob the farm welder do it. It's nice and strong but definitely not as pretty!"

That's about when they started to sail, and then they really sailed.

You'll have to stay tuned for next month — Part 2 coming in April, where we follow the adventures of Mike and Sue in far-off lands … and seas!

— latitude / heather breaux

The 10-year restoration of the 1960 38-ft Norwegian ketch 'Farida' took many hands and lots of love. Counterclockwise from bottom left: Sue and Mike Proudfoot; 'Farida' races on the Bay in a recent Master Mariners regatta; How do you restore a classic? One inch at a time; some real-time before and after on 'Farida'; the many hands helping to realize the dream.

west coasters at a carib multihull rally

The Caribbean Multihull Challenge (CMC) Rally held in early February had many highlights for Rally first-timers Dennis and Tracy Hicks from Mercer Island, Wahington — in particular sharing stories, experiences and cruising plans with other like-minded sailors. The couple have spent years in the US Virgin Islands while their boat Dream Cat, a Fountaine Pajot Astrea 42, has been in charter, and this year's CMC Rally was their first time joining any organized event. "We really enjoyed the experience and the friendly competition among the Rally boats," Dennis said. "It was a fun way to exercise skills and the boat's sail plan — we hope to do it again and yes, we will be in the market for a downwind sail," he laughed.

An opportunity for multihulls to gather and enjoy their unique community, the first CMC was held in February 2019, when 12 racing multihulls competed in a racing division. By 2023, the CMC had grown to include a four-day format for the racing division and a new CMC cruising rally division for multihulls not wanting to race, but who love a good party.

This year, 19 boats competed in the racing division and 16 sailed in the rally, and while extremely light conditions rather than the steady trade continued on outside column of next sightings page

a south bay boat show

The California Yacht Brokers Association has announced the return of the Pacific Sail & Power Boat Show at Westpoint Marina in Redwood City from May 16-19. This is the second year at the venue, which will expand to include more docking opportunities as well as additional on-land booth and display areas overlooking the marina. This year will also offer expanded entertainment, educational, boating lifestyle and dining offerings, including at the recently opened Hurrica Restaurant and Bar overlooking the show site. The restaurant is in the lower level of the newly completed twostory marina facility, with the upper level serving as the clubhouse for the Bay Area's newest yacht club, The Club at Westpoint.

— latitude

LauRens moReL

maTT buRZon

CmC

i-14 clinic at sdyc

Bay Area sailor/surfer/foiler Aiden Mobley was among the coaches at an I-14 clinic at San Diego Yacht Club. The high-performance International 14 class attracts a passionate crowd of dinghy sailors who love combining the athleticism of a double-trapeze dinghy, competitive racing and technological evolution. The clinic, organized by the US I-14 Class, welcomed a total of 18 new and seminew skiff sailors, including some who flew in from Ohio, Seattle and the Bay Area.

San Francisco's Nathan De Vries was one of the Bay Area racers who made the trek for the clinic. Aidan, who's from SoCal but now resides in the Bay Area, is an avid dinghy sailor. You can also find him surfing big waves at Mavericks.

— latitude / monica

caribbean multihull rally — continued winds of 20-25 knots that usually bless the region may have disappointed for a hot moment, they did not diminish the fun factor.

Four days of rally cruising to different destinations around St. Maarten and across to St. Barts captured the essence of Caribbean sailing: beautiful water, sunset beach parties, and lots of rum. The addition of a time trials option provided a welcome challenge for the seasoned racers among the rally fleet, a pursuit challenge to each daily destination, as was a navigator's challenge where boats were tasked with predicting expected times of each leg. The completion of a bingo card with some 20 tasks, like taking a pic of Creole Rock, tying a bowline in five seconds and taking a pic of the crew at a party, added a touch of old-fashioned fun. Once anchors were dropped, shoreside festivities kicked off with live music and great food.

Rally participants hailed from all over the US West, including Dave Newman and Courtney Boulle, who sold their home in Solana Beach, California, and bought Umoya, hull #1 of the Balance 442, in April 2022. This year was their second CMC rally. "Courtney grew up racing Optis and sailing in Florida, and I crewed for racing boats in Puget Sound after college. But as full-time liveaboards, we are set up for cruising, so the rally format is perfect for us — we enjoy the sailing and, of course, meeting new people," Dave commented.

Rally boats notched up awards presented on the final night at the Sint Maarten Yacht Club, event host. The Catana 471 Carlota's Promise won the Time Trials, while Ron Boehm's Antrim Perry 52 Little Wing took home both the Navigational Challenge and the Bingo Card Challenge for the second consecutive year. Jamie Deardorff, who crewed on Carlota's Promise, is an outdoors enthusiast from Carpinteria, California. He grew up sailing Lasers and racing out of Santa Barbara on his dad's various IOR boats, but cruising rallies had not previously been a part of his wheelhouse.

"The highlight was winning the time trials award, but St. Barts was a blast, and wing foiling from the boat was epic!" Deardorff enthused. "The rally format seems great for people who want a more relaxed atmosphere or are sailing shorthanded. I had a great time; hopefully next year there will be a spot for me on the boat again!" Also from the Santa Barbara area, and a regular on the Caribbean multihull scene, Boehm's been sailing for some 63 years, mostly in International 14s. Besides Little Wing, Boehm has two catamarans in charter in the BVI, a Saba 50 and a Helia 44. His second year in the CMC Rally, he sailed with four friends all from the West Coast. Other than going ashore each morning for perfectly warm and fresh croissants, Boehm notes that a rally is quite different from racing 'round the buoys. "It's a moving party that involves challenging sailing with multiple legs involving different wind directions and sail selections, navigation skills, visiting new places, and fun social events with old and new friends," he noted. "It's easy to participate in and should be something that charter companies allow. I look forward to next year!"

Kevin Hutton, an emergency room physician sailing with his wife Sandy, participated for a second year, this time on Golden Hour, their Balance 482, which they bought new in 2020 and which met Kevin's need for a performance-oriented boat, given his penchant for Hobie sailing — he worked at a Hobie dealership in the '70s in SoCal and raced competitively. "Despite low winds and some motoring, the camaraderie and similarity to the Hobie Cat regatta culture makes the event unique. The setting is perfect — we would love a longer rally next year," Hutton said. "I love to race, but racing is not allowed by our insurance company, so we were just sailing in the same direction at the same time! It sounds like a 'safety convoy' but it's still a lot of fun and we all bring out the big go-fast sails."

From Los Gatos, California, and competing in the CMC racing division on his HH66 Nemo, Todd Slyngstad and crew took three bullets on the final day to win the CSA 1 Championship. A regular on the Caribbean racing scene, Slyngstad plans to sell Nemo soon and move into a MOD70. "Although Nemo has been a great cruising platform, I have had the most fun while racing and will get more out of a true race boat. I'm not getting any younger and the MOD70 is a demanding platform. It's now or never!"

— michelle slade

Spread: Todd Slyngstad's HH66 'Nemo' won the CSA 1 racing class at this year's Caribbean Multihull Challenge (CMC). Inset, middle: Slyngstad with the hardware. Inset, left: In addition to the sailing, the CMC is all about fun, parties and friends.

an atlantic detour

On my way home from the 2023 Baja Ha-Ha and accompanying BajaBash back to San Diego, I received a message from a Salty Dawg sailor friend named David about crewing with him on a "really nice" Discovery 55 for a January Atlantic crossing to St. Lucia. I hesitated for a few days while I mulled over logistics and being away again from my wife for most of another month. But Diane knew crossing the Atlantic was a bucket-list trip for me. Luckily, we were able to meet boat owner Paul while driving through L.A., as a face-to-face conversation is invaluable. Over coffee for an hour, I was able to discuss my extensive list of safety and boat management questions. At the end, I enthusiastically agreed to fly out January 1 to the Spanish Canary Islands. The crew would be four, including me, Jim Immer (an itinerant sailor from Sacramento), the owner Paul (a Californian/Norwegian), Gerrit (a Dutchman living in Portugal), and my sailor friend David (from Wisconsin), who had sailed on Saddha for an eastward Atlantic crossing several years earlier and loved the 2011 Discovery 55 built in England.

Saddha was berthed in Las Palmas, where for a month the excellent Ship Keepers Service did maintenance and replaced the out-of-date life raft. We spent several days provisioning the galley with its huge refrigerator and freezer from the HiperDino Supermercado that delivered many cartfuls of food and wine directly to the boat slip! After Paul generously hosted the crew to an excellent farewell dinner at a marina sidewalk restaurant, we finished up boat chores the next day and departed with at least 10 other cross-Atlantic boats.

Our intent was to sail the typical ARC route southwest directly from Gran Canaria to St. Lucia in the eastern Caribbean. On January 6, we started motoring to the south ("go south until the butter melts") but were watching PredictWind weather and saw a huge merging low-pressure systems in the North Atlantic. To keep us out of southern doldrums created by the massive lows, PredictWind routed us due west into the southeastward flows, but with winds up to 40 knots! Our onboard weather guru David conferred with the captain and they made the easy and safe decision to detour south to the African Cape Verde Islands off the coast of the Sahara Desert, which is the typical ARC+ route with its point stopover. We were able to fly our asymmetrical spinnaker during the daylight, but with the light winds, we motored a fair amount. We were successful fishing, landing a fat bluefin tuna and a skinny mahi-mahi — both made for great eating!

On such a long voyage, with watches of three hours on and nine off, eating a delicious handmade dinner with a glass of wine is a social time we all enjoyed for the camaraderie and storytelling. Nighttime stars with no moon were spectacular. We had dolphins for entertainment, and on one windless day, we stopped to go swimming in water that was over three miles deep!

Arriving on January 12 in the port city of Mindelo in Cape Verde, we topped off our fuel and water tanks at a marina that was very busy with lots of Atlantic-crossing boats. We had a hole in our genoa sail repaired (by Tica; same-day for $80!), and after our French watermaker's electronics went dark, a generous YouTuber named Ken (Sailing Aquarius) helped us get it working again by installing an electronic bypass to its controller. Having fresh water is really a big deal for making the passage comfortable with showers and no scrimping. With things all repaired, the crew toured an adjacent island with a national park, had a lunch of local cuisine, and sampled harsh grog from a crude distillery.

After doing some shopping and having three fine dinners, we departed on January 15 with a nice 15-knot breeze over our starboard quarter, which was good enough to help us catch another nice fat tuna. It was "wine and cheese" sailing for a few days, then the trade winds kicked in on January 18 with a steady breeze of 20 knots and increasing seas. The Discovery 55 is a true bluewater vessel with a 10-ton finned keel (7.5 ft draft), a big new furling main, and Solent rig headsails — genoa out front and smaller jib just behind for heavy weather and running wing on wing when the genoa is poled out opposite of the mainsail. In this configuration, continued on outside column of next sightings page

what's next for

When a proposal for an expansion of San Francisco Marina's West Harbor came to light last summer, there was a public outcry. "Diminishment of an iconic view" was the main talking point against the project, but problems with the proposal — which could have extended the current West Harbor breakwater the entire length of Marina Green — seemed numerous.

In February, the S.F. Board of Supervisors voted to effectively prohibit any enlargement of West Harbor, but the challenging economics, demographics and bureaucracy surrounding San Francisco Marina remain.

Officially, the supervisors blocked San Francisco's Recreation and Park Department, which runs the marina, from using

san francisco marina?

city funds for any project that would extend the eastern boundary of West Harbor Marina by more than approximately 150 feet from its current location.

It's not clear what's next for the two-harbor, more than 700-slip San Francisco Marina, which is full of contradictions. The Marina currently operates at a "loss," but has the most expensive slips in the Bay Area; the city is currently considering raising rates by as much as 30%. (The city has also discussed charging for parking at the Marina's lots.) At present, S.F. Marina is only about 87% occupied, but there's a long waiting list for slips. West Harbor is also a magnet for silting, all of which calls into question the marina's longterm physical and financial sustainability.

— latitude / tim henry

atlantic detour — continued

we were able to run downwind straight to our St. Lucia mark and regularly achieve 200-mile days.

There were a few days of big, roll-inducing confused seas with gusts above 30 knots, which Saddha handled with no trouble by furler-reefing the main to 25% and the genoa to 60%. Once the ocean waves matured into regular wave trains, we were able to clock a 210-mile day with a full genoa and limited rolling. Meals included ceviche, seared ahi, pork roast, chicken piccata, beef stew, Spanish chorizo with beans and much more, so the crew had no room for complaints.

We arrived in Rodney Bay, St. Lucia, on January 25 after an 11-day passage from the Cape Verde Islands and another five days down south from Gran Canaria for a total of 19 days, including a three-day stop in Mindelo. Our Atlantic detour to avoid heavy weather to the north delivered us in comfort in the same time as we originally planned, but we got to visit an African country! Many Caribbean-style Dark & Stormies and piña coladas were quaffed by the happy sailors to celebrate a safe and fun Atlantic crossing!

— jim immer

Left: The views on St. Lucia do not disappoint. Top right: Jim Immer enjoys the fruits of his detour in the eastern Caribbean. Bottom right, from left: David, Gerrit, Paul and Jim, the four-man crew of the Discovery 55

'Saddha', in Las Palmas.

THREE BRIDGE FIASCO —

As happened in last year's Three Bridge Fiasco, this year's rounding of Yerba Buena/Treasure Island proved to be the biggest sticking point for hundreds of sailors. Out of a final count of 299 boats registered, 274 started and 160 were able to finish on Saturday, January 27.

This year's currents weren't too daunting, with a flood in the morning switching to ebb in the afternoon, and the breeze was light to moderate — predominantly from the north, an unusual direction, but not unheard of in the winter. With that wind direction, the hill that is Yerba Buena cast a huge wind shadow on the island's south and east sides.

Intro to Three Bridge Fiasco

The Singlehanded Sailing Society puts on the race for singlehanders and doublehanders, starting and finishing off the Golden Gate Yacht Club on the San Francisco Cityfront. The slowest boats start at 9 a.m., and each PHRF (or BAMA for multihulls) rating has a different start time, from slowest to fastest. Skippers can cross the start line in either direction, take the three marks (Blackaller Buoy east of the South Tower of the Golden Gate Bridge; Treasure Island/Yerba Buena Island, bisecting the Bay Bridge; and Red Rock, just south of the Richmond-San Rafael Bridge) in any order, and round them in any direction.

The start/finish line is restricted within 50 yards. Violations of the start/finish line zone resulted in a 20-minute penalty and thus some score adjustments.

First to Finish a Rare Repeat

"We were a bit undecided on which route we were going to take before the start," said Rufus Sjoberg, who sailed the first-to-finish/overall winner, the J/125 Rufless. "When it was 5 minutes until our start, we decided to go Treasure Island first as there was so much current ebbing and the wind was beginning to die at Blackaller. We felt TI was the best choice at the time, so off to TI we went. Fifteen minutes after starting, we were able to change to our code zero, which helped us punch through the torturous light-air zone around TI. After multiple sail changes, we were able to finally break free of TI, get sailing again, and round Red Rock and Blackaller, then finish. It's awesome to be first monohull to finish two years in a row!"

Rufus's sailing partner Dylan Benjamin added, "A funny thing is that the leading clockwise boats that rounded Blackaller and Red Rock met us at the northeast corner of TI. They rounded two marks before we had fully rounded one mark. They got stuck at TI worse than us and the counterclockwise boats.

"Our success comes from 20,000+ miles of Bay and ocean racing together, and minimizing mistakes once we have wind to sail. We are also lucky that Rufus is one of the best drivers on the Bay."

The last time a boat won the Fiasco overall two years in a row was in 2011 and 2012, when Brendan Busch sailed

First Clockwise Boat Loops the Loop

Third to finish (but second in the scoring) and first from the dominant clockwise direction was the Wyliecat 30 Uno, sailed by Bren Meyer and Skip Shapiro. "Given the timing of our start — around 9:51 a.m. — and the building flood, we decided that clockwise was the best choice," reports Skip. "We did discuss going Blackaller-TI/YBI-Red Rock, and even the counterclockwise direction (TI/YBI-Red Rock-Blackaller) before our start, but committed to the clockwise course after watching the smart earlier-starting boats also choose that route.

"However, we deviated from how the majority of the clockwise fl eet rounded TI/YBI, and that's why we finished second instead of deep in the fleet or possibly retiring from the race. Instead of rounding TI/YBI to starboard, the natural direction following the approach from Red Rock, we rounded to port. We looped back over our course when we departed TI/ YBI on our way to the finish.

"We found ourselves well behind dozens of boats as we approached TI/ YBI. After having sailed a very good race into the North Bay, we misplayed the current and wind on our approach to Red Rock and lost a number of places. We held our own and probably

the D-Class catamaran Rocket 88 across the finish line first.

Even for the winners, it wasn't a fast race. The J/125 'Rufless' crossed the finish line in front of the Golden Gate YC at 15:48:10.

SLACKWATER

even gained some boats on the early part of the reach/run to TI/YBI, playing the Richmond flats to stay out of the adverse current, but then fell into a wind hole when we didn't jibe away soon enough. We watched scores of boats pass us until we could extricate ourselves and find a little breeze.

"The leading clockwise boats rounded two marks before we had fully rounded one mark."

"Being so far behind the fleet as we got closer to TI/YBI, we debated for quite a while whether to try the unconventional port rounding. We thought it likely that the fleet ahead would get stuck without wind on the east side of YBI, fighting the adverse ebb current from the South Bay. We saw Kim Desenberg and Skip Allan ahead in [the Wyliecat 39] Checkered Past nearing the northwest point of TI. We thought they might choose to round the island to port — and learned after the race that they considered it — but they decided to go with the pack and round to starboard.

"The Moore 24 Enamored was close ahead of us, and when it was clear they were rounding TI/YBI to port, we decided we should do it, too. We were

ESCAPE FROM YERBA BUENA

ESCAPE FROM YERBA BUENA

far enough behind the fleet that there wasn't much to lose by taking this flyer. Getting around the island still proved to be a challenge for us and the small number of boats that chose to round to port. We got near the western span of the Bay Bridge by hugging the island shore, until the gentle wind disappeared and we started getting pushed toward the rocks by the current. There were other boats stuck under the span when we arrived; presumably they had been there a long time, probably having sailed directly from Blackaller or perhaps even the start.

"Enamored finally jibed onto starboard and sailed beyond the first bridge support southwest of YB, and we followed them. After close to an hour of jibing back and forth south of the bridge to stay in what little wind we could find, we were able to get far enough south and east to hop on the South Bay ebb running hard through the channel east of YB. We rode that moving carpet and the apparent wind it provided through the fleet parked under the eastern span of the bridge, then flew home to the finish in the ebb and fresh westerly breeze, at times reaching more than 8 knots over the bottom.

"We were pleased to see only a few boats approaching the finish line from Blackaller, and learned shortly after finishing

that we were the third boat over the line. C Cubed was the second boat over the line; however nearly 18 minutes was added to their finish time based on their earlier-than-rated start time per the Sailing Instructions. Enamored, which we were able to pass as we both played the fleeting puffs in the South Bay, finished a few minutes behind us and wound up fourth overall. I have to give an assist to Nicole and Nick Voss for our result: If they had not taken the lead rounding TI/YBI we might not have had as much conviction to do it ourselves."

"This is the closest the 'right' way winner and the 'wrong' way winner have

Sailing in the Three Bridge Fiasco? You're invited to pull up and park in the wind shadow of Yerba Buena Island — but January 27 is a little early for a Super Bowl tailgate party!

LATITUDE / JOHN

Bren Meyer and Skip Shapiro, seen here at the awards meeting at Richmond YC on February 18, placed second overall on 'Uno'.

THREE BRIDGE FIASCO —

finished that I can remember," added Bren Meyer. "I don't think we would have done nearly as well if we had gone the 'right' way."

Although Uno sometimes employs a spinnaker, the duo sailed with the standard Wyliecat 30 main-only setup. "I don't think a spinnaker would have helped much," noted Skip. "Our conclusion is that boats with taller masts were able to catch what little breeze there was around Treasure Island/Yerba Buena than smaller, lighter boats with chutes."

We're Enamored of the First Moore

As usual, the largest division belonged to the doublehanded Moore 24s, and the first finisher in the 29-boat fleet also placed fourth overall.

As did Uno, Nick and Nicole Voss sailed Enamored on a clockwise course, but rounded TI/YBI to port instead of starboard.

"After a great start and being the second Moore around Blackaller, Nicole and I struggled, overpowered, with the #1 genoa in the breeze on the way to Red Rock and started falling back in

the fleet," reports Nick. "By the time we ended up at TI, we were somewhere in the middle of the fleet, having watched most of the faster boats sail by us on the long, light downwind."

The Vosses couldn't spot much breeze on the east side of Treasure Island. "We could see the leaders stacking up, so we took a flyer and rounded TI to port. It paid off huge."

First Singlehander Another Repeat

As he did last year, Scott Easom sailed the J/100 Eight Ball to victory in the Singlehanded Division. "The course I took was to go to Blackaller first and then to Treasure Island. This was to maximize the time I could fly my code zero, because I have a small jib on a jib boom. It would also save me a sail change at Blackaller to the finish line. When you race singlehanded, you have to think way ahead and think about minimizing sail changes or time on the foredeck.

"I was second or third into the hole at TI and sat there for an hour and a half. During that time I was doing sail

changes between the code zero and the spinnaker. When I cleared TI, I was surrounded by boats coming from Red Rock, which made me feel like I had gone the wrong way. Little did I know that they would get parked up for longer than I was. Never give up!

"On the way up to Red Rock and through Raccoon Strait, I had great breeze and a big current push home." Scott flew the A-2 spinnaker from there straight to the finish line.

"Last year I was third overall and first singlehander. This year I was fifth overall and first singlehander. I'll keep trying for the ultimate — first overall and first singlehander!"

First on Three Hulls

Truls Myklebust and Jim Struble sailed the first multihull, an Explorer 44 trimaran called Caliente, to victory in the Doublehanded Division. "We sailed a straight clockwise course," reports Truls. "That was our plan coming into the race, but as always with the Three Bridge Fiasco, we debated back and forth about which way to go before the start. The thing that convinced us to stick with our plan was seeing boats having rounded Blackaller making good progress toward Raccoon Strait, and we knew that we would have help from the flood going that way toward Red Rock.

Top row: Wyliecats converge on the finish. Left: 'C Cubed', sailed by Charles Ray and Zan Drejes, crossed the line second, but, with a PHRF of -81, the new Wyliecat 60 corrected out to 13th place. Right: The first clockwise boat, third to finish for second place, was 'Uno' — half the size of 'C Cubed' — sailed by Bren Meyer and Skip Shapiro. Bottom left: Scott Easom was again the first singlehander to finish on his J/100 'Eight Ball'. Bottom right: Placing eighth overall, Truls Myklebust and Jim Struble sailed the first-to-finish multihull, the Explorer 44 'Caliente'.

SLACKWATER

Track

ESCAPE FROM YERBA BUENA

"We had good breeze all the way around the course, except for in the wind shadow behind Yerba Buena Island, where there was basically no wind, and the ebb was building. The way we got around was by sailing a super-wide course — much wider than just about anybody else. I was right in the melee at the Coast Guard station at Yerba Buena Island a number of years ago in similar conditions (fading northerly breeze vs. building ebb). We could see that everybody was stalled under the Bay Bridge, and I was determined to avoid getting caught on the inside with all the other boats. So we went through the fourth of the smaller spans east of the main span under the Bay Bridge, and we sailed all the way over by Oakland Harbor. That kept us a little bit out of the current.

"We still stalled and got dragged a little bit backwards, but not as badly as the boats that were closer to YBI. We kept seeing a small band of ripples a few hundred yards ahead of us. So the question was simply: Could we get to that little band of breeze? It took us a long time, but we eventually got a little surge of breeze that got us to that band, and once there, we accelerated and got all the way around. We passed just about

the entire fleet there in one fell swoop! And once around the island, we found good breeze again and made quick work of the rest of the course.

"Caliente's track is captured on Race Replay on Jibeset, and you can see there that we took a path that was much wider than other boats."

A ll did not go swimmingly in the aftermath of the race, as Chris Case, commodore of the SSS, pointed out. "By the 7 p.m. deadline, the race committee had reconciled the finishers and retirements that we had received up to that point," he wrote. "At 9 p.m., we still had 29 boats not accounted for. We began reaching out to the primary contact information of the unaccounted boats. Mostly, our calls went to voice mail. Many responded via text or called in response to our voice mails (thank you). Yet by 11 p.m., we still had 15 boats not accounted for.

"As of 9 a.m. Sunday, we still had eight boats not accounted for. Accordingly, we began calling the emergency backup numbers, along with the harbormasters where the boats were located. It was not until 1:30 p.m. Sunday that we could account for all race participants.

"By that time, the RC had fielded three calls from the Coast Guard since the event began. This began on Saturday afternoon, when we received reports that a body had been removed from the water in the vicinity of Richmond. As a result, for approximately 18 hours we could not confirm with the Coast Guard that the body was not one of our own.

"We weren't contacting potential race retirees just to check in; we were worried one or more of them had died.

"Please think about that for a moment.

"I have thought about the family that endured a loss that weekend, and, selfishly, I am grateful we have not lost one of our members.

"But 18 hours is an unconscionably long time to be in doubt about such a question… As a community we can do better than this. We must do better.

"The SSS board will be considering how to mitigate the above risks and improve communication with the Coast Guard, our members, and our racers. I invite our community to contribute their thoughts on this issue."

The next SSS race was the Corinthian on February 24, after this issue went to press. We hope to report on that event in April's Racing Sheet. The series will continue with a third Bay tour, Round the Rocks, on March 16. Learn more at

Clockwise from left: The Corinthian YC-based 'Enamored's track shows the buttonhook of TI/YBI; 'Enamored' at the start; Nick and Nicole Voss shared a smile and a selfie after having successfully made their escape from the parking lot south of the eastern span of the Bay Bridge.

THREE BRIDGE FIASCO

Early in the day, clockwise sailors round Blackaller Buoy.

www.sfbaysss.org, and register for SSS races at www.jibeset.net. — latitude/chris

SSS THREE BRIDGE FIASCO, 1/27

SH SPINNAKER A — 1) Eight Ball, J/100, Scott Easom; 2) Zaff, J/92, Tim Roche; 3) Gavilan, Wylie 39, Brian Lewis. (5 boats)

SH SPINNAKER B — 1) Wahoo, Capo 30, Ben Doolittle; 2) Surprise!, Alerion 38, Bob Johnston. (5 boats)

SH SPINNAKER C — 1) Sweet Pea, Islander 30-2, Jan Hirsch; 2) Dream, Alerion 28, Ernest Galvan; 3) Galaxsea, Nauticat 44, Daniel Willey. (7 boats)

SH SPORTBOAT — 1) Soliton, Synergy 1000, Doug Kidder; 2) Hedgehog, Olson 29, David Herrigel; 3) Akumu, B-25, Greg Ashby. (4 boats)

SH NON-SPINNAKER — 1) Lindo, J/109, John Kalucki; 2) Mirthmaker, J/24, Geoff Luttrell; 3) Mutual Fun, Newport 30-2, Chris Holbrook. (8 boats)

SH MULTIHULL — 1) Koke Honu, F-24 II, Rick Elkins. (1 boat)

DH SPINNAKER A — 1) Rufless, J/125, Rufus Sjoberg/Dylan Benjamin; 2) Velvet Hammer, J/125, James Nichols/Cody Hall; 3) Arsenal, J/125, Andrew Picel/Leland Hubble. (17 boats)

DH SPINNAKER B — 1) Timber Wolf, Farr 38, Dave Hodges/John Kernot; 2) Ferox, Pogo 36, Anja Bog/Peter Weigt; 3) Willow, Wauquiez Centurion 40S, Bob Braid/Dennis Huett. (15 boats)

DH SPINNAKER C — 1) Barcanova, Jeanneau SunFast 3200, Oded Haner/Erin Waid; 2) Special Edition, Wilderness 30, John Ross/Nick Degnan; 3) CruzSea Baby, Beneteau 10R, Brian Turner/Joan Burleigh. (17 boats)

DH SPINNAKER D — 1) Sweet Grapes, Ericson 36, Mark Green/Alan Orr; 2) Checkered Past, Wyliecat 39, Kim Desenberg/Skip Allan; 3)

Humble Vandal, J/92, Rhett Smith/Jeff Bruton. (19 boats)

DH SPINNAKER E — 1) Uno, Wyliecat 30, Bren Meyer/Skip Shapiro; 2) Arcadia, Mod. Santana 27, Gordie Nash/Ruth Suzuki; 3) Polecat, Wyliecat 30, Dan & Darren Doud. (16 boats)

DH SPINNAKER F — 1) Sonata, Laser 28, Stanly & Bert Martin; 2) Byte Size, Santana 22, Anna Alderkamp/Chris Cassell; 3) Maya, Mod. Moore 24, Will Glasson/Will Paulsen. (18 boats)

DH SPORTBOAT A — 1) Dragonsong, Olson 30, Sam McFadden/Don Schultz; 2) Errant Belle, Elliott 770, Tom & Cole Jenkins; 3) Lucky Duck, J/90, Dave MacEwen/Brandan Bradley. (11 boats)

DH SPORTBOAT B — 1) U Betcha, Ultimate 20, Jeff Cook/David Pressley; 2) Uhoo!, Ultimate 20, Mike Josselyn/Howard Elfant; 3) Surf Rat, SC27, Jay & Connor McCutchen. (13 boats)

DH J/105 — 1) Advantage3, Will Benedict/ John Sweeney; 2) Nantucket Sleighride, Richard & Kara Deane; 3) Chao Pescao, Paolo Juvara/Rebekah Moses. (13 boats)

DH ALERION 28 — 1) Zenaida, Fred Paxton/ Arnie Quan; 2) Skipjack, Marty Collins/Karen Wil-

lis; 3) Sweet De, Chris & Denise Kramer. (7 boats)

DH EXPRESS 27 — 1) Tequila Mockingbird, Randall Rasicot/Lise Smith; 2) Salty Hotel, John Kearney/Karen Tara; 3) Light N Up, Chris White/ Ken Machtley. (22 boats)

DH OLSON 25 — 1) Citlali, Bill Schwob/ Volker Frank; 2) Falkor, Zack & Clair Parisa; 3) Sketch, David Gruver/John Collins. (4 boats)

DH J/24 — 1) Downtown Uproar, Darren Cumming/Melissa Litwicki; 2) Little Wing, Robin Van Vliet/Brian Rosensteel; 3) Flight, Rosanne Scholl/Julien Collins. (6 boats)

DH MOORE 24 — 1) Enamored, Nicole & Nick Voss; 2) Flying Circus, Melinda & Bill Erkelens; 3) Bluebird, Ryan Georgianna/Ludwig Ward; 4) Mooretician, Peter Schoen/Roe Patterson. (29 boats)

DH WYLIE WABBIT — 1) Hare-O-Dynamic, Ethan Petersen/Sarah Deeds; 2) Fafo, Marcos McGee/Cory Schillaci; 3) Kwazy, Colin Moore/ Alex Handford. (4 boats)

A starboard (and port) rounding of Red Rock.

DH NON-SPINNAKER A — 1) Talisman, Beneteau First 40, Mark & Cori English; 2) Finistere, Sabre 38 MkII, John Arndt/Randy Gridley; 3) Free, S&S 30, Jim Carlsen/Mike Bilafer. (11 boats)

DH NON-SPINNAKER B — 1) Music, Catalina 34-2, Devin & Aaron Shanks; 2) Rumour, Ericson 32, Bryan Reed/Tom Vilhauer; 3) Hamburger, Catalina 34 MkII, Michael Phillips/Aditya Sharma. (10 boats)

DH MULTIHULL — 1) Caliente, Explorer 44, Truls Myklebust/Jim Struble; 2) Waterwings, F-31RS, Todd Olsen/Dan Mone; 3) Hullabaloo, F-31R, Jonathan Kaplan/Alec Stewart. (12 boats)

OVERALL SH MONOHULL — 1) Eight Ball; 2) Zaff; 3) Wahoo; 4) Lindo; 5) Soliton; 6) Surprise!; 7) Sweet Pea; 8) Dream; 9) Hedgehog; 10) Gavilan. (29 boats)

OVERALL DH MONOHULL — 1) Rufless; 2) Uno; 3) Velvet Hammer; 4) Enamored; 5) Sweet Grapes; 6) Arsenal; 7) Festina Lente, Hanse 505, David Rusenko/Tracy Rogers; 8) Timber Wolf; 9) Advantage3; 10) Checkered Past. (232 boats)

Full results at www.jibeset.net

LATITUDE

LATITUDE / JOHN

NO NAME'S FIRST LEG

In April 2023, we published a story of Stephen Wolf, who left San Francisco Bay in the early '70s on a folding plywood 24-ft Piver Nugget trimaran for an extended cruise of unknown destination and time. One thing led to another, and, unintentionally it turned into an eightyear circumnavigation. Stephen had already sailed the boat from San Francisco to Mexico with friends and singlehanded it to Hawaii, but taking this well-built but light, open tri without an engine or electronics around the world today would certainly be classified as a "manifestly unsafe voyage."

Regardless, they did it. His first leg was to Hawaii, where he met his traveling companion and future wife, Margo. After our first story in April 2023, we were inspired to do two Good Jibes podcasts with Stephen, Episodes #127 and #129. We add more to this amazing voyage with his story of their first leg from Hawaii, with a new girlfriend aboard, bound for the South Pacific.

TheNo Name proved to be an excellent and seaworthy craft, accomplishing some remarkable passages. No Name is a Piver-designed Nugget trimaran sloop built by Cox Marine in England and imported in the mid-'60s to the United States. It is a trailerable boat with folddown floats, which was ahead of its time. The boat is 24-ft by 14-ft with a draft of 18 inches — a nicely built and finished boat, built as a daysailer with a small, open doghouse. The interior has a 5-foot settee and a ball head. Gasketed Plexiglass windows provide great visibility. It weighs 1,000 lbs and could carry an additional 1,000 lbs. A 5 hp motor was put ashore in Hawaii when Margo came aboard. It carried 12 sails ranging in size from a 25-ft spanker to a 300-ft drifter. The self-steering was fitted, and there were no electrical devices other than flashlights. A sextant was used for position finding. The galley included a Sea Swing single-burner gimbaled stove, which originally used Sterno and was used for cooking. Fitted

with a pop-up aluminum rudder and a large daggerboard, it was a fast, stable boat, comfortable in most conditions. Throughout our trip, it was greatly modified and was also a very forgiving boat. Through the '70s, No Name carried us on an improbable journey, logging some 40,000 miles.

Whatever induced Margo to sign the articles and to come aboard, I am forever grateful. Our boat was a small but seaworthy trimaran with proven oceancrossing credentials. After several months in Oahu, it was time to satisfy our wanderlust. We left Ala Wai Harbor, having spent almost all our money, leaving an MG Midget in the parking lot with the keys in the ignition and no reverse gear. What little money we had left got ripped off; however, it did not discourage us. Our larder was full, our boat was sound, and we were in love.

December is probably the worst time to leave Hawaii and a bad time to go south. Winds were always strong around Hawaii and waves were large and well-formed by the 2,000-mile fetch, unfettered by land and nurtured by the trade winds. We cast off at midday and by sunset, the islands were below the horizon, just a glow in the sky. It would be years before we would see them again from the decks of the yacht No Name Waves were 10 to 12 feet high, winds 15 to 20 knots, and the boat sailed by itself, surfing across the face of true ocean rollers, but not to Tahiti.

The next morning the boat was doing well and the crew doing OK, a solid noon

The first leg of Stephen and Margo's first offshore trip together was from Oahu to Rose Island to the east of American Samoa.

island in the middle of the ocean is difficult to find.

sight that found us 200 miles down range. We still had not made the bunk. On No Name, we could have a settee or a bunk; from either we retained a 360-degree view. Reaching with a double reefed main and 150-foot jib, we had spectacular sailing that was very powerful and fast, very steady.

We were enjoying an exciting ride, eating a little prepared food as we definitely were not into cooking. Some fresh supplies suffered from immersion, jostling, and lack of interest, so overboard they went, making us that much lighter, faster, and safer. Along came the noon sight, the highlight of the day, and we were another 200 miles south. We ticked off 600 miles in our first three days! After the required daily bath, we settled back and read a bit. The rushing of water between the hulls was no longer unsettling, the sound of the thumping of waves on the topsides had become routine. With a wonderful sunset, we reclined with our ears separated by one quarter inch of plywood from the vast Pacific Ocean rushing between our hulls, and then we nodded out.

With our present course, we were not going to Tahiti. Consulting our National Geographic map of the Pacific, it looked as if Palmyra and Samoa were doable. After a night of steady and uneventful progress, we found ourselves ready for some hot food. Margo broke out

the Sterno Sea Swing gimbaled singleburner stove. We had our first hot meal of toasted cheese on bread with chilis. Even the simplest foods are delicious at sea. We got a restful sleep as conditions remained steady. Maybe the waves were a little farther apart, so it was smoother and getting warmer.

The wind began to moderate to Force 4, 11 to 15 knots. The waves decreased and we were no longer continually surfing, which was OK with us. Time to visit the galley in earnest: bon appetit! Things were changing; the wind shifted to the south. We continued to surf, but now the waves were slamming against our topsides, sounding like a bass drum. To ease the strain, we modified our course a little to the west. Rain and overcast skies prevented sights and navigational positioning with the use of our sextant. Down to a double-reefed main with a genoa. We were a bit anxious as we were near Palmyra, a very small island, and we were unsure of its location.

We thought we smelled the island as we passed it in the dark but we didn't hear it. Islands are very noisy and are heard from a great distance. They sound like jet engines: When you can hear individual waves breaking, you are too close.

With sunrise, we realized we had missed Palmyra. We were a bit bummed, but with no sights and no lights, a small

We had fun trying various sail configurations as there were so many attachment points available on a trimaran. Three headsails at once, a 300-square-foot drifter, a 150-foot genoa, a 250-foot spinnaker, and the main held all the way out; a lovely and colorful sight. We were making smooth progress, interrupted only by an occasional squall that was easy to prepare for when recognized. The first-night squall caught us napping but taught us an important lesson. When the stars disappear to weather, it is often because they are hidden by the clouds of a squall. You need to batten down the hatches and reduce sail.

Nights were clear and calm, great for moon watching. We found ourselves sleeping on the deck as it was bright enough to write letters by moonlight alone. We continued to try to perfect twilight navigation, and it seemed at night we had tight results. Dawn broke to a glorious sunrise. We were totally becalmed: not a ripple, not a breath, no swell or waves, absolutely flat calm. As children, we would often go to Ocean Beach and look at the Pacific, staring at the relentless, constantly breaking waves as they battered the coast. We thought they would never be still, never stop. Here, in the middle of the ocean at 163.08 degrees W and 03.09 degrees N, it is absolutely flat.

Three whales surfaced near us and checked us out. Other than running into them when they are sleeping, the most dangerous time is when you are becalmed. They come to use your hull to scratch their backs and remove the barnacles. They came close enough for us to smell their exhalations, a very earthy odor, but no back-scratching today. We were totally in the doldrums and loving it. We got a chance to dry

Above: It's not much but this simple, slight craft kept Stephen and Margo safe on an eight-year, 40,000-mile circumnavigation. Inset: For scale, the diminutive 'No Name' next to a 50' cruising trimaran in Venezuela.

everything and repack, make improvements, and assess stores. We had no reason to fret. We leaned over the side to scrub the hull and say hello to the little fish. The water was warm.

At 163.5 west longitude, we crossed the equator and became shellbacks as it was the first crossing for both of us. We shared the traditional role of King Neptune and supplicant in a very private celebration. To commemorate the crossing, we launched a three-stage Estes rocket. Once a child, always a child.

Today we were captured in an encompassing liquid embrace. We threw an Aloha pineapple juice can overboard at high noon and watched it reflect the sunlight for minutes as it found its way to the bottom. How long? We woke up to cloudy skies full of small thunderstorms, thinking that we were out of the doldrums. We'd made reasonable progress the previous night, maybe 10 miles. We had to hand-steer while watching Orion march across the sky.

However, at sunrise, the doldrums retightened their hold. The day found us feasting on pineapple juice, dill pickles, cheese, and molasses coconut bars. We had sunburns in places we didn't think you could get sunburned, but we finally got a little bit of breeze and it was quite refreshing.

Using the genoa and a full mainsail on opposite sides, it provided just enough wind to fill them. Progress was made but we had to steer and there was no noon sight today. After the spectacular sunset, the sails went slack and we hit the rack totally becalmed. By 0700 local time, it was hot. The sea was like a mirror, with no motion whatsoever. Mirages abounded, no noise, and no clouds. We hid behind a limp drifter until the sun was high enough for our makeshift tarp to offer some shade. We were in line for setting the modern-day record for a doldrums passage. 164° 56' 40" west, 01° 34' 40" south.

We went to bed in the rain and woke up in the rain, but with a slight breeze actually moving clouds and winds to cooperate. We got a noon position and we seemed to be making some progress. Winds were very tricky, moving around the compass, never strong, and mostly from the wrong direction. It seemed that we were getting some help from the equatorial current, carrying us westward. We discovered that Sea Witch blue paint is too hot for decks, and it burned our feet.

December 21 had overcast skies that were being replaced by the ever-favorable, numerous cumulus clouds, which are harbingers of the trade winds. Unable to get an accurate position, we had

concerns of a low-lying atoll, according to dead reckoning, best guess, that was somewhere near us. It is aptly named Danger Island. We would keep a watch that night and get as much westing as possible. We had definitely crossed the doldrums. It took us 10 days for 100 miles, but it was very enjoyable.

Much of our daily life revolved around eating, bathing, cooking, and sextant usage. The proper fuel for cooking is the subject of much debate among yachties and provides fodder for discussion in any port. We chose the safest, simplest, but slowest solution by using canned Sterno. That's a can of jellied alcohol that keeps chafing dishes warm at a buffet. Our stove was a one-burner gimbaled affair that was easily stowable. It could be located in the cockpit on warm days, on the forward bulkhead in rough weather, and on the aft part of the cabin for rainy days. When finished, it disappeared under the bed. After all, who wants a stove in the bedroom? It takes a while with Sterno, but it burns clean, odorless, and reliable, will not spill, and is easily extinguished with water, but is slow cooking. That's part of the entertainment package.

On Christmas Eve we were visited by a pod of killer whales, a very formidable animal: A couple of them weighed more than our boat! They inspected our craft and then moved along. There was a headwind most of the night, so the next morning we had a very gnarly squall for breakfast. We found another cockroach aboard, so we put him in his own little boat and sent him to sea.

Merry Christmas! Christmas kind of snuck up on us: Neither of us had provided for the day. Into the larder for a can of Franco-American spaghetti, a delightful change from potatoes and onions.

We kept a night watch to make sure we missed Danger Island. With a cup

A surviving print or Margo and Stephen in Israel in the mid-70s.

The small island on the edge of the lagoon of Rose Island.

of hot chocolate, a clear horizon, and having left Danger Island in our wake, we should be about 250 miles from Rose Island. We'd need better weather to find that little speck, but we were ready. In between squalls we got a good position fix and expected to see land that night. We found our position from the deck of a moving boat with a handheld sextant made from brass and aluminum using a wristwatch for time. The last time we'd really known where we were for sure was 23 days ago, when we were in Hawaii, so where were we really? As we got closer to land, there was a noticeable change in the motion of the boat. It was probably the reflection of waves rebounding off the island. In the distance, we noticed the regular line of stars on the horizon was interrupted, blotted out by the low-lying island. Finally, we heard the roar of the surf. We'd come up on Rose Island at just about the anticipated time, amazed at the accuracy of our position.

We spent the night sailing around the island. While on the windward side of the island, the wind stopped and the current was setting us toward the reef; a leadline found no bottom at 10 fathoms. Atolls are typically steep too. At six fathoms we found the bottom. Over went the Benson anchor, soon to be followed by the plow. They held us just outside the surf line. When the breeze came up, we retrieved our ground tackle and headed offshore. We circled the island at a safer distance, and when the sun was high enough to illuminate the bottom, we spotted the entrance. Against a strong current, we sailed through a 70-foot-wide boat channel between vertical, rose-colored walls of coral into a placid lagoon.

eyes, the reef was full of almost psychedelic colors. The coral was pink or rather rose in color, very pleasing. Or was it the color of a slice of fresh-cut meat? What peculiar nutrient causes this discoloration? Beautiful fish and brilliantly colored crustaceans. A very small bit of land, quite low, no more than 8 feet above sea level. It took five minutes to circumnavigate the island on foot with no sign of any habitation.

The island is very small, with few palm trees or other shrubs. There are lots of fish in the lagoon. The island is

larder, and for lots of eating, reading, snuggling, and resting. We were anxious to take a sight to affirm that we were still here. Rats abounded onshore, probably living off the dead bird, crabs, shellfish, and eggs. The rodents just moved away, not afraid but just respecting our size. There were lots of ground nests with baby boobies. There were also several extremely large webs with colorful spiders hanging from the vegetation.

On December 30, the day broke muggy and overcast. There's something quite refreshing about a hot morning drink on a hot day. Things settled enough to head for a visit to the other island, Sand Island. On the way out we saw enough sharks to make diving weird. There were plenty of yellow and blacktipped sharks that were always just lurking about, so we spent much time looking over our shoulders and checking our backs. There is a great variety of fish and some wrasse cleaning stations. The wrasse perform a service to the other fish in the reef. They have a designated area where larger fish will visit. The large fish loiter there, and open their gill slits and the wrasse swim in and eat the small parasites from the gills, truly a symbiotic relationship. There are a few stonefish, many barracuda, sergeant majors, Moorish idols, clownfish, triggerfish, parrots, and sharks. We wish we were not so uptight about diving around sharks.

We'd had a wonderful stay in our own tropical paradise. With a nostalgic passage across the lagoon, we waved goodbye to our precious little island on a course of 325 degrees.

On the far side of the lagoon lay a small island with a handful of trees. The one-mile lagoon was spotted with huge coral heads, schools of fish, large sharks, and two small islands. Sailing toward the larger, we dropped an anchor 30 feet from shore and drifted to the sandy beach. We jumped off with rubber legs into 12 inches of water and set another anchor, secure at last. An unbelievably beautiful feast for the

an aviary filled with frigatebirds, common terns, and small species of boobytype birds with long necks and bills and black markings. We picked and ate a couple of coconuts that were very difficult to get into. It was nice to be at anchor, ready for repairs both physically and mentally. Everything needed washing, drying, airing out, and restowing. We had plenty of rain and it looks as if there is more to come.

No sight was possible that day. The strong east wind, rain, and clouds filled the day with interludes of sun. It was time to start repacking, culling the

At low tide, I took a walk across the quarter mile of the exposed reef looking at the tide pools. There seemed to be thousands of small fish captured in these pools. Hundreds of bristling, longspined sea urchins, many feather dusters with their bouquet-like appendages extracting nutrients, retracted into their tube-like shells when startled. What is inside the reef is known, what is outside the reef is not. Closer and closer to the edge I got and stared down into the seemingly endless drop into the deep. Schools of fish, barracudas, many large sharks, and groupers. I was amazed at the clarity of the water and the swiftness of the current as it washed along the face of the reef. I stared for a while, intoxicated by the scene.

Traveling simply, this department store inflatable served as the 'yacht' tender.

NO NAME'S FIRST LEG

While I was preoccupied, a large wave swept over the reef, and a 4-foot wall of water rolled me up and knocked me down. As it receded into the sea, it dragged me with it, and left me lying face-first on top of the reef, scraping arms and legs that were desperately searching for footholds and handholds to prevent me from going over the edge. When the surge finally relented, my hands and one foot were inserted into pockets in the reef; the other foot was hanging over the edge of the reef like bait.

When I was able, on hands and knees, scraping coral and gathering more sea urchin quills, I crab-ran toward the lagoon. Then I was overtaken by an even larger wave that again rolled me up but pushed me farther up the reef. However, when it receded I found four good holds. When freed from the pull of this wave, I made rapid progress away from the edge, leaving a trail of flesh and gathering more quills. The next wave, however, barely wet my feet. Two-hundred feet from the edge, my heart was pounding, my body shaking, whereas all else seemed to be calm and no more rogue waves broke over the reef. My flip-flops were on their way to Samoa.

put the island between us and the wind direction so we were protected from a direct onslaught of the weather and were in the lee.

At the edge of the lagoon, I counted myself lucky to have learned this lesson so cheaply. I turned and stared at the fate I'd narrowly avoided. If I'd been pulled into the sea I probably would not have been able to regain the reef and then next stop, Japan. With bloody hands, feet, knees, and face, I made it to the edge of the lagoon and stared over the reef for a while. Not one of the next 100 waves surmounted the reef, lucky or unlucky? For some reason, I no longer feared the 80-yard swim across the shark-infested lagoon to No Name and the comforting arms of Margo.

To the uninitiated, sharks are quite intimidating and downright scary. They're always lurking around, watching and waiting. In the shallows, there may be some six-footers and a lot of four-footers in the lagoon. Outside the reef, they are much bigger. The next day, while I was carrying a discarded piece of equipment in eight feet of water, the biggest shark I had ever seen eyeto-eye started to take an interest in me. Circling, fading in and out of sight, a powerful, sleek master of all he surveys, this apex predator is a magnificent

sight to see. Attached to his side was a hypnotically beautiful remora fish, a horizontally striped black, yellow, and purple fish that is very streamlined. He repositioned himself from the top of the shark's head to just aft of the gill slit. The shark instantly transformed from a sleek cruiser into an attack machine, its pectoral fins pointed down his back arched like the hackles on a dog. I fascinatedly watched it make a direct path to me at great speed. He closed the 50foot distance seemingly instantly. I held up the discarded metal fan to block his charge, and at the last second, he veered off and disappeared into the lagoon never to be seen again. I was totally frightened while swimming back to the boat. Before I hauled aboard, a turtle swam by. A turtle and a shark are Polynesian good luck. It was many miles before we learned the facts about sharks and their place in the great system.

On New Year's Day, the self-winding chronometer stopped. There was not enough motion to keep its movement wound. The exact time is very important for accurate position calculation, and with a little algebra, we could get the time. There are two things necessary for a good fix: the time and the angle that combine to find your position. We knew our position, so we could get the angle and then do the math and find the time. We were able to actually reset the time during our next sight. The barometer fell to 29.65 inches of mercury, the lowest we'd seen on this trip. Low barometers often foretell bad weather. The skies were gray and the winds were shifting to the north and increasing in strength. We moved our anchorage to

We spent time washing our hair. Margo has lovely hair and lots of it. A cruiser secret, Crystal White dish soap works quite well even in salt water. The barometer continued to drop to 29.56. The skies were blown clear of clouds, the sun shone and the wind howled. Waves were large and broke over the reef, filling the lagoon with water. We waded ashore to gather some coconuts while Margo took the sight. Her results confirmed that, sure enough, we were still here. The wind continued to shift. We moved anchors for a better lee, placed additional anchors in case we had to shift in the night, and inspected the anchor lines for wear. The wind direction would probably continue to circle. Sunrise offered a terrifying view of the chaos on the outer reef. Very high waves struck and overran the top of the reef before they finally subsided into the lagoon. One anchor slipped off coral during the night but reset itself in sand unbeknownst to the crew. That anchor, the plow, was now our number one anchor. We went to shore and found that the increased water level had risen enough to reduce the islands to half their normal size. Wind increased and continued to march around the compass, and once again we moved to a more favorable lee and preset lines for the next move.

As the lagoon filled, the majority of the water tried to escape out of the boat channel. Even though it was a mile away, we could see the torrential flow piling up against the incoming waves. The reef on either side was being overrun; the collision between the outgoing flow and incoming waves creating a 10foot vertical wall of foaming green water. Even if we wanted to leave, the entrance was closed out and we were snowed in. We checked lines and anchors and watched the sunset, read until dark, drank hot tea, and snuggled up safely. The howling wind through the rigging was actually very noisy; however, we still got a good night's sleep. The barometer bottomed out at 29.42 and as the day broke the mercury started to rise. Skies remained clear, and wind moderated, but continued to circle; it was now coming from the west. We seemed to be over the hump, however, the atoll was

An aerial view of the small speck of Rose Island, found after sailing approximately 2,500 miles non-stop south from Oahu.

GOOGLE MAPS

still being pounded. It was calm enough to check out the lagoon; the large coral heads were very full of life. Shaped like large squat trees with limbs overhanging the bottom, some scary things hung out under those branches all fascinatingly frightening.

This was a strong storm but not a big one by Pacific Ocean standards. It was interesting that we experienced winds that practically came from around the compass. We were fortunate to have such a shallow draft, 18 inches. I think that the larger storm waves could just overrun the island and the reef, and perhaps it could become very dangerous to be inside the lagoon. With our shallow draft and a high tide, we could probably surf over the reef on the leeward side of the island if we had to. We were thinking about moving on. If we had another storm of similar size it could keep us on the island long enough to make us feel uneasy about our food supply and it would be nice to see something different. We felt obliged to take advantage of a favorable wind if it presented itself,

After completing their circumnavigation in Hawaii Stephen and Margo sailed back to Gashouse Cove two years later, eventually had two children and lived aboard in San Francisco Marina for 20 years.

as another storm could isolate us for a while. We waited another day for winds to reestablish themselves, stowed our anchors, and shoved off. We'd had a wonderful stay in our own tropical paradise. With a nostalgic passage across the lagoon, we waved goodbye to our precious little island on a course of 325 degrees.

There was clear sailing through the narrow passage. Again at sea, if only briefly, we renewed our sea legs, wellrested and dry, shipshape, self-steering to perfection. Wonderful wind, wonderful direction, and wonderful crew. There seemed to be more bioluminescent sea action amongst the islands, volleyballsize blobs flashed and faded, shore birds overhead, beautiful sunset, and already a glow of civilization loomed in the distance. An easy course to steer with no sights necessary, we came upon Tutuila in the early morning. There were lights spotted from well off. We hung offshore until the sun was up. We reduced our sails to arrive at midday. — stephen wolf

AMERICA'S CUP —

Yes, 2024 is an America's Cup year. Much has changed since the era of AC foiling started more than a decade ago with the 2013 Cup on San Francisco Bay.

Ellison and Coutts have moved on to their SailGP league while the Kiwis are back in the role of Defender.

All eyes will be on the prize later this year in Barcelona, Catalonia, Spain, as the 37th America's Cup promises to knock your socks off since, as we all know, the Spanish know how to put on a party!

It will be the AC75 foiling monohulls again, albeit a little lighter and a bit more machine than man as batteries have taken three more jobs away from sailors (grinders).

Cyclers are in play again for the first time since 2017, when New Zealand "cycled" the America's Cup away from the Americans in Bermuda.

This time around the Kiwis will attempt to defend the Cup from five challengers: Luna Rossa Prada Pirelli (Italy), American Magic (USA), Orient Express (France), INEOS Britannia (Great Britain), and, making a return in grand style, Ernesto Bertarelli's Red Bull Alinghi (Switzerland).

The best sailors in the world will be on the water, including Peter Burling, Blair Tuke, Sir Ben Ainslie, Tom Slingsby, Jimmy Spithill and a multitude of other Cup veterans and Olympic champions.

Louis Vuitton returns as title sponsor, and this time there is a Women's America's Cup Event and a Youth America's Cup. Those competitions will be "sailed" in AC40s, which have been used by the America's Cup teams for the ACWS and for two-boat testing as well.

The AC40 for all practical purposes is a battery-powered remote-control boat that sails, but it bears little resemblance 'American Magic' Skipper and Co-Helmsman Tom Slingsby.

to an actual sailboat. It was voted as the 2023 Boat of the Year by World Sailing, but in my opinion they need to rip apart the cockpits and open up the race deck to make it more of a sailboat than a remotecontrol toy.

Like their bigger sister, the AC75, they are "powered" by a twin-skinned mainsail. If you're looking for spinnakers, good luck: There aren't any.

Foil "blades" have become the "winged keels" of this generation and era. The design advances are significant and secret, despite new reconnaissance rules.

The selection series trials begin almost as soon as the Paris Olympics wrap up in August. Many of the male and female athletes will be flashing their newfound gold, silver or bronze hardware at the cameras and competitors, as Olympic medals offer weight and prestige, as the Auld Mug does.

Barcelona was chosen by Grant Dalton and the Royal New Zealand Yacht Squadron (RNZYS), the Defender/Trustees of the America's Cup, having dominated the event since first winning it in 1995.

The first-generation AC75s can be used for training purposes by all teams in the run-up to the 37th America's Cup, but there are strict rules on the further development on many of the appendages.

An updated "Version 2" of the AC75 Class Rule will have larger foils, to promote quicker lift and faster flight. The boats will be lighter, and on board, the electronics, hydraulics and software systems will be vastly upgraded.

Several of the elements are strictly onedesign, and the teams are allowed to build only one new AC75. These high-tech wonders are expected to fly at unprecedented ride heights at speeds over 50 knots on what have been characterized as intense, lumpy-gravy seas.

The Louis Vuitton Challenger Series will determine the team to face New Zealand in the Match. It will comprise multiple round robin stages, as the top four Challengers will have a semifinal series before the top two teams qualify for the Louis Vuitton Cup in a best of 13 races.

The first team to score seven points will win the LV Cup and become the Challenger of the 38th America's Cup.

In a first, all six of the confirmed entries for AC37 will be fielding both Youth & Puig Women's America's Cup teams, and they will respectively be representing their confirmed clubs from New Zealand, Great Britain, USA, Italy, Switzerland and France.

Six new teams that are not competing in the big show will join them, representing Spain, the Netherlands, Canada, Germany, Sweden and Australia.

THE CRYSTAL BALL – All Bets Are On

Emirates Team New Zealand (Royal New Zealand Yacht Squadron)

The Kiwis are back again, and every bit of the team is next to perfect. Peter Burling and Blair Tuke are the best in the world right now, with two America's Cup wins to their credit, plus they are crushing it in SailGP, as for the first time in more years than anyone can remember the Aussies are looking in their rearview mirror! (They don't have one.)

Nathan Outteridge joins the lineup as Glen Ashby has "retired" to chase landspeed sail records. Te Rhutai has been retired as well, but it is a near certainty that designer Dan Bernasconi has another rocket ship up his sleeve.

Their history in the America's Cup is phenomenal, having won or defended five times since 1995 before abandoning their homeland for Barcelona this time around.

The Kiwi team are now looking for the "three-peat" of winning and defending the Cup three times in a row, something that has not ever been achieved by any team

AMERICAN MAGIC

This is not Auckland. The Iconic America's Cup trophy in Barcelona.

SAILING SHOTS BY MARIA MUIÑA / AC37

NEXT STOP BARCELONA

(other than the US) in the history of the America's Cup. 2-1

American Magic (New York Yacht Club)

A tale of two iconic and historical yachts, America and Magic. If any team is schizophrenic in how they operate, it's this one! At times, they're blazingly fast and unbeatable, and at other times, they struggle just to make it to the starting sequence on time.

In the Jeddah ACWS, they weren't going to compete and then they were. As if by Magic!

The addition of Tom Slingsby as cohelmsman changed the game for the team. With three SailGP Championships under his belt, a gold medal, and an America's Cup win to match, he knows what it takes to change the narrative from tragic to magic.

Slingsby is partnered on helming duties by Paul Goodison, himself a gold medalist, as the team has been putting in huge and highly productive hours on the water in the heavily modified Patriot.

The team has signed two-time America's Cup winner Scott Ferguson as design

coordinator. Key sailors include alternate helmsman Riley Gibbs from Long Beach, flight controllers Andrew Campbell from San Diego and Michael Menninger from Newport Beach, trimmers Dan Morris and Lucas Calabrese and Cooper Dressler from San Diego.

American Magic was the first team to re-introduce cyclers into their on-water training as they have spent significant time refining power delivery systems at full scale on Patriot with perhaps a little AI from Altair.

The new boat is under construction

The last days of training for the AC75 champion 'Te Rhutai'.

JOB VERMEULEN / AC37

ETNZ: Peter Burling and Nathan Outteridge; INEOS: Sir Ben Ainslie and Giles Scott; Alinghi Red Bull: Arnaud Psarofaghis and Maxime Bachelin; LRPP: Francesco Bruni and Jimmy Spithill; American Magic: Tom Slingsby and Paul Goodison; Orient Express: Quentin Delapierre and Kevin Pepponet.

AMERICA'S CUP —

in Newport, Rhode Island, and will be launched in June.

If they can eliminate the electronic "gremlins" that have befuddled the team, they can win, and then it's Newport, RI, here we come. 4-1

Luna Rossa Prada Pirelli (Circolo della Vela Sicilia)

Patricio Bertelli and Prada are back for another shot. They had the Kiwis on the ropes at 3-3 in Auckland before the clock struck midnight and reality set in as ETNZ finished the deal in short order to defend the Cup. The team is based out of Cagliari on Sardinia's southern coast.

Francesco Bruni and Jimmy Spithill (who has retired from SailGP as a competitor) are a formidable duo who have been there and done that. Plus, the team is loaded with young, fearless talent like Olympic gold medalist and foiling sensation Ruggero Tita.

Max Sirena leads the management team and Phillipe Presti will coach the sailors. Design is led by Horacio Carabelli. If any team knows what it takes to continue the tradition of the America's Cup, it is the Italians. 5-1

INEOS Britannia (Royal Yacht Squadron)

Sir Ben Ainslie is a five-time Olympic medalist and one of the best sailors in the world. He is a GOAT. But if you look at the designs coming out of Cowes, you have to wonder. They are sailing's versions of Picasso's cubism. They are frankly bizarre.

That design team is led by James Allison, who is the chief technical officer; Geoffrey Willis, and chief designer Martin

Fischer, who comes over from LRPP.

Giles Scott is the co-helmsman, as the Brits have an experienced sailing team, and team principal Sir James Ratcliffe, who also owns the INEOS Mercedes F1 Team with Lewis Hamilton, has drawn many of the technical staff from that asset as listed above.

So, if they can translate track times to on-the-water performance, maybe? 8-1

Red Bull Alinghi

(Société Nautique de Genève)

Ernesto Bertarelli is back with an allSwiss lineup. He has brought in Kiwi Phil Robertson to coach, and if the team is half as aggressive as he is, they could be the dark horse of the event.

Co-helmsmen Arnaud Psarofaghis and Maxime Bachelin have formed a dynamic partnership, rooted in steady progression. This time around Alinghi has picked off lead designer Marcelino Botin from American Magic, where he was responsible for drawing Patriot, which was fast until it crashed and burned.

Former American Magic skipper Dean Barker and former Luna Rossa sailor Pietro Sibello allowed the Swiss to bridge the learning gap quickly.

They have been using ETNZ's first AC75 Te Aihe as a training boat. The team's new boat will be built at Decision SA Yard in Ecublens, Switzerland.

Maybe there's an AC90 in our future? 10-1

Orient Express

(Société Nautique de Saint Tropez)

It wouldn't be an America's Cup without the French. The team is led by Stephan Kandler and Bruno Dubois, and includes

naval architect Benjamin Muyl, skipper Quentin Delapierre, Franck Cammas, and technical director Antoine Carraz.

Like Alinghi, the French will benefit from a latest-generation technology package, which was purchased from ETNZ.

Orient Express Racing Team has chosen to work with several well-established shipyards at the heart of the French maritime industry. The construction on their AC75 will be completed this spring. 25-1

Next Time?

"Where from here?" was always a great marketing ploy by America's Cup Challengers as to the multiple possibilities of "What if … we win?" In many ways, it's like playing Powerball and dreaming what you would do with the money if you won.

There are differing points of view, some valid and others not, on where and even when to hold the event. Home is not necessarily where the next America's Cup ends up landing, as Dalton, like Ellison, moved out of the country after winning, selecting Barcelona as the host city, much to the chagrin of many New Zealanders who felt that "Dalts" was calling the shots and not the RNZYS.

It has been widely speculated that Dalton will take the America's Cup to Jeddah, Saudi Arabia, next time if the Kiwis defend and ETNZ aren't the only team who may be lured by the prospect of sportswashing dollars. Remember, Ernesto Bertarelli dangled RAK as an option for AC33 before the New York Supreme Court put a dagger in that dream.

Luna Rossa Prada Pirelli will almost certainly bring the Cup back to Italy, and INEOS Britannia under the historical

Clockwise from top left: Gauging from 'American Magic's dashboard, that isn't a steering wheel from your grandfather's '64 Chevy Impala; 'Luna Rossa' Prada Pirelli in Cagliari, Italy, training on their multicolored LEQ 12; Blair Tuke, Nathan Outteridge, Peter Burling, and Andy Maloney celebrate an America's Cup World Series win; INEOS Britania's "ugly duckling" of an AC75 at speed.

UGO FONOLLA / AC37

IVO ROVIRA / AC37

RICARDO PINTO / AC37

Royal Yacht Squadron would return the "Silver Ewer" back to its roots in Cowes.

American Magic is a bit of a conundrum, as they seem to be playing Pensacola, Florida, against Newport, Rhode Island, as the team has convinced officials in the Sunshine State's Panhandle to "panhandle" over millions of tax dollars for a "training" base.

But at the end of the day, the New York Yacht Club will have none of it. If American Magic prevails, the America's Cup will return to Newport, Rhode Island, where it belongs, as the NYYC will not be controlled by its racing team as the GGYC

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was and the RNZYS are.

As for the French, they really have no chance, but Marseilles would likely be an overwhelming first choice.

The opening ceremony, followed by the start of the selection series, is set to begin on August 22, and the America's Cup Match on Saturday, October 12. All the races will be live on YouTube and www. americascup.com.

— mark reid

MORPHEUS TO BERMUDA —

Back in 2010, Jim and Deb Gregory switched their Schumacher 50 Morpheus from racing mode to cruising mode and departed the Bay Area. Since then, Jim says, "We've covered just about everything between home and Greece, including five seasons in the Med."

Now, "after one more great summer

three crew between the two places twice. Two is shorthanded, but our past experiences convinced us that, with a good forecast, we would be fine.)

It's too bad that the once-great forecast disappeared and was replaced by one that was far less desirable and very complicated.

on the East Coast," they're headed back home.

The first leg of the Goodbye Tour was from Newport to Bermuda …

Our initial plan had Debbie heading back to California while I sailed to Bermuda with Kim Comfort and Doug Sabetti. However, as our target date of October 2 came and passed, we had to delay due to Tropical Storm Philippe taking direct aim at Bermuda — and projected to arrive about the same time we did.

Eventually, we were delayed so long that both Kim and Doug had other commitments. I had lost my crew and was having no luck recruiting replacements, when my brother Bob contacted me and offered to help!

We saw what looked like a great forecast for an October 10 departure, and he flew in the night before to help me out.

(Two crew might seem on the small side, but Bob and I had sailed BermudaNewport doublehanded a few years back. I had sailed Newport-Bermuda doublehanded a couple of years earlier with Doug Jorgensen, and we had sailed with

Here is the story of our passage — and the reason we will not be making any more late-season deliveries to Bermuda!!

Monday — 10/09

We left the dock at 9:05 a.m. Five minutes late. Pretty good for me. Generally, it was an OK but uncomfortable day. The winds were in the teens just forward of the beam with big waves left over from the previous day's storm. The most interesting part of that first day was sailing through the offshore wind farm that is under construction. Those doing the Bermuda Race next year should double-check to make sure their charts are updated.

The day passed without incident. I even reheated chicken parmesan for dinner. All was as it should be.

Tuesday — 10/10

The wind died. This was strange, since all forecast models (GFS, EURO, and HRRR) said we should have mid- to high teens from just aft of the beam. Instead, we had next to nothing. Something's not right …. Later that morning, Gibb Kane (longtime friend, guardian angel, and CEO/President of Routing Advisory and Technology Services for Adventuresome Senior Sailors, otherwise known as RATSASS) warned that the HRRR model now showed areas of 30+ knots in the Gulf Stream. Other models showed smooth sailing …?

We were already on the edge of not getting to Bermuda in time to beat the next storm. Gibb had planned for us to slow down a little south of the Gulf Stream to

let a low pass by Bermuda. Now he was suggesting we might want to take the delay now, north of the Gulf Stream.

But we had very little wind.

Everything that we were seeing was below what was forecast. Delay would cost us a day and a half, minimum, and who knew what else might change? We decided to press on in hopes of getting to Bermuda before the storm.

This was a really big mistake. Huge.

By midafternoon, the wind had increased to high teens. Erring on the side of caution, we double-reefed the main. By late afternoon, the wind was in the low 20s. We caught 2-4 knots of positive Gulf Stream current, so no turning back now. The seas were getting big. We rolled up the jib to make things easier on the boat and crew.

Sunset. Winds now 25+. The roller-furled jib started to unfurl from the top! Not good. It created an hourglass-type wrap halfway down the

Squalls are scary enough during the day. They become infinitely more so on moonless nights with lightning flashing.

Jim (left) and brother Bob have had many sailing adventures together. None compare with their latest trip to Bermuda.

ANA

MARIA

SHIRLEY GREGORY

DOUBLEHANDED OR NOTHING

headstay. We tried desperately to deploy the jib, hoping to reverse the process. It was blowing really hard. Jib shaking the entire boat.

Not good.

We were running out of options. The wind was building. The sun was setting. It was difficult to imagine it getting much worse.

We decided that the only option was to hold the bottom of the jib (lower half of hourglass) in place with tight jib sheets, then jibe the boat around in the opposite direction to unfurl one wrap at a time.

If this didn't work, we were out of options and I was pretty sure we would lose the rig.

Bob drove. I held jib sheets. Bob did two or three complete 360s. The jibes were not pretty. In fact, they were fairly terrifying, but it was working. Finally, the bad wraps were gone, the jib deployed as it should, and we rolled it back up properly.

Massive relief!!

only a few waves came over the bow.

We started to lower the jib, but the friction created by the wind pressure meant I had to pull the sail down foot by foot. It took a while. I offered Bob more encouragement to ease the *&*(#@ halyard. Luckily, the jib came down inside the lifelines and I managed to keep the luff gathered up forward.

Suddenly, we were hit by a huge wave. The bow leapt up, depositing me in the air while it began its journey down into the trough of the wave. As I descended, the bow submerged and I came down into two feet of water and got washed back four to six feet. My life jacket deployed!

Luckily, when the water ran off, I was still on the boat!

Now looking somewhat like the Michelin Man, I worked on securing the jib to the inside of our lifelines. Eventually, I was able to get three sail ties secured and start my way aft to safety.

But wait — there's more…

Earlier I had noticed the leeward lower shroud seemed a bit loose. When I grabbed it on my way aft it was very loose! WTF? The mast must have been pumping like crazy in those waves. Upon closer inspection, I saw that neither the lower nor upper shrouds had been properly reinstalled by the yard with cotter pins to keep the lower section of the turnbuckles from working loose. When it rains it pours!

Conditionscontinued to worsen. An hour later, the jib started to do the same thing! Shit! But we caught it early. This time, I drove while Bob worked the jib sheets. I think it took two jibes. Things become blurry here. Just one wrap left, and I provided Bob with a loud and inspirational speech about the life-ending consequences of what would happen if he couldn't grind faster. Bob let me know this speech was not effective, and somehow continued to give it 100%.

It finally cleared!! Saved again.

Once again, the jib was deployed, but the wind was now close to a steady 30 knots and we were not going to repeat this process. We needed to get the jib down.

So we started the engine and slowly brought the boat up to an angle slightly off the wind. I went forward and Bob worked the jib halyard from the cockpit.

It was an "exciting" ride on the bow, but I was clipped into our safety lines and

I carry cotter pins on board and was able to go below and grab a few, then return and properly tighten the shrouds and install new cotter pins.

(It is hugely embarrassing for me that I didn't catch this mistake earlier! We know someone who lost his rig for the very same reason earlier last summer. It escaped both my eye, and that of the rig inspector who checked us out prior to departure!)

By 8 p.m., with our immediate troubles seemingly behind us, our forecast info was suggesting that we'd continue to have 30+ knots, and possibly more, until sunrise.

We had a long night ahead of us.

I decided to reduce sail completely and motor just fast enough to allow us to keep the bow pointed 20-30 degrees off the wind and waves. The current was taking us right toward Bermuda. No need to rush. We dropped the main, which was captured by the jacklines and stack

'Morpheus' at the start of the 2008 Pacific Cup. The boat is currently en route to Panama. Jim says they'll probably spend a season or two in Mexico before returning to the Bay Area. Top right: That old time rock and roll — Bob at the wheel during the wild ride to Bermuda.

JIM GREGORY

LESLIE RICHTER

pack, and then wrapped a spare jib sheet around both the boom and sail from mast to clew.

This turned out to be a good move.

We continued our go-slow strategy, just trying to keep things together and avoid any additional issues.

I went below for a three-hour nap while Bob sat under the dodger with the autopilot remote in hand, keeping our bow just off the wind. A couple of hours later, I heard a very urgent call from Bob. Down below things seemed good, but Bob was clearly distressed. He said he couldn't keep the bow into the waves anymore; that it was being blown to leeward. I asked what the wind speed was and heard "15." That seemed to match what I was sensing down below, but not his level of stress. So, I asked again.

"15 knots?"

"No!" he yelled, "50 — Five-zero!"

Holy shit!!

We shifted positions and I "drove" for a while. We were in the middle of an intense squall. Hard to tell but it looked like a total whiteout. All I could think of was Captain Ron's memorable quote: "It's just a squall. They come on you fast, and they leave you fast!"

Why was it hard to tell? Well, I guess I've totally forgotten to mention the absolute lack of any moon. It was so dark out that, eyes open or closed, it all looked the same.

Except, that is, when the lightning all around us lit up the sky. This squall came with an extra helping of lightning, and to me, that is the scariest stuff because you just can't do anything about it.

Anyway, the 50-knot squall did pass very quickly, and we were back to dealing with Gulf Stream waves and 22- to 30knot winds for the next few hours.

At least the current was taking us in the correct direction at 1-2 knots.

It was during this watch that I realized we had friends and relatives at home possibly watching us drifting with the current. No doubt they were concerned, so I started working on contacting them. In the big waves, our new Starlink was useless and could not connect. But I had Iridium GO! as a backup for email, and used SailMail to let folks know we were unhappy, but safe and relatively sound.

Gibb Kane and my wife Debbie had indeed been following us and were very happy to hear we were OK. It turns out Gibb had already notified the Coast Guard that we might be in trouble. According to him, their response was, "Boy, they are really far away."

Top: Gulf Stream current. Bottom: HRRR-forecast wind overlaid in the same time frame. "Not a pretty picture," says Jim. "At the same time, the other two weather models continued to show that we should be fine."

Anyway, the remainder of that night proceeded without further incident as the winds slowly dropped into the mid- to high teens.

Wednesday — 10/11

Go-slow day. Both of us were recovering from post-traumatic stress of the day before. That previously mentioned big low-pressure system was forecast to spin off the Carolina coast that night and pass right over Bermuda. The strong winds attached to this low were forecast to extend almost 200 miles north of Bermuda as it passed Friday afternoon/night.

After the previous day drifting in the Gulf Stream, we clearly were not going to beat that system to Bermuda. Our plan

for the day was to sail toward Bermuda, but stop well short of where those winds would be.

We spent the entire day sailing under only double-reefed main in 12-18 knots of wind. We were slow! But that was fine. Our combined progress during Tuesday and Wednesday ended up being approximately 80 miles! (We normally do 170+ miles a day without trying!)

Thursday — 10/12

This was supposed to be our arrival day. Instead, it became our go-nowhere day. When the sun rose, we had made just about as much progress as we wanted. So, when the wind dropped to low single digits, we were happy going nowhere. Later we sailed/drifted for a few hours to the east, and then a few hours back and a bit more to the west. I was a little worried about Bob's state of mind when he came below after one watch laughing and

saying he'd just spent three hours "Bobbing around." He really thought that was pretty funny!

We didn't make much progress, but we did have a plan: Stall and stay above latitude 36N until 6 a.m. on Friday morning, when the wind should fill in and the storm will have passed just enough for us to head to Bermuda safely. Then full speed downwind — and don't spare the horses!

Why? Well, there was yet another low spinning off Georgia that was going to pass just north of Bermuda on Sunday. Its arrival was forecast to be less than six hours after our projected arrival time.

No rest for the over-stressed! We rehoisted the main, put the jib back on, and hoisted it — but rolled it up and waited for the window to head for Bermuda.

Friday — 10/13

Friday the 13th — how appropriate for this trip! That said, it turned out to be the best sailing day of the whole trip. From midnight until about 6 a.m., there was never more than 5 knots of wind. But right on schedule at 6 a.m., the wind began

DOUBLEHANDED OR NOTHING

to fill in as the low-pressure system passed by below us.

The forecast winds were supposed to be in the 22- to 30-knot range for the entire day. Winds would be a bit less to our west on the way in, so rather than immediately heading for Bermuda (we were still very gun-shy), we sailed west for five hours before "chicken jibing" and sailing some fun downwind angles in 22-25 knots under double-reefed main and jib. The top speed was Bob at 15 knots. Let's go!!

The only issue with the "go west first" strategy was wasting some time that could have been spent pointing right at Bermuda, and that next low-pressure system was on its way!

Saturday — 10/14

Early Saturday morning, about 100 miles out from Bermuda, the winds dropped to single digits.

Time to burn some diesel!!

Now the race with that next approaching low was on. It looked as if we had a four- to six-hour lead on it, and that's the way things finished.

Sunday — 10/15

Due to a one-hour time change, we arrived in St. George's, Bermuda, just after midnight on Sunday.

We had sailed on seven calendar days for a trip that should have taken three and a half to four days, and our work was not done.

Luckily, Bermuda customs had us anchor out rather than bring the boat into the customs dock. We were told to dinghy in to clear customs in the morning.

The only problem was it was supposed to be blowing 25-30 knots when the sun rose on Sunday!!

So, before our first dark 'n' stormy, we had to:

• Assemble the Fortress storm anchor

• Anchor

• Get the dinghy on deck

• Inflate the dinghy

• Get the outboard motor from down below and install it on its stern mount …

It wasn't until about 3 a.m. that we got around to those dark 'n' stormys, but they have never tasted so good!

Thanks, Bob!

— jim gregory

PAC52

‘CALLISTO’ Photo Credit: Felipe Juncadella for Up Top Media

The sailmaker of choice to the world’s most high-performance race yachts.

Doyle Sails San Francisco

Bill Colombo

"Max,

how are we doing?"

It was a fair enough question, but one I could not answer. I was navigating a very big, very new, and very expensive racing yacht in a very prestigious regatta. Well, actually Lee Helm was calling all the shots; this ride was well above my usual pay grade. Lee had suggested I come along as an "owner interface." My job was to translate all the mysterious tactical and sail-trim calls to something the owner, who claimed to love sailing but had never actually skippered a race boat of any size, could comprehend.

"It's very close," I answered, hedging my bets.

The problem was that we would not know our time allowance relative to other boats until the race was over.

"It's a 25-mile course," volunteered the chief mainsail trimmer, without looking down from the rig. "If this were time-on-distance under PHRF, we would have to be two and a half minutes ahead at the finish. I think we've got 'em."

"Except that it's, like, time-on-time," Lee added, looking up from her tablet that mirrored the full set of instrumentation. "The wind conditions have been favorable to us, so that means our rating is going to be less favorable by the time the RC sorts it all out after the race. Let's not count chickens based on time-on-distance."

"How much time do we give them for a 25-mile course in time-on-time?" asked the owner. He was mainly concerned with only one other boat, his usual archrival. The crew suspected that there was also a side bet involved.

"Depends on the time, not the distance," I explained. "Think in terms of minutes per hour and seconds per minute of sailing time."

"The problem," suggested the mainsail trimmer, "is that we all know the PHRF numbers for most of the boats in the fleet, but we never remember the speed correction factors after the PHRF numbers are converted to time-on-time ratings. I think the blame falls on the PHRF Committee. They should publish ratings as time-on-time speed factors instead of time-on-distance numbers. Those are the numbers we should be conversant with. It would save a step converting to time-on-time."

"Good point," I agreed. "I know my own PHRF rating, and I know the ratings for all the boats I usually race against, so if I know the distance I can work out how much time I have to give each competitor, all in my head."

"But there's, like, a problem doing that with time-on-time," Lee explained. "Time-on-distance numbers can be subtracted from each other to get time allowance per mile from any one boat relative to any other. For example, if my rating is 126, and I'm racing against a boat that rates 168, I know I have to give the other boat 42 seconds per mile. Can't do that with time-on-time speed factors! Those ratings translate to… let's see… 0.962 and 0.905, using the usual formula. The difference is 0.057, but that doesn't tell me anything. I have to find the ratio between the two speed factors, and then convert to seconds per hour, and like, even I can't do that in my head."

"Still," insisted the trimmer, "we would be one step closer if the ratings were published as speed factors."

Lee did not respond, but looked up from her tablet and announced: "Thirty seconds to layline!"

The crew boss reminded everyone to not move until the boat started to turn,

but it was OK to "unthread" their legs from the lifelines in preparation for a snappy weight shift for the desired rolltack effect.

After we were back up to speed on the new tack, I suggested that when the ratings are multipliers, a proper scratch sheet for a time-on-time handicap race really needs to be customized for each boat, with the allowance in minutes and seconds per hour of racing, all adjusted for that boat as the scratch rating.

"Even that won't work," noted the trimmer. "These days they're using a rating matrix, and the rating will be different for each leg."

"It gets even more complicated than that," added Lee. "They use the rating certificate polars for each boat, then they apply the expected wind conditions around the course, and then they use a routing optimizer to predict the finish time of each boat in the fleet. The boat that beats their prediction by the biggest margin wins."

"That's not so bad," said the driver, who had been concentrating on his steering and keeping quiet up to then. "But it's really messed up when they use the wind speed measured during the race, instead of predicted in advance. That's what they're trying to do for this regatta, and that's why we don't know which boats… "

"Numbers are off!" Lee scolded, and the driver cut himself off mid-sentence and turned his full attention back to his steering.

"Maybe I should have bought a polo team instead of a racing yacht," sighed the owner. "Then at least I'd know the score."

"It wouldn't be so bad as long as the handicaps were established before the race," said the trimmer. "If the RC were worth its salt, they could publish custom scratch sheets for each boat as soon as the wind forecast was locked in. Anyone with a cellphone could get that file right up to their prep signal."

"For all the money you're spending to campaign this big boat," added the crew boss, "you should have a right to know if you're winning or losing before the race is over. After-the-fact rating adjustments really work against the excitement of close competition."

"Speaking of large checks, Max," the owner asked, "what's the deal with US Sailing and AmericaOne? I usually write them a big check every year, but I'm not sure my money is being well spent, what with all the high-priced law

The success of US Sailing should be judged by the number of 10-year-olds learning to sail, and the number of teenagers who stay with it. Not by the number of Olympic medals we bring home.

ALL IMAGES MAX EBB EXCEPT WHERE NOTED

A POX ON BOTH THEIR HOUSES

firms involved. Do you know the backstory? Which side should I support?"

"I say, 'a pox on both their houses,'" the mainsail trimmer answered for me without looking down from the rig. "Read the complaint filed by US Sailing. They start by listing their best examples of how they believe they are fulfilling their founding mission to promote sailboat racing:

'Project Pinnacle, which supports athletes in pursuit of Olympic success by providing direct athlete support, coaching excellence, and the Olympic Development Program …

'Project Pipeline, which supports the best young sailors, including through the Olympic Development Program, by giving them access to the highest standards of equipment, training, and competition in order to build the foundations for Olympic-level performance in the future …

"Even that support can be misdirected," added the aftmost crew on the rail, turning his head and upper torso around to face aft and inboard. He had been one of the instructors at a city-run sailing center when it was designated an Olympic Training Site.

"Yeah, USS poured a lot of money into our facility, but it all went to buying new boats that can only be used by the people in the Olympic training

shot at it."

"USS is fixated on the Olympics," the trimmer continued his rant. "Their success should be measured by the number of 10-year-olds sailing Optis or 'Toros, not by how many Olympic medals we bring home. Yet when you read US Sailing's concerns, they turn the low number of medals into the national sailing crisis. Personally I think the Olympic sailors can all pay their own damn bills. Get more kids on the water in small boats if you really want to build a good team in the long run."

"Do you think it's a mistake to contribute to AmericaOne?" asked the owner. "Remember where they came from," he answered. "Created to fund an unsuccessful America's Cup challenge in 2000. They didn't even make the finals. Top-end competition funded by wealthy donors is in their DNA."

'And finally, Community Sailing Initiatives, which provides communitybased sailing organizations across the United States with the equipment and instructional tools …'"

"Community sailing support is vital," I said. "And one out of three ain't bad."

"Sure, but it's only one out of three, and outreach to underserved sailors gets a very small slice of the pie. It should be the first priority, if US Sailing were doing its job."

program. They get very little use — the future Olympians like to train in Florida — but the new boats take up valuable storage space. We needed a new dock, not new boats that we can't use."

"Can't the other kids at the Sailing Center sign up for the Olympic training program too?" I asked.

"No way," he said. "It's competitive, and only accomplished racers have a

"Money from the one percent," suggested Lee, "to fund the zero-zero-pointone percent of sailors. Millions go to support just 14 rich white kids."

"How do you know they're all rich?" the owner challenged.

"Oh, just a hunch," Lee answered wistfully, looking up at the sky.

"What do you think US Sailing could do to fix this?" the owner asked.

"Get out of the Olympics!" the driver practically shouted. "They don't have to give the store to AmericaOne, just let

It can be hard to figure out your time-on-time allowances in the midst of an intense day on the race course.

SHARON GREEN / ROLEX

A customized time-on-time scratch sheet. If the RC adjusts the handicap right before each race based on the short-term wind forecast, they could broadcast custom scratch sheets to the fleet.

MAX EBB

US OPC, the US Olympic & Paralympic Committee, pick the best org to administer Olympic sailing. US Sailing needs to get back to their core …"

"Numbers are off again!" Lee scolded the driver, a little louder this time. And to the crew boss, "Next mark is a jibe set."

"Jibe set!" called the crew boss, alerting the foredeck. "And good layline call, Lee."

The rounding, the jibe and the set were perfect, and I admired how easy a well-trained crew made it look. Lee clicked her stopwatch as we rounded, so at least we would have a time delta on our competition at the mark.

"Do you think USS should drop the suit," I asked, "and not recover the funds that AmericaOne was raising for them?"

"If the money was earmarked for Olympic training," Lee ventured to predict, "USS is like, better off without it."

"And about those kids in Optis," the mainsail trimmer added. "Don't focus the program on racing. That just turns off about two-thirds of the kids.

The born racers will figure it out for themselves, and beg for start and finish lines."

"And maybe, like, even more important," said Lee, "is to make sure they have access to a good, stable daysailer that teenage sailors can take out for an unsupervised sunset cruise. When the hormones kick in, if they can't bring a date out for a moonlight sail, the battle is lost; They'll forget about sailing and buy a motorcycle or join a garage band."

"Or play viola in the string section," suggested the trimmer. "Way better to hang with those cute violinists than in some sweaty locker room with the guys."

"What I'm hearing," the owner surmised, "is that I should bypass USS and AmericaOne and give directly to a community sailing center."

"Totally," Lee said. "And USS should also be lobbying for on-site storage shoreline land for sailing centers everywhere there's so much as a sailable puddle near a non-wealthy neighborhood. City kids don't have a backyard or a garage to store even a 7-ft dink. We

need on-site small-boat storage in every waterfront park worthy of the name."

The afterguard's attention turned back to the race, but the owner was still clearly frustrated that none of his experts, including the hired guns, could tell him if we were winning or losing.

"With every possible variable worked into the handicapping," he complained, "there's no room left for luck. How can we possibly win against a boat with a better rating when it's all predetermined? I'd be racing one-design if there were a big class of big boats I could buy into."

"Yes, adjusting the ratings after the start is going too far," the trimmer repeated. "But you know, the correctedtime margins from yesterday's race, at least at the top of the fleet, are even closer than you usually see in a onedesign race."

"Big boat or small," Lee observed, "one-design or handicap, the best sailors always seem to have the fastest boats."

— max ebb

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36’

THE RACING

Some California Laser sailors took a break from winter to head Down Under for the ILCA Masters Worlds. Meanwhile, the Northern Hemisphere winter season rolled on; this month we visit Island, Monterey Peninsula, South Beach, Berkeley, San Diego, Golden Gate Corinthian and Coral Reef YCs and RegattaPRO. We also publish race committee request, and Box Scores returns.

ILCA Masters Worlds Down Under

The 2024 ILCA Masters World Championships were held from February 2-10 in Adelaide, Australia, with a big fleet, big breeze, big waves and a strong contingent of California sailors making the trek from the West Coast of the USA to the South Coast of Australia. More than 200 local and international competitors attended the event.

Competitor Jon Andron wrote, "In my 50+ years of racing world-class events, this 10-day event was the most physically difficult I've ever completed. My mindset was simply to survive: Stay upright, avoid injury, and live to fight another day." Andron finished fourth in the 19-boat ILCA 6 (Radial rig) Legends (ages 75+) fleet. SoCal's Bill Symes won that division.

Andrew Holdsworth took first by just two points in the 45-boat ILCA 6 Grand Masters (55-64 years old). Andrew splits his training among San Francisco, Mexico, England, Turkey and Australia.

Andrew reported, "The regatta was a wild, windy week with a premium on boat speed in wind/waves, boat handling,

and avoiding silly mistakes and as much risk as possible. The first day was the only light-medium day, with some of the smaller sailors getting to the front.

"The next day and for the rest of the week it was big breezes, where the bigger sailors came to the front. Mark TonnerJoyce soon established himself as the fastest guy upwind. My job was then to fight for second place, keep the scores close all week, and see what could happen at the end of the series. Mark was judged with a Black Flag in Race 11, which meant I went from 10 points in arrears to first place. After that, it was a matter of staying out of trouble and finishing the series. The ILCA Masters is tough in that it allows only one drop in a 12-race series. There is very little margin for a bad score!"

Fifth-place ILCA 6 Grand Master Al Sargent commented, "All the leading boats were on top of their game, making very few mistakes. The fact that an Olympic medalist and America's Cup winner finished eighth speaks to the depth of the fleet.

"The conditions were very challenging

— not just the wind strength, which we're used to in San Francisco — but the massive waves and confused sea state. It was a trade-off between pushing for speed and backing off so you didn't capsize."

Chris Simenstad sailed in ILCA 7 (standard rig) Masters (ages 45-54). "This was my first Worlds, but it won't be my last," he said. "The sea breeze built every day, so the second race for my start was always in 20+ knots. The waves were huge with irregular sets; once in a while a wave would roll through and catch me off guard."

Chris survived the big conditions despite breaking a tiller extension while recording a top finish of sixth in a fleet of 19 boats.

Other competitors from the Bay Area included Emilio Castelli, Walt Spevak, and Toshi Takayanagi. Emilio placed fifth in the ILCA 7 Great Grand Masters (ages 65+) fleet. He commented, "It was blowing, but the water was warm and I didn't die."

Luke Elliott of the Australian Sailing Team coached some of the California contingent. He commented that "Bill Symes put together a very consistent regatta to claim his sixth world title. Super-fast all over the course, he was nearly unbeatable once he had the lead, which was often!

"Jon Andron could have had a much better week if it wasn't for a few navigation errors that cost him some big points. He rallied hard in the last race to come from behind and secure fourth place overall in the Legends category, which was a well deserved result.

"Toshi made some massive improvements throughout the week. Struggling early in the event with the big breeze and waves, he stayed calm and overcame some downwind issues that had resulted in many capsizes. By the regatta end he wasn't even close to capsizing and was making up good ground on the runs."

See the complete results at https:// 2024ilcamasters.ilca-worlds.org . Read more of this story and see more photos in February 16's 'Lectronic Latitude at www.latitude38.com.

The Bay Area Laser fleet regularly sails out of Alameda Community Sailing Center, Richmond Yacht Club, and other venues.

— latitude / john & chris

A contingent from Richmond YC, left to right: Emilio Castelli, Chris Simenstad and Toshi Takayanagi at the ILCA Masters Worlds in summery Adelaide, Australia.

A Retirement Request to Racers

Following the Three Bridge Fiasco (see our report on pages 52-56), we received this note from a race committee volunteer who wished to remain anonymous:

"If you check into a race, or start, it is vital to let the race committee know if you are dropping out of it.

"The first instinct is often to do that over VHF.

"But hailing a race committee on VHF is exactly like talking on the world's most limited, primitive cell network. It is the equivalent of having just a single cell antenna, close to sea level. If you have good line-of-sight and are close, it works. If not, it doesn't.

"Before you race, check the Notice of Race and Sailing Instructions, because some RCs want text messages instead of VHF hails.

"Text messages have the following advantages over VHF, many of which are also advantages over voice calls, too:

• Text works when the boat does not have good line of sight to the RC.

• Text works when the boat is far away from the RC.

• Text is low bandwidth, so it works where a voice call would cut out or drop.

• Text does not suffer from wind noise [or, we would add, engine, especially outboard, noise].

• Text cannot be misheard.

• Text is concurrent: Many racers can text at once.

• Text is asynchronous: It enables the

RC to prioritize what they are doing and then contend with importantbut-not-urgent retirements when appropriate.

• Text is logged automatically: The RC never has to wonder if boat X called in during a moment away from a clipboard and did not get written down.

• Text can give you, the racer, evidence that the RC received your text.

"Cell phone companies have spent billions of dollars putting cell antennas on towers on top of buildings on top of hills. And they're ubiquitous. For example, even if you do not have line of sight from the east side of Yerba Buena back to the Golden Gate YC parking lot,

odds are very good you have line of sight to an antenna in Emeryville that can talk to another cell antenna near the Golden Gate YC parking lot.

"It is important for the RC to know who has dropped out, promptly. Be sure to follow the process in your race documents. If you cannot use text and cannot reach the RC on VHF from where you are, motor to where you have line of sight and are close before trying again, or contact them some other way.

"Keep trying every 15 minutes or so, until you're acknowledged by the race committee volunteers. Until you're acknowledged, you're still on the list of boats they'll worry about."

— latitude / chris

USA 224757 is Andrew Holdsworth, who won the Grand Masters Fleet at the ILCA Masters Worlds on February 2-10. The renowned British-American sailor is a member of St. Francis YC.

DOWN UNDER SAIL

Legendary SoCal sailor Bill Symes won the ILCA 6 Legends Fleet.

THE RACING

Island Days on the Estuary

Predicted winds for Island YC's Race #4 in the Island Days series on the Alameda-Oakland Estuary were so low that abandoning was a real consideration. But about an hour before the start on Sunday, February 11, Mother Nature heard our heartfelt concerns and produced some beautiful weather and constant breezes, with the bulk of the racing affected only by a mild but building ebb.

Justis Fennell of the Soverel 33 Good and Plenty agreed. "The biggest surprise was that weather forecasts were indicating very light winds for the day, but it turned out to be perfect conditions, with 4-9 knots of breeze. Half of our regular crew were unavailable, so we had some minor challenges. Beautiful day! IYC is doing great!"

As expected, the Santana 22 fleet was hotly contested at the start but slowly separated into positions as they searched for the lifts. A downwind run on spinnaker brought Billy Cook and crew on Brandy into a slight lead over Chris Nicholas and crew on Fun. Hank Lindemann and crew on Anemone were still in the hunt. Ultimately, Brandy prevailed for the win in Race #4.

"We were late and way out of position at the start," recalls Billy Cook. They wanted to start at the race committee end of the line but found themselves winning the pin end. "Any lead we had quickly evaporated, as Fun and Anemone found another gear and were right there at the turn. Now it was a spinnaker battle! We could not shake Fun and Anemone downwind. In desperation, we left the kite up way too long into the leeward mark and charged toward the finish in what was sure to be a quick one-lap Super Bowl Sunday race victory. Imagine my surprise when there was no horn and the committee sent us around a second time!

"The second lap was pretty much the same as the first, with the exception of a massive spinnaker wrap via launching from the companionway.

"We ended up having more wind than was predicted. Much love and respect to my mates, Jeff Lee and Lorenzo Lavelle. Jeff and I sailed the boat, and Lorenzo, my best 8-year-old friend, was in charge of tactics and music. Anemone, Fun and Brandy all finished this race at 2:01p.m., separated by seconds."

"IYC has been doing an outstanding job with their race deck," said Hank

Lindemann. "To get multiple divisions out and conduct quality regattas is not to be taken for granted. It takes many people and good mentors to run smooth regattas year after year.

"Thanks, IYC, for your support of our fleet since the '70s. Keep up the great work!"

Carliane Johnson, sailing on the Harbor 20 Blue Pearl, said that, among her crew, "The best quote about Sunday's race was the silver lining when I got them out on the water an hour earlier (accidentally) before the starting gun. We were able to practice starts and rounding the downwind mark this time, to which my son Shawn said, 'Being early was fun.'"

"Winter wind conditions often give rise to course shortening on the AlamedaOakland Estuary, but there are times when it all just comes together magically," commented Jens Jensen.

"We were late over the line at the start, unfortunately. We are very grateful we could complete two laps of racing, giving us more time to climb back into contention. We are Loose Cannon, the J/22, sail #392. Grant Hayes and my daughter Liv helped me sail the boat."

And then sometimes you throw a party where nobody shows up — and you still have fun, as Ken Bodiley on the Columbia 5.5-Meter Maverick explained. "Another glorious IYC Sunday race! A shame no other 5.5s were able to make

Top row: Racing in the sunshine in the Berkeley YC Midwinters on Saturday, February 10.

Bottom row: San Diego YC Club Championship on January 20-21, sailed in J/22s. Scott Sinks with Chuck Eaton and Johannes McElvain topped the 12-boat fleet. See www.sdyc.org.

THIS ROW GLEN GARFEIN

THIS ROW BOB BETANCOURT

it, but I was lucky enough to have my father in town from England for the weekend — he hasn't been on the water for four years — as well as my 8-year-old daughter, who helmed most of the race, so it was a family affair."

—

chris mcdowell

Perry Cup Concludes in Monterey Mercury sailors have been competing on Monterey Bay the first Saturday of the month, November-February, courtesy of Monterey Peninsula YC. Race committee volunteer Jack McAleer filed this report following the final day of racing on February 3:

"John and Mike Ravizza won this season's Perry Cup Series with a first and two second-place finishes against three other Mercs on an overcast day with a light but remarkably steady northerly breeze on Monterey Bay. Patti and Jack McAleer needed to shift the weather mark only once, when the wind shifted to the right and diminished to a whisper, as the boats ghosted to the finish on a three-lap windward-leeward course that PRO Dick Clark wisely shortened after two laps.

"Second place went to Bradley Schoch and Patrick O'Hara of the local fleet. They accomplished the rare feat of earning first in the Silver Division in addition to their overall podium finish.

"Ravizza's and Schoch's boats were

the only two to start all 12 races in the series. Third place in the series went to Dave West and Chris Krueger, who missed the first weekend's races. Randy Smith was absent from January's fourrace installment, but still finished the series in fourth place with two wins on the last day."

— latitude / chris

MPYC PERRY CUP SERIES (12r, 3t)

1) Fortran, John Ravizza, 16 points; 2) #563, Bradley Schoch, 22; 3) Space Invader, David West, 24. (10 boats)

Full results at www.mercury-sail.com

South Beach Midwinters

Most mariners know bluster boy Njörð. From Norse mythology, he's the guy who pulls the strings for wind, sea and all bounty of the ocean. He gets the text message whenever a sailor needs goodwill seafaring; he's also the guy who bestows wealth and prosperity. Njörð has been taking select days off — including South Beach YC's first three midwinter race days. Has he been remote with some wind lass? Or possibly taken ill, down with Island Fever? November, December and January competition records show nada scores. Not a score was given, because not a knot of nautical puff rippled

around the course. (South Beach racers were hoping for better on February 24, after this issue went to press.)

The pocket south of the Bay Bridge, where SBYC resides, is somewhat sheltered from the strong breeze that funnels off the Pacific, but there's nearly always a light breeze in winter, asserts Suni Petersen. Helping the race committee on January 27, she said that winter storms can really kick up in the region, and summer months usually deliver steady 15- to 22-knot winds. "We hardly ever cancel even one race."

Suni added that many hope the day's conditions are not a harbinger of future conditions. Despite a no-blow in January, crews took to tasks: Some got current on pop culture, others stretched out flat to catch rays, idle hands peeled labels off bottles. Petersen said with a smile, "In a recent race, while waiting for wind, crews tossed food back and forth from boat to boat."

To explore a possible reason for this season, we consulted a proud Scot whose "Echoes of Norse heritage are woven in the rugged landscapes of my homeland, intertwined with tales of fierce warriors, seafaring adventurers and sea creatures such as the chaos-causing Nuckelavee." Yes, that's racing stalwart Mark Kennedy

IYC's Island Days race on February 11, clockwise from top left: the Santana 22 'Anemone', Soverel 33 'Good and Plenty', Columbia 5.5 'Maverick', Express 27 'Wile E. Coyote', and J/22 'Loose Cannon'.

CHRIS MCDOWELL

JOHN MOTTER

JOHN MOTTER

CHRIS MCDOWELL

THE RACING

of Melges 32 fame. His estimate was that Njörð decided to treat himself to a day of leisure, lounging on some fluffy cloud somewhere, enjoying the view of us mere mortals drifting aimlessly below. "After all, even deities need a break from time to time, right? But let's not discount the possibility of a cosmic mix-up, where Thor accidentally borrowed Njörð's enchanted hammer, causing all sorts of celestial chaos and leaving us stranded in a windless abyss." He asserts Scots to be a resilient bunch, accustomed to braving the elements with a hearty laugh and a Dark 'n Stormy in hand. "I couldn't help but raise a toast to Njörð. In the immortal words of our Scottish forebears, 'When life gives ye nae wind, ye make yer ain fun!'"

Will a competitor or reader suspect collusion between Kennedy and the wind god? "Some may jest that my boisterous Scottish spirit, infused with a dash of Viking bravado, inadvertently intimidated the winds into submission, leaving us adrift in stillness. After all, there's no denying the power of a hearty Scottish laugh and a well-timed tale of valor to sway the elements." He goes on to mirthfully point out there's now a fierce tie for first in the series. "Maybe Njörð'

was looking out for his Viking brethren and the Nuckelavee." One thing about this winter's SBYC season so far — it's somewhat similar to a kids' sporting event where no one is a loser; everyone is a winner.

The series will conclude on March 16. See www.southbeachyachtclub.org.

— martha blanchfield

Seaweed Soup at Golden Gate

Compared to January's race day, the conditions on February 3 were mellow — a bit too mellow. A flood was giving way to ebb, and a SSE breeze blew through the City. All divisions were assigned an eastbound start off Golden Gate YC, with the Blossom Rock buoy between Alcatraz and the Bay Bridge as a first mark.

The race chair said he wanted everyone off the water before 4 p.m., when the leading edge of Sunday's big storm was forecast to blow into San Francisco.

The breeze was decent at the start, but the flood was deceptively strong on the Cityfront, and PHRF 2 suffered a general recall. The fleet was slow returning to the west side of the line against the current, and the restart was delayed by 15 minutes.

Once everyone had started, they

found diminishing breeze around Pier 39, with some zephyrs on shore but a giant hole out in the middle. The divisions compressed. The ebb ramped up, and Blossom became very difficult to round. Boats also required to round Alcatraz would also have a challenge with that. Nevertheless, some boats did finish.

Fortunately, the big storm held off until that night.

The Seaweed Soup Series will conclude on March 2. Check standings or enter the last race at www.jibeset.net

— latitude / chris

Storm Cancels Racing

The predictions for Sunday, February 4, were no joke. On Saturday, Sig Alert signs urged motorists to stay off the roads on Sunday and Monday. Harbormasters up and down the state urged their tenants to take extra care to secure their boats. Indeed, some locations in the Bay Area and beyond did record gusts of up to 100 mph that day. In places, 24-hour rainfall totals rivaled those for some entire winters. Trees and power poles fell, and electricity failed for vast numbers of customers. So we weren't at all surprised when Richmond YC canceled their Small Boat Midwinters and Sausalito YC canceled their Chili Midwinters on that day.

— latitude / chris

South Beach racers make the best of null air on January 27, clockwise from top left: The J/88 'Inconceivable', the J/105s 'Aquavit' and 'Rakusu', and the Melges 32 'Nuckelavee' (skipper Mark Kennedy is second from right).

ALL p HOTOS THIS p AGE MARTHA BLANCHFIELD

Corinthian Midwinters Conclude

Two weeks later, on February 17-18, the Corinthian YC was able to successfully run two races to complete their Midwinter Series despite storm forecasts that made the weekend look iffy. Fortunately, the worst of the weather held off until evening on both days.

Saturday's race started and finished

NHYC/SDYC ISLANDS RACE, 2/9-10

ORR A — 1) BadPak, Botin 56, Tom Holthus; 2) Rio100, Bakewell-White 100, Manouch Moshayedi; 3) Fast Exit II, Ker 52, John Raymont. (5 boats)

ORR B — 1) Pyewacket, Andrews 68, Roy Disney; 2) Grand Illusion, SC70, David Clark; 3) Bolt, N/M 70, Craig Raynolds. (5 boats)

ORR C — 1) Lucky Duck, Rogers 46, Dave MacEwen; 2) Argo 4, J/125, Kenny Kieding/John Vincent; 3) Groundhog Day, Rogers 46, Rich Festa. (4 boats)

ORR D — 1) Westerly, SC52, Dave Moore; 2) Trouble, SC50, Tom Camp; 3) Amazing Grace, Farr 57, James Puckett. (5 boats)

ORR E — 1) Night's Watch, J/130, Dean Stanec; 2) Kookaburra, Beneteau First 40.7, Mark Mallaby; 3) Blackwing, Grand Soleil 44, Barry Clark. (5 boats)

ORR F — 1) Outsider, Azzura 310, Greg Nelsen; 2) Obsidian, J/111, John Staff; 3) Bloom County, Mancebo 31, Elliott James. (4 boats) Full results at www.nhyc.org

SYC/REGATTAPRO WINTER ONE DESIGN SERIES (8r, 2t)

J/105 — 1) Beast of Burden, McDonald/Sellers/Turner, 13 points; 2) Peaches, John Rivlin, 15; 3) Godot 2.0, Phillip Laby, 20. (21 boats)

EXPRESS 27 — 1) Motorcycle Irene, Will Paxton, 12 points; 2) Under the Radar, Greg Felton, 16; 3) Bombora, Rebecca Hinden, 19. (13 boats)

J/88 — 1) Ravenette, Brice Dunwoodie, 6 points; 2) Butcher, Dave Corbin, 15; 3) Pelagia, Christos Karamanolis, 17. (7 boats)

in the Knox racing area west of Angel Island. The first two divisions had a very short (some sailors said too short) first leg to Little Harding, while others went to Hank Easom, formerly Yellow Bluff, as their first mark.

Sunday's pursuit race was sailed on big seas in the North Bay — all divisions surfed waves to Red Rock, the first mark — and a southerly that gusted into

BOX SCORES

J/24 — 1) Evil Octopus, Jasper Van Vliet, 6 points; 2) Froglips, Richard Stockdale, 14; 3) Little Wing, Robin Van Vliet, 21. (6 boats)

MELGES 24 — 1) Chop Chop, Matt Hamilton, 7 points; 2) Powdered Toast Man, Nick Pullen, 15; 3) À Demain!, Sebastien Laleau, 19. (4 boats)

MOORE 24 — 1) For Sale Too, Bill Erkelens, 14 points; 2) Topper II, Conrad Holbrook, 14; 3) Firefly, Joel Turmel, 15. (8 boats)

J/70 — 1) Son of a Son, David Fried, 9 points; 2) Spirit, Andy Dippel, 15; 3) Sandpiper, Courtney Clamp, 20 (3 boats)

Full results at www.sausalitoyachtclub.org

BYC MIDWINTERS SATURDAY SERIES (4r, 1t)

PHRF <85 — 1) Swift Ness, J/111, Nesrin Basoz, 4 points; 2) 'io, Antrim 27, Buzz Blackett, 6; 3) Abracadabra, Antrim 27, Ian Chamberlain, 7. (9 boats)

PHRF 87-112 — 1) Baleineau, Olson 34, Charlie Brochard, 4 points; 2) WYSIWYG, Olson 30, Hendrik Bruhns, 5; 3) Bloom County, Mancebo 31, Elliott James, 11. (6 boats)

PHRF 114-156 — 1) Sea Star, Cal 39, Bob Walden, 4 points 2) Ahi, Santana 35, Andy Newell, 5; 3) Take Five More, Olson 911, Grant Kiba, 7. (8 boats)

PHRF ≥159 1) Phantom, J/24, John Gulliford, 3 points; 2) Recluse, Cal 20, Vince McPeek, 6; 3) Mistress II, Farallone Clipper, Richard vonEhrenkrook, 8. (4 boats)

SHEET

the 30s. Buzz Blackett's Antrim 27c 'io raced without him in February; regular crewmember Skip Shapiro took over skippering duties. "Skip and his team were first overall in the Division 1 and 2 pursuit race on Sunday," says Buzz. "I understand that 'io was planing at 12-15 knots all the way from Raccoon Strait to Red Rock on Sunday."

— latitude / chris

CYC MIDWINTER SERIES (4r, 0t)

PHRF 1 — 1) Skeleton Key, J/111, Peter Wagner, 7 points; 2) Kuai, Melges 32, Daniel Thielman, 9; 3) Arsenal, J/125, Andrew Picel, 15. (15 boats)

PHRF 2 — 1) 'io, Antrim 27c, Buzz Blackett/ Skip Shapiro, 8 points; 2) Basic Instinct, Elliott 1050, Memo Gidley, 11; 3) Peregrine, J/120, David Halliwill, 13. (9 boats)

PHRF 3 — 1) Ne*Ne, J/105, Tim Russell, 5 points; 2) Split Water, J/88, Mark Howe, 7; 3) Lonestar, Beneteau 10R, Madeline Morey, 12. (10 boats)

PHRF 4 — 1) Arcadia, Mod. Santana 27, Gordie Nash, 3 points; 2) Sea Star, Cal 39, Bob Walden, 8; 3) Heart of Gold, Olson 911S, Joan Byrne/Axel Mehnert, 12. (8 boats)

PHRF 5 — 1) Fjaer, IOD, Richard & Mark

OLSON 25 — 1) Sketch, David Gruver, 3 points; 2) O'Mar, David Scott, 6; 3) Synchronicity, Steve Smith/Theresa Lahey, 10. (5 boats)

MULTIHULL — 1) Hullabaloo, F-31R, Jonathan Kaplan/Alec Stewart, 4 points. (1 boat) BYC MIDWINTERS SUNDAY SERIES (4r, 1t)

PHRF <126 — 1) Spirit, J/70, Andy & Kat Dippel, 4 points; 2) Yankee Air Pirate, Olson 30, Donald Newman, 7; 3) Chomp!, Etchells 22, David Janinis, 10. (8 boats)

PHRF 129-169 — 1) Evil Octopus, J/24, Jasper Van Vliet, 3 points; 2) Froglips, J/24, Richard Stockdale, 6; 3) Flight, J/24, Rosanne Scholl, 8. (5 boats)

PHRF ≥171 1) Antares, Islander 30-II, Larry Telford, 3 points; 2) Zeehond, Newport 30 MkII, Donn Guay, 5.5; 3) Evenstar, Ranger 23, Gregory Towers, 8. (4 boats)

DOUBLEHANDED — 1) Bad Hare Day, Wylie Wabbit, Erik Menzel/Bren Meyer, 6 points; 2) Kwazy, Wylie Wabbit, Colin Moore/Alex Hanford, 8; 3) Motorcycle Irene, Express 27, Julia Paxton/ Jeane Rodgers, 10. (13 boats)

SINGLEHANDED — 1) Outsider, Azzura 310, Greg Nelsen, 4 points; 2) Dura Mater, Cal 2-27, Jackie Philpott, 7; 3) Surprise!, Alerion Express 38-1, Bob Johnston, 7. (6 boats)

ALERION 28 — 1) Zenaida, Fred Paxton/Arnie Quan, 3 points; 2) Resilience, Michael Quinn, 6; 3) Dream, Ernest Galvan/Dolores Shotton, 11. (7 boats)

EXPRESS 27 — 1) Under the Radar, Greg Felton, 3 points; 2) Freaks on a Leash, Kathleen Cornetta, 9; 3) Dianne, Steve Katzman, 10. (7 boats)

Full results at www.jibeset.net

The J/88 'Ravenette' works the light air on February 10 in RegattaPRO's Winter One Design. See Box Scores below for the final top scores.

THE RACING SHEET

Pearce, 8 points; 2) Liquid Asset, Ranger 33, John Rook, 8.5; 3) Solana, SC27, Andy Goodwin, 13. (5 boats)

EXPRESS 37 — 1) Spindrift V, Andy Schwenk, 7 points; 2) Snowy Owl, Jens Jensen, 9; 3) Bullet, Larry Baskin, 10. (4 boats)

EXPRESS 27 — 1) Under the Radar, Gregory Felton, 5 points; 2) Moonlight, Jim Gibbs, 8; 3)

Salty Hotel, John Kearney, 12. (4 boats)

NON-SPINNAKER — 1) Q, Schumacher 40, Glenn Isaacson, 4 points; 2) Finistere, Sabre 38 MkII, John Arndt, 13; 3) Topgallant, Tartan Ten, Carl Flemming, 14. (10 boats)

AEOTEA TEAM TROPHY — 1) UNDER loQ & KEY, SFYC: Skeleton Key, Q, Under the Radar Full results at www.cyc.org

For more racing news, subscribe to 'Lectronic Latitude online at www.latitude38.com

February's racing stories included:

• Ronnie Simpson Dismasted & Rescued

• Global Solo Challenge

• Three Bridge Fiasco • Islands Race

• Pacifi c Cup • Vallarta Cup

• The Hurricane Random

• US Sailing Award Winners

• NHYC/SDYC Islands Race

• More ILCA Masters Worlds

• Preview of March Races, Banderas Bay Regatta, and more.

Star Winter Series

Congratulations to Paul Cayard and Frithjof Kleen. Sailing GEM in the Grand Master Division for StFYC and America One Racing, the duo won the eight-race Star Winter Series (aka Walker Cup) with 40 points. Coral Reef YC in Miami hosted the regatta on February 8-11. Many other Californians competed as well. Sailing for San Diego YC, Will Stout and Parker Mitchell placed third and Eric Doyle and Payson Infelise placed fourth overall. See https://starwinter.com — latitude / chris

SCAN THIS – GO SAILING

If you want to sail and are looking for a captain, or are a captain looking for crew, enter your information in the Latitude 38 crew page to get connected.

www.latitude38.com/crew-list

LATITUDE

At the awards ceremony in CYC's ballroom on February 18, Aotea Team Trophy winners from neighboring SFYC gathered for a photo op.

WHATEVER IT TAKES.

SAN DIEGO

2832 Cañon St, San Diego 619.226.2422

sandiego@quantumsails.com

SAN FRANCISCO

1230 Brickyard Cove Rd, #200, Pt. Richmond 510.234.4334

pacific@quantumsails.com

LONG BEACH

5122 Bolsa Ave #110, Huntington Beach 562.799.7444

nwheatley@quantumsails.com

BEACON MARINE

3695 Harbor Blvd, Ste 305, Ventura 805.232.1513

splomteaux@quantumsails.com

QUANTUMSAILS.COM

CHANGES

With reports this month on Salty Dancer's scary grounding at Puerto Escondido; Bear North's long journey from build to cruising Mexico; Noctiluca's built-for-comfort-not-for-speed journey south; and a duffel bag full of Cruise Notes

Salty Dancer — Jeanneau 44DS

James "J" Mills

Lessons Learned … On the Rocks

Incline Village, NV

After more than 40 years of ocean sailing and cruising, there is one truth that I can attest to: The ocean is not our friend. She is a temptress and a tempest at the same time, and but for a few small miracles in a recent incident, my boat would probably have been lost to the vagaries of the sea.

As some of you know — if you follow "Sailing in Mexico" or "Sailing the Sea of Cortez" Facebook groups — my boat Salty Dancer narrowly escaped a disaster in December. Just seven days after I left her on a mooring in Puerto Escondido to return to the States for the holidays, her mooring line parted at 3 a.m. in heavy winds, and she was blown onto the rock breakwater on the south side of the mooring basin at the Puerto Escondido Marina.

How she managed to blow through a quarter mile of mooring field without apparently striking even one of the 60 other boats moored there is one of those small miracles, but she had no damage above the waterline so miracles do happen.

Luckily(!?), she was blown onto the rock breakwater and not onto the other sloping shorelines, where she would most

likely have floundered on her side and been swamped and lost. As it was, one of the marina's 24/7 night security guards saw her coming; at first he thought the boat was leaving the marina basin under power as she drifted toward the entrance. When she crashed into the rocks, he wasn't quite sure what was happening but responded pretty quickly.

Thanks to her 7.5-ft keel, she came to rest solidly against the rocks, and still upright in the water despite the heavy wind and waves. And again, luckily, that solid iron keel, and the rudder, and only a small section of the hull sustained most of the damage. It could have been much worse if not for the quick action of the marina staff.

They managed to pull the boat off the rocks as the morning sun came up, and after securing her to their docks, sent their diver down to inspect the damage below the waterline to make sure she wasn't on the verge of sinking. I had left my key with a local boat watcher, so he was also able to inspect the bilge inside and confirm that there were no leaks or apparent damage to the keel bolts. Later that day, they sent me a video of the diver's inspection, and while the damage was evident, it did not appear too severe.

Unless you have experienced something like this, I don't think you can imagine the gut-wrenching feeling I had that morning, when the marina manager called me and said, "Your boat broke off the mooring and was grounded this morning" in his broken English. To say the least, I had visions of all the boats I had seen sunk and grounded in La Paz just a couple of weeks before, after Hurricane Norma's devastation. And of course, I imagined the worst!

Salty Dancer was hauled out several days later and racked up in the MPE boatyard. The local boatyard company, Marine Industrial Maintenance, did a more thorough inspection then, and sent me a full portfolio of photos of the damage, and a quote to make repairs — not inexpensive, but as I kept reminding myself, it could have been worse!

As this was written, I've just returned to the States after driving down

Baja and taking some hard-to-find (and expensive) materials needed for the repairs to the boatyard. The team at Marine Industrial Maintenance have done a great job, and when I left a couple of days ago for the drive back, the repairs were complete. Along with a couple of other maintenance issues taken care of, Salty Dancer was waiting for her final coat of new bottom paint.

At this point, I've decided to leave her in the boatyard until I return in late February to take up my cruising on the Sea of Cortez again … somewhat lighter in the wallet, but smarter — I hope!

Thanks to the quick action of marina personnel, J and 'Salty Dancer' will enjoy many more sunsets.

Back in December, J got one of those calls that boat owners dread.

SALTY DANCER

SALTY DANCER

Lessons learned? Quite a few!

1) At the very least, I should have put on a secondary mooring line, used heavier chafe protection, and/or used chain to connect to that mooring. Instead, a "local expert" had showed me "the best way" to tie off, and I should have been more skeptical. I had thought about doing more before I left, but I had been rushed and, well, lesson learned, the hard way.

2) Don't leave your boat unattended, especially on the hook. If you must, get a good boat watcher who understands what they are dealing with … My boat watcher (from a reputable company purportedly)

IN LATITUDES

on the marina, or my lazy boat watcher. As it was, the steel thimble inside the mooring line loop (a bad idea) was rusted and worn, and when the breeze came up, it sliced through my mooring harness like a hot knife through butter. I should have seen it and changed my connection accordingly (see #1). And of course, depending on another person to protect my home and investment was a bit naïve (see #2). And you will certainly not get any recompense for their actions or lack thereof. Ultimately, everything you do when you're cruising has consequences; good, bad, and sometimes disastrous.

4) Boatyard services in Mexico are pretty competent (this is not the first time I've had work done in a boatyard there) and somewhat less expensive. But quality materials are typically more expensive and harder to find than in the US. So be involved in the process. In my case, the boatyard was very responsive to my input, but translation and long-range communication via WhatsApp and email were a challenge. I ultimately decided to drive down myself with some materials they needed and be on hand as the job progressed. As usual, a few unexpected quirks arose during the repairs, so that proved to be a good decision.

5) Shit happens, but sometimes you're lucky (see #3). Thank your lucky stars and deal with it, and always remember that basic truth of the vagaries of the sea.

I have a little more work to complete here in the States, but Salty Dancer is seaworthy again and I'm looking forward to getting back out on the SOC, ASAP, and heading south.

actually had noticed my mooring line on the brink of wearing through, but it was Saturday and late, and since they didn't work on Sunday they decided to wait until Monday to replace my mooring harness. Twelve hours later, the wind was blowing 30+ knots in the middle of the night and the mooring line broke.

3) I knew this before, but again I was reminded: Be proactive, take control — you're the only one responsible for whatever happens when you're cruising. Not the weather, not the marina, not the boat, and not luck or happenstance … It would be easy to blame this incident

— J 1/19/24

Bear North — Hans Christian 48

Frank and Judy, and John and Vici Kortbeek

Brothers in Arms Edmondton, Alberta

You've all heard the saying "You don't know what you don't know." True to a point, the statement certainly pertains to our Hans Christian 48, from conception and partial build in Thailand to its most recent voyages from the northern wilds of Observatory Inlet, Canada, to the Gulf of California via the Baja Ha-Ha.

ALL PHOTOS SALTY DANCER

Above: 'Salty Dancer' with repairs nearly complete. Left: The rocky breakwater where the boat grounded. Top left: The night of the incident. Top center: There were many "cuts and contusions" to the hull, rudder and keel, with the latter requiring the most repair time. Top right: The filed 3/4-inch nylon double-braid bridle, sawed through by a rusty thimble on the mooring.

CHANGES

"Good time to buy a boat — better yet, have one built!" This according to my brother in 2008 amid a global economic slowdown. John is two years older and clearly wiser ("cheaper parts and labor!"), but we were both in similar life stages. We had both pursued medical careers,

Perfect, right?

The shipyard went bust, then the shipping company went bust. After a convoluted process of getting the boat to Vancouver in 2017, the gents at First Yachts completed the build, and we were delivered what is now our beloved 48-ft Hans

nudged our children into their respective career paths, and begun contemplating what was next. Having spent our youth sailing local prairie lakes in various dinghies, and done the odd coastal charter, the allure and challenge of bluewater sailing and seeing the world seemed preferable to any alternative I could think of.

As I was sure that John had it all sorted and well researched — as he had often demonstrated in various other life choices — I was all in. After some review, the decision was made: "Hans Christian — built like a tank." Not only did it check all the boxes, the shipyard that made them was located in Thailand, where our father now resided pursuing business interests.

Christian cutter-rigged sloop, Bear North. So much for cost savings. Resilience, resolve, a shared vision — and I might say deeper pockets — carried the day.

Now it was time to shake down the boat and convince our somewhat skeptical better halves that this was a great idea: more communication, resilience and resolve, with a modicum of flexibility. If you've spent any time on a boat in a confined space that would defy the definition of "compact," you realize and experience in real time all those intricate nuances of personality — your own, and in our case, John's, my sister-in-law Vici's, and of course my wife Judy's. Did I mention just how infallible they are?

Keeping our transpacific goals in mind, Bear North spent a few years venturing the length of Canada's west coast. Replete with First Nations history, Captain Cook's legacy, and a boom-and-bust resource economy that would see communities come and go — combined with breathtaking scenery — it should not be missed. Venturing into the Great Bear Rainforest up to Observatory Inlet and Haida Gwaii and circumnavigating Vancouver Island are wild, spectacular trips, and also highly

recommended. These cruises also served to gradually expose us to the realities of boat life and each other. You learn to trust your boat and each other, and come up with strategic answers to awkward comments such as, "This was supposed to be fun," "I want to go back," "Is this wind building?" and "I'm sure I read the current schedule correctly." A sense of accomplishment and confidence and a frank realization of how we function as a group and how to "adjust the sails" became more apparent.

BEAR NORTH

Cruising 'Bear North' is a family affair. Left: Frank and Judy. Right: Vici and John.

BEAR NORTH

The ruins of Anyox require a long trek to nearly the Alaskan border, so it doesn't get many cruiers. Those who do make it get a chance to explore Canada's largest ghost town.

IN LATITUDES

and weathered the prerequisite gale. It's amazing that the motion one day had you discovering a new definition of gastric emptying, then how everything gradually assumes a new sense of equilibrium. We arrived in Ensenada with a great sense of accomplishment, ready to impart our experience to our wives, and ready for the next chapter.

Once together again, we were off to a great start in the Ha-Ha rally — in virtually no wind. The sea was smooth as glass other than a gentle swell. Having gone through our prestart safety briefing with all involved, confidence was high — until the engine alarm sounded. What the …!?! Other than a bit of eye-rolling from our wives (does that mean "I told you so"?), it was taken in stride, and after clearing the fuel filter we carried on. Kudos to Counting Stars, a fellow rally participant, for standing by throughout the incident.

We continued thereafter in variable winds with everyone contributing to the various watches and galley duty on a rotating basis. (Ask my brother all about One Pot Wonders.) Before we eventually dropped anchor in Turtle Bay, the leg featured many highlights and several firsts for us, including a blue whale sighting, seeing sea turtles 100 miles offshore, and a successful tuna haul.

Our sojourn thereafter took us to Bahia Santa Maria, another multiday/night trip. A band on the beach seemingly in the middle of nowhere and our eventual arrival in Cabo came with a great sense of accomplishment for all involved. Solo night watches by all, some high wind exposure (albeit brief), time together as a group, and the acknowledgment that we could do it … and have fun!

True multiday offshore sailing now seemed possible and remained a goal for my brother and me, but our wives, to be honest, had a little more trepidation. We decided we'd enter the Baja Ha-Ha. John and I could do the potentially rougher part from Victoria, Canada, to San Diego (or Ensenada in our case), and our wives could join us there. My brother

and I would develop some real offshore experience to build on, and all of us would sail the Ha-Ha under the brilliant organization of Richard Spindler and company. Being part of a rally and the sense of a support group helped fulfill the necessary criteria and sense of community.

So it began. It was a dynamic sail south from Canada. We chose the outside route

For those considering joining the Baja Ha-Ha rally in the future, several aspects are worth highlighting. One is a daily morning radio net when a review of weather, as well as medical and mechanical issues, is shared around the fleet when at anchor. Secondly, there always seemed to be somebody able to provide help where needed, from sail repair to boat repair. In our fleet, one boat even carried a 3D printer — you never know. Finally, the Ha-Ha committee seemed to impart those same qualities that I believe have stood our boat crew well over time: communication, resolve and resiliency. Many thanks from Bear North and its crew to the organizing committee, and a special thanks to my wife Judy, sister-in law Vici, and brother John in making the dream come true.

— Frank 1/24/24

Editor's Note: It's John's understanding that Bear North is the last Hans Christian built at the Thailand yard.

Above and left: 'Bear North' sails Canada's west coast. Top left: Early 2017 — when the first shipper went bankrupt, Frank and John arranged for the partially completed boat to ship with Maersk as "breakbulk" cargo in a giant container. As he notes, "So much for cost savings." Top center: Docked in a quiet inlet. Top right: Making tracks in the Baja Ha-Ha.

CHANGES

Noctiluca — Tayana Vancouver 42

Jess and Ben Eberle-Erwin Embracing the Slow Lane

Half Moon Bay

Leaving the fast lane of the Bay Area behind, we found ourselves struggling to adjust to the unhurried rhythm of life on the sea. Our home, a sturdy Tayana Vancouver 42 we call Noctiluca, wasn't built

doesn't break any speed records, but in heavy winds when others reef and suffer a pounding, Noctiluca's proud bow slices through the chop. Despite this reassuring feeling in heavy weather, the sight of our buddies on their agile coastal cruisers disappearing into the horizon leaves us questioning our boat choice — did we make the right decision for our adventures?

for racing. Crafted in 1989 with meticulous care in the famed Ta Yang boatyards of Taiwan, her thick, hand-laid fiberglass hull, teak-lined interior, and impressive tankage speak of resilience, not speed. A bluewater cruiser built to keep her crew safe in ocean gales, rather than hurrying between anchorages to make it in time for the next beach BBQ. She is a steadfast companion in the face of any storm and a safe haven at sea — but an uncaring, cumbersome brute to your schedule.

Here on the Pacific side of Mexico, where most of our sailing has been in lighter winds, we have missed more cruiser gatherings than we'd like to admit. Noctiluca, displacing over 30,000 lbs,

Talking with other cruisers, we realized our struggles weren't unique. It revealed a shared truth: Starting a sailing adventure isn't all smooth seas and sunny skies. Between getting to know your boat (and yourself) better, facing challenges at sea, and dealing with the unexpected — it's not always the idyllic picture many envision as they cast off their docklines. The dreamy vision of sandy beaches and turquoise waters often collides with the reality of never-ending boat projects and occasional exhaustion. It's a journey of overcoming difficulties, gaining new skills, and mastering the art of sailing your boat well.

Included in this is developing the crucial skills of reading weather patterns and understanding sea conditions, aligning them with both your preferences and your boat's abilities. Our learning curve, shaped by numerous missteps, includes initially labeling Noctiluca a "motorboat with sails" due to our overreliance on the engine. We also lack light-wind sails, often turning to the engine to prevent chafing when the sails begin to luff. Lessons learned, we now think twice before setting sail at all in forecast winds below 10 knots. Our ideal range is 15-25 knots, just when many other sailors might be reefing or looking to find some lee. For us, the learning journey continues — and ultimately, it's about adapting and finding what works best.

There will always be a bigger boat, a faster boat, or one that's better equipped than ours. Take, for instance, our friends Dave and Michelle on Endless Summer, their Catalina 42 MkII, a beautiful and popular coastal cruiser. We can't help envying its spaciousness. We can only dream of having that much room to spread out and enjoy a cramp-free night around the table. But what Noctiluca may lack in open spaces, she makes up for in heavy weather. Thanks to her smaller cockpit, we can wedge into every corner, and those handholds we smack our heads into at anchor are perfectly placed during a heavy heel. We once even managed to filet a fresh-caught yellowfin

in over 30 knots of wind without making a mess. The downside? Well, when hosting guests, our cockpit and saloon quickly become a game of Twister. Frequent acrobatics, involving climbing over each other just to grab a snack, have become a routine — some might say it even adds to the fun.

Another revelation that came from our friends' boat was their ease of access to storage spaces. They simply reach into their front-loading fridge. Aboard Noctiluca, our grocery retrieval resembles an extreme sport, requiring half our bodies to venture into the fridge depths. On the flip side, our deep top-loader fridge can store a month's worth of provisions. But

Finnegan doesn't miss a thing that goes on aboard 'Noctiluca'.

Jess and Ben, the day they fell in love with 'Noctiluca' in Long Beach.

NOCTILUCA

NOCTILUCA

IN LATITUDES

ALL

unwavering path to our next destination.

Ultimately, the "best" boat depends on your needs and dreams. For us, longdistance cruising in potentially challenging conditions meant we wanted a heavy bluewater boat, even though we knew we might miss some BBQs. Any boat is a compromise. We sacrificed quick dashes between anchorages for unwavering sturdiness in storms. We traded sleek racing lines for the comfort of a home that weathers any gale. There are moments when we question our decisions. However, when the winds howl and the seas rage, they remind us why we chose Noctiluca: She makes us feel safe.

A good friend and seasoned sailor from our homeport offered invaluable advice. He recommended shedding the constraints of our own expectations and simply enjoying the journey. Go sailing without the crowds, he said; stop comparing yourself to others; take your time to get to places; and embrace the slow lane. In the end, the most fulfilling journeys aren't measured in knots or deadlines, but in the depth of experiences collected and the strength of new friendships forged. Does it truly matter when you arrive if you enjoy the journey?

— Jess 2/5/24

Cruise Notes

• "Since the Ha-Ha, I've ventured across the Sea of Cortez to Puerto Vallarta and now have my boat at Marina Vallarta," writes Gary Troxel of the Beneteau 46 Ventana. "Richmond YC sailing friends Phil and Nora Degaa assisted with the crossing. My wife, Kelly, is not enthusiastic about ocean sailing, so RYC dockmates joined me on the Ha-Ha, and assisted in finding a temporary berth in PV. Kelly does enjoy boating in protected bays and cruising to fun yacht clubs and marinas, so she joined me for a couple of weeks to sail the bay, whale-watch, and explore PV's old town, restaurants, marinas, nighttime street fairs and more.

"We also had an opportunity to meet up with good friends Torben and Judy Bentsen on their Beneteau 50, Tivoli, in

the risk of losing items in the abyss is an ever-present danger. Our bilge presents another mystery space, deep enough for a child to comfortably stand in, but requiring serious body contortions for adults to reach certain infrastructure down there. In the unthinkable event of a hull breach, we'll appreciate the space and pray none of our long-lost screws are blocking the bilge pumps.

Marinas are another arena for succumbing to boat envy. Watching race boats effortlessly maneuver, spin on a

dime, then back into marina slips has us in awe. Noctiluca, with her long, modified fin keel, backs up in a way that has been described as a "drunk elephant."

Putting her in reverse is a guessing game, never quite revealing which way the wind, current, or prop walk will push us. On the other hand, on the open ocean, she tracks like the champion she is — on an

'Ventana' southbound during last year's Baja HaHa Cruisers Rally.

Above: Dinner in the cockpit with Jess's dad, Mike, and mom, Diana. Left: Jess at the wheel. Above left: "Ben snuck all kinds of cables and wires aboard as spares," says Jess. "I'm sure his electrical equipment is the main reason why we're sitting a little lower in the water." Top right: 'Noctiluca' at anchor in Chacala.

PHOTOS NOCTILUCA

TORBEN BENTSEN

CHANGES

Zihuatanejo. Their boat was anchored in the bay, and we flew in to share a villa suite and celebrate Torben's birthday. Coincidentally, Torben and I both retired in October 2023, with the first bucket list adventure to include the Baja Ha-Ha.

"The Baja Ha-Ha was a fantastic sailing adventure for me, especially the pace. I've participated in five Pacfic Cups, so have a good perspective on racing and cruising. While I still enjoy both, the 'cruising pace' provides more comfort and peacefulness, which is growing on me. With that said, I plan to do the Banderas Bay Regatta in March and then point the boat north and work my way back home."

• Phil MacFarlane was planning an uneventful night anchored at Balandra on February 3. But when the wind and

waves woke him about 9 p.m., he knew it was going to be decidedly eventful. The rapidly building wind blowing right into the west-facing anchorage was a coromuel. And Phil, by himself at the time, had to get his Ericson 35 Sail A Vie out — quickly.

"In a matter of minutes, fivefoot waves were rolling in. I was very close to a lee shore. Water depth went from 30 feet to 15. . .

"I started the engine, turned on the autopilot, and put the engine in gear — I needed the boat to drive up to the anchor because I couldn't pull it up against the wind and waves.

"I was on the bow trying as hard as I could to get the anchor up. I was getting airborne as the boat pitched up and down. I tried to wrap the anchor rope around the bow pulpit to stop it from getting pulled back out as the boat pitched out of the water, but I got my right thumb between the anchor rope and the stainless steel pulpit. It pinched my thumb off right above the knuckle.

"Now there was very little anchor line out, about 45 feet, so the boat was dragging quickly to the dark beach behind me. I had to pull with everything I had to save me and the boat, with my thumb hanging by a tiny bit of something.

"I got the anchor up off the bottom, ran back to the cockpit, and gave the engine full throttle and hand-steered out into open water.

"Once sure I wasn't going to end up on the beach, I re-engaged the autopilot and went and pulled the anchor the rest of the way up. Then I went below to look at my thumb. It didn't look savable to me. I tried to pull it off but couldn't. I tried to cut it off with scissors but I couldn't. So I wrapped it up in a paper towel and electrical tape.

Gary and Kelly are enjoying the many delights of PV.

VENTANA

SAIL A VIE

Thankfully, Phil's "severed thumb trick" is still a trick.

"I motored about one and a half or two hours to the marina, where Joann, our friend Nadja and two marina employees were waiting on the dock to help me."

Doctors at the hospital in La Paz managed to stitch the thumb back on, and an orthopedic surgeon told him it had blood flow and could be saved. At this writing, Phil had had additional surgery and was soon to start physical therapy. The outlook is good for him to regain near-full function of his thumb.

(In 35 years of ownership and all the miles Phil has sailed Sail A Vie, we were surprised to learn he was out there hauling up an anchor by hand. He explains that the boat had a manual windlass when he and wife Joann got her in 1989, "But when I got into racing, I removed it to save 30-ish pounds on the bow. The last few years as I age I've been thinking more about an electric one. That just moved way up the list.")

• "What does a sane sailor do their first time out the Golden Gate? I guess the correct answer is make a left and head for Mexico," writes Nicolas Molinelli of the Alameda-based Hunter 37 Fantasy

IN LATITUDES

That's exactly what he did this past October, in company with a Morgan 41 buddy boat, "only to find ourselves in low visibility, 15-ft swells, and loss of all electronics due to a short — all within three miles out from the bridge.

"What does a sane sailor do with 1,300 miles more to go? But of course, hunker down and rig up a singular outlet to keep the navigation iPad going until further notice.

"Using only the iPad and the nearby anchor light of the Morgan as a beacon, I somehow found myself in the warm waters of San Diego two weeks later, to join the Baja Ha-Ha.

"With my electronics sorted, a full crew, and provisions filled to the brim of the icebox, we set out with the fleet. The first day of the HaHa itself brought a new adventure of its own — in the form of a 25-pound tuna — my first catch ever!

Once the initial excitement faded, it dawned on me that I'd be filleting on the sugar scoop, underway, with full sails up. Needless to say, shortly after that, I built a filleting station.

"The following days included sunshine down the coast of Mexico to Bahia Tortugas, and then Bahia Santa Maria. Our days were filled with swimming when the wind died down, wicked sailing when it picked up, and avid night watches

There were many "firsts" for Nic during 'Fantasy's trip south last year.

CHANGES IN LATITUDES

for unidentified vessels.

"Once in Cabo San Lucas, we found we had won our division in the fleet — not bad for your first time out the Gate! While a bit of insanity brought me out the Gate, it's the bits of sanity at times that have now brought me even farther south to La Cruz, Nayarit, Mexico. I'll finish with my favorite quote from Helen Keller: 'Life is either a daring adventure, or nothing at all.'"

• The irrrepresible Jack van Ommen is looking for a new boat for a new adventure. As you may know, in 2017, Jack completed a 12-year circumnavigation at age 80 aboard two Naja 30s, both named Fleetwood. (He lost the first to a grounding in 2013, and a sister ship to hitting a reef in 2022.)

Now 87, he's got his sights set on becoming the oldest solo circumnavigator. That title is currently held by American Harry Heckel Jr., who completed a round-

about in 2005 at age 89 aboard his Dreadnought 32 Idle Queen Jack's voyage won't be aboard the current Fleetwood III, though. Although that boat, a Waarschip 30, is a multi-chined plywood kit boat like the Najas, he found her to be riddled with problems that were not disclosed by the seller when he got the boat a few years ago. So he'll be selling that boat in the Netherlands, where it's currently berthed, and start looking for Fleetwood IV. He's hoping for another Naja, which he says is "absolutely the easiest boat to sail for an old man." He'll be looking in the Great Lakes or the East Coast. When the time comes, he'll take off from an East Coast port and start heading east.

If you know of a nice Naja 30 for sale in those areas (or just want to catch up on Jack's amazing life), let him know at his website: https://cometosea.us

• Our happy ending of the month is the arrival in Hawaii of a boat reported overdue. Noel Rubio, a 60-year-old sin-

glehander, set out for Kaneohe Bay from Long Beach on December 28 aboard his Westsail 32 Malulani. He was due to arrive on or about January 18, but when he hadn't showed up by month's end, the Coast Guard commenced harbor checks and started issuing urgent marine information broadcasts.

Those were canceled when Malulani sailed into Oahu on Saturday, February 3, apparently none the worse for wear. Details on why the voyage took so long were not available at presstime.

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ClassifieDs

24 Feet & Under SailboatS

23 FT SanTana 23 D 1983. Our Schock lake boat is a vet of vacation cruising on mountain lakes in CA, OR, WA, and ID. This lifting-keel sloop trails on a dual-axle trailer. Launch on a ramp. Anchor in less than a foot of water. Set up for easy up and down mast. Eight hp four-stroke Honda outboard, recently serviced. Pineapple main and jib look like new. Below, lights and instruments on battery, alcohol stove, freshwater tank with system to catch gray water. New porta head, new foam berths, V-berth forward plus two 9-ft side berths. Plenty of storage space in varnished wood cabinets port and starboard. Contact Jim. $7,000. San Francisco jandkb@aol.com (415) 298-5436

24 FT J/24 1987. In good condition, with two mainsails, 80% jib, 100% jib, genoa, spinnaker, Tohatsu 4 stroke outboard, Vberth, main cabin with sitting headroom, two berths, portable head, ‘Calisto’ is a classic racer and fun daysailer. $3,800. Berkeley marntz@mac.com

24 FT BalBoa 1984. Fixed-keel sailboat with low hrs on 2015 5 hp Honda outboard. Two-burner stove using Coleman fuel. Onboard drinking water system needs repair. Space for and includes Porta-Potti. Also includes mainsail with 2 rows of reefing lines, 110% working jib, 150% genoa, 60% storm jib, and center boom mainsheet with traveler and split backstay. Mast-light wiring new but not attached at mast to boat connector. Trail Rite tandem-axle trailer included. $3,000 OBO. Richmond, CA rparriot@earthlink.net (925) 787-6080

24 FT J/24 1980. J/24s and Santana 25s with trailers $2500-$3500 all bare interiors, all with good working sails — sold as is. These are from sailing school closeout, Bay Area. Photos available Price: $2,500. Valley Springs, CA bonnielopezunr@gmail.com (209) 7729695

20 FT Melge S 20 2010. Melges 20 and trailer in very good condition, lightly used. Inventory: 3 sets of sails, 2 gennakers, Tacktick, traveling and mast-up tarps, traveling boxes and Suzuki 2.5hp. $20,000. Los Angeles jlang@ucla.edu

24 FT J/24 1981. US 2859 in the water loaded with extras. No trailer. 4 stroke outboard motor, new Harken winches, and roller furler. New Lewmar hatch. $5,500. Brisbane bonnielopezunr@gmail.com (209) 7729695

20 FT RangeR 1973. New electrical system, two deep-cell marine batteries with solar panel. Three sets of sails in excellent condition (mainsail, jib, storm sails, genoa, spinnaker and pole). New deck fittings, new mast top fitting. All new running and anchor lights. EZ Loader trailer: newly licensed, new bearings, new tires, new spare tire, new trailer lights. Shoal draft keel with centerboard. Various receipts available. Equipment: anchor, life jackets, seat cushions (will need to be recovered eventually), builtin manual bilge pump. Engine: Tohatsu 5hp propane long shaft outboard, approx 2017 unused, stored inside. From Marine Outboards Co. in Sausalito. Bought for $1750 and plan on keeping it unless you want to add. $4,500. Santa Rosa, CA (707) 758-3359 tinyurl.com/yz8s3wc8

21 FT Mini TRanSaT 6.50 1989. Completed the Mini Transatlantic Race four times. Full carbon build with foam core. Canting keel with twin daggerboards and twin rudders. Carbon fiber mast, boom and bowsprit. Full restoration completed spring 2020. Dry-sailed. Three-year-old UK sails inventory. Raymarine electronics package. Torqeedo electric outboard. Dyneema Dux standing rigging. All running rigging and deck hardware brand new in 2020. Double-axle trailer. This is a very unique boat that is very fast! Price: $40,000 OBO. Berkeley Marina roguerigger@gmail.com (510) 681-5815 tinyurl.com/ycyayuuy

24 FT RangeR 24 1975. Full fiberglass hull with encapsulated keel. 8 hp Nissan, 5 hp Nissan spare. 2 sets of sails. Spinnaker pole. Large, comfortable, roomy interior. A complete boat with many extras. Recent new charging cord, battery, charger and nonskid applied to deck. More pics available. Bottom is clean and could use paint as well as some areas of the interior. $4,250. Sausalito (415) 757-7863

15 FT We ST Wigh T Po TT e R 1980. Equipped with new Honda 2.3 hp motor, oars, new interior and exterior cushions, jib and mainsails and trailer. Needs a new centerboard, but otherwise in great condition. $2,200. Oroville, CA songbird_44@hotmail.com (916) 3354440

25 – 28 Feet SailboatS

25 FT olSon 1986. Desirable Santa Cruz-built Hull #99. Excellent condition. Well-equipped with many upgrades and new running rigging and equipment. Pineapple main, class 95% and 75% jibs. North Kevlar Genoa. Two North symmetrical spinnakers and one North asymmetrical spinnaker with sleeve. 2019 Tohatsu 6hp outboard with Price: $8,500. Point Richmond wphansen@yahoo.com (510) 862-2581

25 FT niMBle KoDiaK 2003. ‘Amazing Grace’: Good-sailing Ted Brewerdesigned trailerable motorsailer. Factoryinstalled 6kW electric motor with 12 Group 31 Northstar batteries for great range. 6 ft 6 in headroom. Stall hot shower! Twin helms, autopilot, electric tabernacle mast raising. Reefer, A/C, TV, liveaboard comfort. Perfect Bay/Delta/ Great Loop ride. Sails and motors well in warm, dry cabin. Turnkey condition, fully cored hull, 4500lbs, 3 ft 6 in draft. One of a kind. $32,000. Benicia, CA greatgoose1951@gmail.com (707) 2975440

27 FT Cal 2-27 1978. ‘Aniela’ was refit in 2021 and 2022, restored and upgraded for performance and safety. Reluctantly selling this wonderful boat to focus on offshore sailing. Visit website for details. $14,500. Sausalito dmjacks@gmail.com (415) 407-0730 www.svaniela.info

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25 FT olSon 25 1986. Hull #102, Santa Cruz-built. We have enjoyed Tahoe sailing but it is time to move on. The trailer is in good condition, fully roadworthy. The sail inventory is in good condition: two 100% Mylar jibs, two newer 3/4-oz chutes, brand-new Kevlar 155%. The boat is race ready. Will need a new bottom if going into saltwater. Can deliver to the S.F. Bay Area. $13,500. Lake Tahoe ralphkirberg@gmail.com (415) 971-3527

26 FT MaCgRegoR 26M 2006. Great lake and coastal pocket cruiser with lots of factory features. Mast raising system, roller furling, easy access cooler, trailer with brakes 60 hp outboard, new head, Garmin map/depth, sail covers Call for details. $19,995. Penn Valley, CA chrisfrank3@gmail.com (530) 902-4832

26 FT YaMaha 1984. PHRF racer and comfortable cruiser. Interior and exterior maintained in excellent condition by meticulous owner. Yanmar 1gm10 diesel with very low hrs. Garmin chartplotter, Raymarine VHF radio, emergency beacon and many other items. $10,000. Alameda Jnovie@aol.com (415) 271-3441

26.6 FT C al 2-27 1975. Includes: Sails, 180 jib, Inflatable with outboard, barbecue, inverter, VHF, GPS/Chart, speed, compass. Engine needs work, used as liveaboard. Email me for pics or questions. $5,000. Sausalito promedsf@gmail.com (415) 846-3133

29 – 31 Feet SailboatS

29.5 FT J/29 1985. Fresh off her 2023 ASMBYC High Point Series victory, ‘Zulu’ is now for sale! This ultra-competitive J/29 sailboat is fully equipped for crewed and shorthanded races. Meticulously maintained, she offers an impressive arsenal of sails and will provide her new owners a solid platform for competitive racing for years to come. $20,000. Marina del Rey, CA welter.ryan@gmail.com (949) 554-9390

30 FT iS lan D e R Baha M a Sloo P 1981. Cruising/racing yacht, new rigging and Gori propeller. New cushion coverings, boom kicker, batteries and charger, marine transceiver and more. Replaced engine water pump impeller and seacock tailpiece in 2024. Bottom painted 2022. $15,000. Richmond Yacht Club, D-9 Carl.L.Werder@gmail.com (916) 479-6582

29.9 FT B R i ST ol 29.9 1977. Sloop, cruise-equipped. Two chartplotters, VHF with GPS and AIS. Radar, wheel pilot, 200W solar, three AGM batteries (one start, two bank). 2qm20 Yanmar diesel, tricolor mast light, asymmetrical spinnaker. BOAT LOCATED PUERTO ESCONDIDO BAJA Price: $7,500 OBO. Puerto Escondido, BCS, MX jeffreyallenberry@gmail.com (530) 3860361

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The Affordable Way to ASA

ASA Basics to Ocean • Crew Intro to Cruising Prep (510) 535-1954 • www.afterguard.net

30 FT lanCeR 30 1986. We had our second daughter so now it’s time to sell my baby. Very low hours on the motor, well taken care of and FAST! Please contact me for more images and a survey. $8,000. Oyster Point Marina bpedersen@farm0.org (707) 934-0050

32 – 35 Feet SailboatS

34 FT CaTalina 34 1986. Confortable cabin with cng heater and stove. Two cabins. TV, stereo. Furling genoa, main, all lines aft, cockpit cushions. Ask for Ed. $34,495. South Beach Harbor, S.F. baycat34@comcast.net (408) 998-2418

34 FT iSlanDeR 34 1972. Solid glass hull/deck, pink trim (girl’s boat), Yanmar 3GM30F diesel, bronze seacocks, propane stove, fridge, inverter, solar, head and holding tank, windlass, Wheel steering/Autohelm, many extras. Health forces sale. $8,000. Antioch Marina svfriscorose@gmail.com (707) 766-4640

34 FT WYlie 34 1980 . One of Tom Wylie’s best designs; fractional rig, new Quantum main and cover, other sails for all conditions, PHRF 120, Yanmar and 2GM diesel 1700 hrs. A great Bay boat! $21,500. Richmond kurrewa59@gmail.com (808) 381-5884

34 FT BeneTeau FiRST ClaSS 10 1984. Full sail inventory. Rigged for both symmetrical spinnaker with carbon pole, asymmetrical with a retractable Selden sprit. PHRF 90. Rudder size increased to accommodate local conditions. Keelstepped mast controlled by running backstays, check stays and double spreaders. Deck equipment includes two self-tailing Andersen headsail/main winches, two self-tailing runner winches, two halyard winches. Upgraded Raymarine electronics. Tiller steering with Pelagic autopilot. Whether you love offshore, beer-can racing or fast cruising, the Beneteau First Class 10 has outstanding performance. $23,500. Redwood City, CA dropbeer14@gmail.com bit.ly/3xjxJv5

32 FT WeSTSail 32 1974. Aft cockpit cutter-rigged sailboat. Above-average condition. Have appraisal. Boat was not lived in. Very rare and wellkept sailboat. Serious buyers only. Email only. Will send more photos and appraisal to serious buyers through email. $55,000. Coyote Point, CA marisamiah@gmail.com (707) 317-8073

38 FT alBeRg 35 1963. ‘Querida’ is a unique A35 with a balanced helm, Monitor, Westerbeke diesel, and a custom dinghy/dodger! There are so many upgrades, but the space here is limited. She’s worth the trip to see if you are seriously in the market for a capable, old-school bluewater cruiser. $19,900. L.A. Harbor bvbolton@gmail.com

32 FT heRReShoFF 1998 . Beautiful, strong cruising cutter. Herreshoffdesigned bowsprit and boomkin, coldmolded hull, full lead keel, spruce spars, sails in great condition (mainsail with 3 reefs; stays’l, jib; 120% Dacron; 120% 1.5 oz. nylon; storm sail; trys’l); Aries wind vane self-steering; 10-ft fiberglass dinghy; no engine; sail into and out of upwind Berkeley berth or use 16-ft oar; 4 anchors (45# 35# 25# CQR, fisherman); windlass. Sail this beauty around the world. Call Ken’s cell. $29,500. Berkeley, CA (925) 786-7878

34.75 FT alBeRg 35 YaWl 1964-5. ‘Calypso,’ hull #111, built 1964 Bristol, RI. 35-ft LOA, 9-ft beam, 5-ft 4-in draft. Full suit of sails: Doyle StackPack full-batten main, Doyle genoa on Reef Rite furler, mizzen, spinnaker, main and mizzen staysails. Westerbeke Universal M4-30 diesel with 640 hrs (since new). C-Head composting head. Decks completely rebuilt. Raymarine radar, GPS, depthfinder, Icom VHS, etc. Solid cruiser in seaworthy condition. $12,000 OBO. Onancock, VA (Chesapeake Bay) pdooley23410@gmail.com (757) 9992088

34 FT Cal 34 MK iii 1977. All new paint from waterline up! Many upgrades with all deck hardware remounted following the paint upgrade. Wheel steering and a Westerbeke 30 diesel. Good sail inventory. $19,500. San Rafael vgcparadox365@gmail.com (415) 6866998

anchors. Solar, inverter, 12V reefer. Diesel heater, bulkhead-mounted wood stove, Force 10 three-burner gimbaled propane oven. Holding tank, new water heater not installed. Simrad chartplotter, GPS, AIS, integrated VHF. Autohelm, wheel steering, compass on pedestal. Recent new 4 main cabin windows. LED running lights and glow plugs. Bottom is clean and could use a repaint. Great coastal cruiser and liveaboard with 6-ft 2-in headroom and lots of fine teak woodwork. More pictures available upon request. $18,500. Sausalito captaindougduane@gmail.com (415) 757-7863

32 FT Jeanneau aTTalia 1985 . Beautiful Jeanneau. New sails, rigging, and painted hull in 2021. Engine serviced regularly, divers every 2 months. All lines run to cockpit. Sails great on the bay — these boats have been sailed worldwide. Working galley. $21,000. Emery Cove Marina, Emeryville jjb@koger-black.com (510) 725-1825

34 FT TiCon 1986. ‘Ghost’ is for sale. Huge interior. I’ve been told it has the interior of a 50-ft. Three-cylinder Volvo Penta. Folding prop. Good bones but needs a good amount of TLC. Can be seen at the Stockton Sailing Club, “D” dock, #26. $6,500 TRADE smaller motor boat, motorcycle, car, truck, or ? / OBO. Stockton, CA C107r@comcast.net (209) 564-2958

32 FT iSlanDeR 32 MK V 1976. 24hp 3cyl Perkins. StackPack main, Profurl jib. Large bow anchor bracket,

FT

35 1979. Fair condition, needs TLC, sails complete. As is. Role: Racer/Cruiser. Waterline length: 26.50 ft. Beam: 11.92 ft. Draft: 6.25 ft. Displacement: 8,500 lb. Ballast: 3,300 lb. Engine: Volvo Penta MD7A 13 hp diesel — good condition. Please text. $4,500. Richmond Slighmj2@sbcglobal.net (415) 819-4515

. Vindo 34 ft. Featured in Ferenc Máté’s book World’s Best Sailboats and John Neal’s list of cruising boats to consider. Very special boat, only a few in California. See URL for more details. $34,950 ed.witts@gmail.com (925) 948-5613 tinyurl.com/3wea6a62

FT

MaRiah 31 1978. Stout boat of legendary strength and seaworthiness. Highly sought-after for bluewater sailing. She is in excellent condition, spartan appointments and in original condition with no modifications. Newer standing rig, crisp sails, fresh bottom job. $45,000. Alameda sailingfearless@gmail.com

33 FT Cal 33 1971 . Classic olderstyle sloop with modified scoop stern. Strong Volvo diesel 487 hrs. Harken roller furling. Tiller, older sails. Relocating and priced to sell. $5,900 OBO. Emery Cove Yacht Harbor ngolifeart@gmail.com (747) 286-8311

36 – 39 Feet SailboatS

38 FT ingRiD SlooP 1979. ‘Osprey’ is a ferrocement-constructed hull finished in Santa Cruz, w/55hp Westerbeke diesel (168 hrs) w/”spare parts kit,” twin Racors w/case of filters, 2 steel 25 gal fuel tanks beneath cockpit, tiller steering, full keel, 6-ft 5-in headroom in main salon, 6-ft1-in in galley/nav station, Aries Standard vane, 2 electronic autotiller units, 20-mi Raytheon radar (to be installed), minimal other electronics, 26,000 lbs displacement, incl 11,000 lbs internal ballast. Aluminum spars, new SS standing rigging, 4 new 6V sealed Cat batteries in 2018, 2 sets ground tackle, head w/Y-valve and tank, working set of sails plus spare main. Built as a bluewater cruiser, ‘Osprey’ needs some TLC to personal specs. $14,500 OBO. Noyo Harbor, Fort Bragg, CA cliffw@att.net (907) 602-3523

39 FT WYlieCaT 39 1992 . ‘Lilith.’ Another Tom Wylie design gem. Unstayed carbon mast. Carbon wishbone boom. One sail. No “front sail” decisions. Get sailing quickly. Race competitively. Weekend cruise comfortably. Put her away easily. Ideal for shorthanded sailing, but also plenty of room in the cockpit for pleasure sail passengers. $126,000. Point Richmond, CA tcknowles@comcast.net (510) 331-7899

TaYana 37 MK 2 CuTTeR. Bluewater cruiser, plenty of head room and storage. She is sound but is a project boat. Needs work on motor and some electrical. Batteries in good shape, all new thru hull fittings. New standing rigging, electrical wiring and LED lights, VHF antenna of this past year. Brought overland from East Coast so lifelines, stanchions and bow sprit were removed and need to be reinstalled (all included). Stainless frames for dodger and Bimini but no canvas. Sails and covers in fair condition. Interior cushions in good condition. Nice interior layout. Priced to reflect engine and other work to be completed. $25,000. Sausalito jaygrant11383@gmail.com (415) 413-6707

Moving soon – Open to best offer! Price: $26,500 or make an offer! Alameda, CA shofmeyer@gmail.com 510-332-1492 www.svlunaloca.com

Sad to see her go. Selling AS IS. Overbuilt brickhouse daysailer. Needs TLC. Atomic 4, 2-burner alcohol stove, ice box, V-berth new cushions, older Autohelm, simple instruments, cleans up nicely. Needs composting head to replace ancient OEM inoperative, non-compliant-today LectraSan (no holding tank). Sails beautifully, like your dad’s old Oldsmobile with a bench seat and a big block. She loves wind! 30 kts? Maybe think about reefing. If I had the time, I’d restore her myself, but life threw curves. There’s a story to tell, from our friend who passed her on to us when he too passed on. Want her to go to a good home. Fix her up. Sail her to Cabo. Fun times ahead! Price: $7,000. Alameda speedsailors@gmail.com (707) 580-2868 www.youtube.com/@dixiepearson8593

36 FT BuShnell CuSToM 2002 . Price-to-sell. Boat valued at $34k in 2018 survey with many upgrades. Steel-hulled Brent Swain design built by the legendary Winston Bushnell of Nanaimo, BC. Simple, stout, solid. Currently in Puerto Vallarta. Finally time to say goodbye to our sweet ‘Dove.’ All wood interior. Easy to sail. AIS, Autopilot, Solar, Dometic Fridge, New Battery Bank. Fantastic cold-weather boat with diesel heater. 85 gal diesel fuel tank with marinized Isuzu tractor engine that has run for 7 years and hundreds of hours without a glitch. 150 gal water storage. We chartered her for years in Port San Luis before sailing her south to Mexico. Can deliver anywhere in the world or buy her with transferable slip. 0 Price: $24,000. Puerto Vallarta, MX douglassimpson7@gmail. com (707) 845-1739 tinyurl.com/3wfw3mpf

36 FT FaRR 36 1977 . ‘Sweet Okole’

– Bruce Farr-designed, 36-ft with coldmolded construction. 2017 Southern carbon spar and boom plus full set of Ullman sails from Dave Hodges. Raft and safety gear for more crossings. We have done 15 crossings: first overall in ’81 Transpac, second overall in ’85 Transpac, first in class in ’19 Transpac, second in class in ’23 Transpac, multiple class wins in Pac Cup. Would consider sailing with the buyer to Hawaii on 2024 Pac Cup. $75,000. Richmond Yacht Club ldeantreadway@gmail.com (510) 604-1990

Delivery Captain & Sailing Instructor providing

of SERVICES

References & Quotes: 831-212-0330

35

SanTana

34 FT CT-34 1977. Beautiful double-ender, new sails, Volvo Penta MD11 in great condition. Sails like a dream. New sails, new running rigging,.Well appointed Need bottom paint. $15,500 Reduced!. Tiburon sailingfearless@gmail.com

33

PaCiFiC SeaCRaFT

34 FT Cal 34 MK iii 1978. A wonderful bay and coastal cruiser in great condition. New bottom paint, seacocks, and packing gland June 2023. Westerbeke 30 diesel. Dinghy and outboard included.

34 FT VinDo 45 1984

33 FT RangeR 1970. Actively sailed and raced boat. New Yanmar diesel (115 hrs), 2022 chainplates removed, inspected,

33 FT PeaRSon 10M 1974.

36 FT CaSCaDe 1977. Bluewater-ready turnkey sailboat. 55 hrs on new Yanmar 30 hp, navigation autopilot, leather interior hand-carved wood. Dickinson diesel heater, full head with hot shower, full galley and more. Great liveaboard with large V-berth, comes with transferable slip! Price: $25,000 OBO. Newport, OR sureshanjie@yahoo.com Suresh(510) 459-8018 or Dustin (808) 756-1389

38 FT CaRReRa 38 1987. Imported by Sven Svendsen. 2023, mast removed with new standing rigging installed, two new batteries, two new compasses, new bottom paint, new zincs, new service of the outdrive/prop, hydraulic outhaul, vang and mast bend, two-cylinder Volvo recently serviced with oil change/pump/filters, all work done by Svendsen. Two mainsails, two spinnakers, genoa and two roller jibs, spinnaker pole, Ballenger mast and boom. $22,500. Pt. Richmond Marina, CA franzsteinerarchitect@comcast.net (510) 914-1289

38 FT MoRgan 382 1978. Already in Paradise. Based in Puerto Escondido, Baja Sur, Mexico. Located in a stunning national park full of beautiful islands with beautiful anchorages. Easy flight from LAX on Alaska or Phoenix on American. Ted Brewer-designed racer/cruiser fin keel with a skeg-hung rudder. Fitted with an improved 384 rudder. Sails like a dream. Available in January. Too much equipment to list. Email for details. $33,500. Puerto Escondido, Baja Sur, MX sailsouth1@icloud.com (907) 687-9975

45 FT haRDin 45 1981. ‘Hemisphere Dancer,’ our well-fitted Hardin 45, is looking for a new adventurous owner. Currently berthed on an end-tie in beautiful Mazatlán. Check our Facebook page for pictures, inventory and contact information. Saludos, Larry and Melanie. $132,500 Reasonable offers considered. Mazatlán, MX larryandmel@gmail.com tinyurl.com/mw2653nd

44 FT

PeTeRSon

Bluewater center-cockpit cruiser designed by Doug Peterson. Makes a great liveaboard. Equipped for cruising. Perkins diesel. Monitor windvane. 2019 Caribe dinghy with outboard. Cutter rig. Furling jib/staysail. Spectra watermaker. New bottom paint. New tankage. $99,000 OBO. Coronado, CA lusitana@sbcglobal.net (619) 985-5138

41.6 FT CaTalina 400 2000. She is a two-cabin well maintained sloop and is set up for cruising. She has all-new B&G electronics along with other new equipment. She sails great and has in-boom furling. $156,000 ryckjohnson@gmail.com (916) 765-7081

50 FT Cu ST o M B R u C e Ro B e RTS 2000. Serious offshore steel sailboat, go anywhere. Check out website for detailed info. $154,000. San Carlos, Sonora, MX Fritzfrei@yahoo.com www.svparamita.ca

40 FT ValianT 40 1976. The fast, comfortable, Perry-designed cruising classic, well-cared-for by experienced owners. Loads of equipment and spares, including Beta 43 diesel, Monitor steering vane, aluminum RIB with outboard, Spectra watermaker. Hull #124, no hull blister issues. ‘Galivant’ is located, afloat, in Guaymas, Sonora, Mexico (six hours from Tucson) until March. Price of this capable offshore cruiser recently reduced to $49,000. Video tour, details and photos upon request. $49,000. Marina Fonatur, Guaymas, MX acwest@fastmail.com (410) 831-0113

48 FT Fa R ea ST M a R ine R K e TC h 1970. Newly rebuilt motor. New upholstery. New sail covers. Needs some work. Call or text Jim. $9,500. San Francisco (209) 756-7991

46.5 FT Mo R gan 462 1981. Solid cruiser. Comfortable boat will make a great liveaboard. Ten-hour daysail south to Puerto Vallarta. Overnight sail north to Mazatlán. New stainless steel port lights. Reconditioned hatches. New instruments. Reconditioned engine. $15,000 OBO. Marina Fonatur, San Blas, Nayarit, MX koolekat1958@hotmail.com www.bit.ly/morgan462

47 FT nauTiCaT 43 1985. Just returned from six months cruising Desolation Sound and the waters of British Columbia, ‘Grace’ is the much sought-after Sparkman & Stephens-designed Nauticat 43 ketch, built to exacting standards by Siltala Yachts of Finland. Considered by many to be the ultimate motorsailer, the Nauticat 43 has a nice turn of speed under sail while still providing her crew with all the comforts and protection of an enclosed pilothouse. This vessel has been extensively upgraded and outfitted for safe and comfortable full-time living or off-grid cruising anywhere in the world. For more photos and details visit website. $189,000. Puget Sound, WA jjking40@gmail.com (206) 309-6148 www.nauticat43.com

11-ft

7-ft

Hull is strip-planked tongue and grooved. This vessel was built by naval architect Ted Carpentier, who also worked as an engineer for Hughes Aircraft and was a personal friend of Howard Huges. It was custom-built for the CEO of United Airlines (the original spinnaker is in United Airlines colors). I have owned this boat since 1996. The interior has been refinished, Elco EN7000 motor installed, teak deck and a new carbon fiber mast and boom and new toilet are ready to be installed. Coast Guard Vessel documented. She is a fine vessel in the San Francisco Bay area. $85,000 OBO. San Francisco Bay Area vksbo@hotmail.com (510) 967-8421

Contact for links with photos, full description. 2022 AIS, watermaker, wind/ solar, Price: $125,000 OBO. La Paz, MX art@artcanoes.com (206) 818-3955

41 FT gulFSTaR CC KeTCh 1975. I have owned and sailed ‘Someday’ for 40 years. Always maintained till last 2 yrs (since my old age set in). Systems in good functioning order, approx 3000 hrs since Perkins 4-108 professional rebuild. Rigging inspected annually. Sails (main, jib, 160 and 120 genoas) in excellent condition. Sails well. Comfortable liveaboard. Inflatable Avon tender with low-hrs Merc outboard, 5 anchors, 3/8in chain rode, 500W solar. Appearance needs attention. Hauled with new fiveyear Pettit bottom paint Feb. 2023. Enjoy living aboard free at anchor in Mexico or beautiful bays of Central America, or anywhere. Contact Bill Nokes for more information. $34,900. Puerto Vallarta, MX boatstuffster@gmail.com (541) 587-4490 or cell (541) 361-0239

FT

Aluminum cutter-ketch lying in French Polynesia and awaiting your offshore adventure –Cooks, Niue, Tonga, Fiji, New Zealand, Antarctica! Built by one of France’s most renowned yards, and launched in 1978, ‘Athanor’ was fully refitted in Seattle in 2015: new engine, sails, rigging, electronics, coatings, watermaker, etc. Light use since arriving in Polynesia (COVID lockdowns). Meticulously upgraded and maintained, she’s truly ready to splash and sail whichever direction you want to go! Safety, comfort, and speed. Import tax paid, with a hardstand in place, making the logistics of taking ownership simple. View details at website or email for more information. $130,000. French Polynesia (Raiatea) sv.athanor@gmail.com tinyurl.com/ym5mfsd6

‘Debonair’

and extensively

A seaworthy passagemaker, ‘Debonair’ recently completed a 16,000nm Pacific tour. From rig to sails, systems to safety, ‘Debonair’s voyage-ready. $74,900. Port Hadlock, WA ketchdebonair@gmail.com tinyurl.com/2s36wtce

KellY

1981.

47 FT TeD CaRPenTieR liDo ShiPYa RD 1957. Ketch with

beam,

draft.

47 FT Vaga B on D 1979. Bluewater Yachts Vagabond ketch. The true image of an offshore cruising yacht, the classic, beautiful William Garden center cockpit ketch is a proven bluewater cruiser.

48

MeTalu JaDe 1978.

43 FT CuSToM SChoCK KeTCh 1973. Professionally built of mahogany over oak,

has been lovingly maintained

upgraded.

49 FT CuSToM ChoaTe PeTeRSon SlooP 1988. Solid performance racer/ cruiser. Spacious headroom, storage, large galley and main saloon, with roomy aft cabin and separate head. Rod rigging, great winches and running rigging layout. $70,000 OBO or Trade. Sausalito, CA libertyshipmarina@comcast.net (415) 613-3665

46 FT STeel YaWl, Full ReFiT 2005. ‘Endeavor’ is a strong, sea-kindly vessel, designed by Henk Tingen and built in Holland in 1958. Purchased 1987 and brought back from near-extinction. We had 13 years cruising about the world; maybe now it’s your turn. Fall in love with your dream boat. Lots of good kit included, can be ready to sail to Norway in 2023! Contact C. Masters for complete list. $100,000. Ipswich, Suffolk, UK svendeavor1958@gmail.com (206) 9603793

48 FT SunCoaST 1980. Type of vessel: ketch. Estimated speed: 10 kt power, 6-8 kt sail. Built Netherlands 1980. Time of lay-up: fall 2012. Hull: length 48-ft, beam 15-ft, draft 7-ft. Frames: varied dimensional steel. Topsides single skin steel plate, 1/4″ thick estimated; bottom single skin steel plate, 1/4″ thick estimated; deck and bulkheads steel plate. Hull layout: V-berth, forward head, forward triple berth, settee/berth, chart station, galley, captain’s berth, engine/machinery/ maintenance room, after master bath, after head, straight inboard diesel engine auxiliary powered. New bow thruster (2010), electronics, autopilot, forward underwater sonar. Six-cyl Leyland diesel, midline, 350 gal water, 250 gal fuel. Pictures at website. $54,900. Cleveland, OH maudeij@yahoo.com.au (954) 235-2527 guapasailboat.com

43 FT SeRenDiPiTY 43 1981. Very well equipped for cruising, this classic Doug Peterson design is located in Mexico and is seriously for sale after a circumnavigation. Universal diesel, two spins, two mains, Moniter vane, Maxwell windlass and much more. $54,500 OBO. Mexico geneosier@yahoo.com

51 & over SailboatS

60 FT CuSToM CRealoCK 1997. Just back from NZ! This 60-ft steel schooner will take you anywhere you want to go. Available to view in Tiburon. $200,000. Tiburon otterkicks@gmail.com (707) 499-9414 schoonershellback.com/

54 FT Jeanneau 54 DS 2009. Fully loaded in mint condition — This boat was truly loved on! She is ready to take you anywhere in the world with safety, class and style. Please call for extensive inventory list. Must see her! Price: $425,000. Alameda, CA lrtravioli@hotmail.com (559) 269-7669

ClaSSiC boatS

60 FT STePhenS BRoTheRS YaWl 1938. Historic Transpac yawl ‘JADA’ for sale. Fresh COI completed February 2024. Berthed in San Diego, Coast Guardinspected, certified for 38 passengers. A storied vessel with celebrity history, ready for new adventures. Reduced: $99,000. dan@sdyachtguys.com (858) 633-6420

38 FT KeTTenBuRg 1955. Mahoghanyplanked on oak frames. Needs varnish and paint, engine work if you must. Now berthed in Berkeley, she wants to wants to get her sails wet! I am nearly 80 and she is only 68 and needs a stiff breeze! No leaks. Decent old sails ready to sail today. Bottom refastened with hundreds of bronze screws, then corked and painted. Will instruct in sailing, varnishing, Cetol application, and bottom caulking/ painting. New carburetor included! Price: $199 OBO. Berkeley Marina I Dock Richard@newmed.com (510) 527-3600

30 FT Mal C ol M Ca B in C R ui S e R 1936. Under roof in San Rafael. Beautiful interior, sleeps 5. Four-cylinder diesel. All new Renogy electric system. New cushions and curtains by Marcia of San Rafael. We use her all the time on the Bay. $65,000. San Rafael Yacht Harbor melco@mcn.org (707) 884-4836

73 FT gR an D Ban KS S C hoone R 1997. Gaff-rigged schooner built by Capt. John Maher, Master Shipwright Mike Winterburn. Built to cruise the Inside Passage and Alaska. Turbo John Deere 6068 TFM engine. 34-inch Max-Prop. Watermaker. New Webasto diesel heater system. Abovedeck galley with Sigmar diesel cookstove. 12V refrigerator. Outback inverter electrical system. Belowdeck bathroom with shower, sink and toilet. Aft sleeping cabin and forward sleeping cabin. Main hold sleeps seven. Full set of Force 10 sails. Can be seen in Port Townsend, WA. $500,000. Port Townsend, WA maher@sailmycia.com (808) 283-2461

MUltihUllS

34 FT SeaRunneR TRiMaRan 1988. Brown Searunner 34 trimaran. Epoxybuilt. Cutter-rigged sails in very good to excellent condition. Spinnaker with sock. Raymarine C120 chartplotter with radar separate Raymarine tridata. Autopilot, two-speed self-tailing winches, Honda top end on saildrive. Dodger and sunshade with side curtains. Tenft Zodiac with Honda 4-stroke. Three anchors, windlass. Solar, 2 new 100 amp batteries. Recent survey. $25,000 Dcrilly47@gmail.com (707) 349-6664

26 FT Cu ST o M CaTa M a R an 2000. ‘PAJA’ is a custom-designed and -built 26-ft catamaran. She is a solid boat, fun to sail, and has been in the fresh waters of the Delta for all her 23 years. The boat’s core is Corecell, with aluminum crossbeams. In June 2023, the bottom was sanded down and a new barrier/ bottom paint applied. She has new running rigging completed this year. $20,000 OBO. Hidden Harbor, Rio Vista, CA PETER@THEALLENSITE.COM (916) 538-1530

31 FT CoRSaiR/FaRRieR F-31R 2002. A dry-sailed, US-fabricated and assembled racing/cruising folding trimaran (and trailer), designed by Ian Farrier and customized by Mike Leneman of Multi Marine. This is one of the lightest and fastest boats on the West Coast. $72,500. Marina del Rey, Los Angeles, CA uncllou@gmail.com (310) 770-1103

Power & hoUSeboatS

26 FT MelgeS PoWeR 26 CenTeR ConSole 2018. The sweetest center console on San Francisco Bay! 400 hp Mercury Racing Verado outboard. Expertly maintained, fully loaded, and ready for four-season boating. Custom spray curtains. $139,000. Richmond YC 843708@gmail.com (203) 837-7792 tinyurl.com/mz5cytax

27.5 FT luhRS SPoRT FiSheR 1978. Gas-powered 350s with V-drives. Closedin flybridge with nice interior and some fishing equipment. She’s been in covered slip most of her life. $7,500. Alameda Marina Stanriverhouse@gmail.com (510) 2051695

PartnerShiPS

CaTalina 36 PaRTneRShiP DoWnToWn SauSaliTo. Non-equity partnership, outstanding berth location in downtown Sausalito. $400/mth for two weekend days/five weekdays access. Maintenance fund TBD. $400. Sausalito Yacht Harbor chris@venturepad.works (415) 309-0331

SeeKing 25% non-equiTY PaRTneR

SeaWinD 1000 CaTaMaRan. Solid, clean, safe, comfortable, fun catamaran. Convenient location. Easy scheduling/ sharing. See website. Email sailing résumé and three references. Price to be negotiated – between $500-$1,000/ month. For one week-plus use per month. Marina Bay Yacht Harbor, Richmond, CA JanPassion1@gmail.com (925) 303-3747 www.sailhokahey.com

41 FT BeneTeau. Co-own a 41-ft Beneteau in West Harbor. Beautiful Golden Gate Bridge views from slip. Meticulously maintained sailboat located off Marina Blvd, by Gate 13. Two cabins and two heads. Looking for a 50% owner who wants to get out on the Bay and sail, believes in the importance of investing in maintenance, and appreciates the amazing location off Marina Blvd. One-time fee for 50% of the boat value, plus 50% of monthly costs, including maintenance fund. Other partnership arrangements will be considered. Only 1 partner. No co-ownership of actual slip. Slip doesn’t transfer. Liveaboards not allowed in marina. $70,000. S.F. West Harbor cmtozzi@gmail.com (415) 244-5422

RaCeR-CRuiSeR aT SouTh BeaCh

haRBoR 1986 Dehler 34, racer-cruiser, tiller, Yanmar. Non-equity sailing partnership. Semi-annual maintenance contribution of $500 is required. Monthly: $300 for two pre-assigned weekend days and four weekdays. Fuel, electricity, parking, insurance. Call/text. $500. South Beach Harbor valtaft@gmail.com (650) 670-5300

looKing FoR BoaT PaRTneRShiP

Looking for partnership on 30-50-ft sailboat, preferably East Bay. Equity and non-equity considered. Have 20+ years of experience sailing on the Bay and chartering internationally. I have partnered successfully on a 31-ft Beneteau for five years. Now I have a small sailing dog that I want to sail with me and the others are allergic. Looking for a clean boat in good condition that is sailed regularly, and responsible, nice sail partners. Berkeley ddodgesf@gmail.com

Cal 34 SauSaliTo. Join our fun and experienced sailing partnership! Seeking operational non-equity partner. Experienced and newer sailors welcome. Open sailing calendar with no restrictions on days. Well maintained 1968 Lapworth design, with spacious and comfortable interior. Dues $2000/yr. Sausalito bill.martorano@sbcglobal.net

ClUbS & MeMberShiPS

Clu B n au T ique u lT i M aT e Me MBeRShiP Discounted sale by owner. Selling Ultimate membership ($16,995 value). It includes all Sail/Power classes for ALL certifications. See link for details. Contact Bill. $13,500. Sausalito, Alameda Caribou24@me.com (415) 407-5830 tinyurl.com/3r6zas6v

ProPerty For Sale or rent

DRaMaTiC WaTeRFRonT alaMeDa ToWnhoMe. Dramatic waterfront Alameda 3BR/2.5 BA townhome with a private 44-ft deep-water slip attached to the property. An impressive 2,054 sq ft with multiple living spaces all designed to overlook the glistening Ballena Bay. $1,249,000 leah@leahtounger.com (510) 701-6497 tinyurl.com/3wdmepyu

PoinT RiChMonD ToWnhoMe. 1314 Mallard Dr. www.1314Mallard.com. Indulge in waterfront bliss at this Point Richmond townhome. With 2 beds, 2.5 baths, and a 2,202 sq ft floor plan, this residence offers a 34-ft-deep water dock for sailing, paddleboarding, or fishing. The open living area connects seamlessly to an updated kitchen. Upstairs, two ensuite bedrooms provide comfort, with the primary featuring a double sink and a steam shower. A balcony off the second bedroom offers serene water views. An inspiring office space, storage shed, practical garage, and dedicated laundry room enhance functionality. Enjoy easy access to scenic trails and proximity to Richmond Yacht Club and major highways. Contact Nathan Jines. $1,345,000. Richmond, CA 94801 nathan@jinesre.com (510) 220-4714 www.jinesre.com

FloaTing oFFiCe / houSeBoaT. A rare opportunity to have a unique waterfront (literally ON the water) building. The structure is built on a 16 x 40 concrete barge produced by the renowned Aquamaison in Sausalito, the premier builder of most of the houseboats that populate Sausalito and Alameda. The interior space currently consists of one large front office space (reception, lounge, office or?), a back office or conference room, a large storage area/ kitchenette, and expansive ‘basement’ storage with two access hatches. Use this ‘as-is’ for an office, studio, workshop, or? Or convert to a one bedroom, one bath home, add a roof deck, lots of potential! Currently berthed in Marina Village, Alameda. $175,000. Alameda, CA wayne@sailing-jworld.com 415-606-2634

Maine CoaST CoTTage FoR RenT

Enjoy breathtaking sunsets from this lovely 3BR, 1BA home perched above the gentle shore of Beal’s Cove, perfect for kayaking adventures, watching wildlife, and relaxing by the sea as the afternoon light floods the windows. You’ll love exploring all the islands have to offer during the day and retreating to the cottage in the evenings to catch the gorgeous pink, purple and orange hues of a Harpswell sunset. marcia@homesandharbors.com 866-8350500 www.tinyurl.com/43475rkj

bUSineSS oPPortUnitieS

CuSToM CanVaS ShoP The Canvas Works is seeking one or more active managing partners to succeed us as we navigate a smooth transition to retirement. We have an experienced team of expert craftspeople, a strong customer base, name recognition, and a convenient workshop and dock space on the charming and historic Sausalito waterfront. We’re looking for experience with small-business operations, workflow scheduling, customer service, the ability to reprioritize on the fly, unfailing attention to detail; someone who enjoys work and people, and has a sense of humor. We don’t have a hard deadline or specific ownership structure in mind, but are committed to exploring any arrangement that allows The Canvas Works to continue to thrive. Lisa@thecanvasworks.com Thecanvasworks.com

berthS & SliPS

P ie R 39 50-FT Sli P &P R o J e CT BoaT. Pier 39 Dock A with project boat: 1985 Californian 38 motor yacht, low hrs twin-diesel engine. Contact Steven. $39,500. San Francisco Cheflam@ymail.com (415) 368-1632

RaRe S.F. 90 FT Slip. The best 90-ft slip opportunity in San Francisco Bay in decades is available for a discerning owner. San Francisco West Harbor just 30 yards to the St. Francis Yacht Club. Visit website. Serious? Contact harbormaster. SF West Harbor doit@imaginethatsf.com www.rare90ftsfslip.com

Pie R 39 Sli P Great 45-ft “E” dock slip for sale or rent. offwork2021@outlook.com (925) 7083374

Re DW oo D Ci TY Ma R ina Sli PS aVaila B le. Slips 30’-75’ at great rates! Amenities: parking, bathrooms, laundry, pump-out, free wi-fi, keyless entry. Guest berths also available. Call for availability. 451 Seaport Court, Redwood City, CA 94063 (650) 306-4150 crevay@redwoodcityport.com www. redwoodcityport.com/marina

Job oPPortUnitieS

Pa RT Ti M e Cu ST o M e R Se RV i C e Sale S Re PR e S en TaT i V e aT Sailing S C hool. Seeking an energetic customer service-oriented individual. If you are passionate about sailing and want to help people realize their sailing dreams, come join our team! Three days a week, eight hours a day, Friday, Saturday, Sunday. You must have excellent oral and written communication skills, strong computer skills, a positive attitude, and the ability to work effectively in a highly dynamic environment. Email your résumé and cover letter to Mark. mark@modernsailing.com modernsailing.com

D eli V e RY DR i V e R F o R laT i T u D e 38. Be the person that everyone loves to see each month! We’re looking for a new Latitude 38 magazine delivery driver to distribute our fresh-of-the press monthly issue. Imagine delivering bundles of joy to sailors throughout the Bay Area. This particular vacancy is for the “East Bay 1” route which, after picking up your magazines in Mill Valley, starts at Pt. Richmond and ends around the Oakland Marina. We provide the vehicle. To apply, send your résumé and cover letter with sailing experience by email to john@ latitude38.com with “Latitude Driver” in the subject line. Please, no phone calls! John@latitude38.com

Oceanic Yacht Sales has an available position in brokerage power and sailboat sales at our Northern California premier waterfront office location, which includes a highvisibility sales dock. Established in 1991, Oceanic has been in the same Sausalito location at Clipper Yacht Harbor for 32 years. Join our team of experienced salespeople and enjoy strong management support and excellent marketing tools, as well as Oceanic’s outstanding name-brand awareness and reputation. Sausalito, (415) 377-0866 www.oceanicyachts.com

CAjohnbaier@oceanicyachts.com

YaChT BRoKeR WanTeD in SauSaliTo oFFiCe.

TWo haRBoRS haRBoR PaTRol PoSiTionS aVailaBle . Positions available for 2023 season! Two Harbors Harbor Department, on the west end of Catalina Island. Looking for experienced boat operators for seasonal harbor patrol positions (March–October). Harbor patrol assigns and facilitates the use of 700+ moorings on the west end of Catalina Island and assists with transporting passengers to and from shore. USCG license required for passenger transport, seasonal mooring included for patrol personnel with liveaboard vessels. Rates from $18-$21/hr. Two Harbors, Catalina Jrconner@scico.com (310) 510-4201

Slo Sail anD CanVaS iS hiRing — MulTiPle PoSiTionS. SLO Sail and Canvas is hiring for multiple positions in our busy sail loft in beautiful San Luis Obispo, California. We specialize in building boat covers, trampolines, and sails for sailing dinghies, one-designs, and beach catamarans. The following job opportunities are open for immediate fulfillment: Sailmaking Department Manager, Manufacturing Assistant — Industrial Department, Production Sewing & Prep — Trampoline or Boat Cover Department, and Office Assistant. To learn more about each job opening, visit website. tinyurl.com/fpdkrmt (805) 479-6122 ext.9 erik@slosailandcanvas.com

inSTRuCToRS WanTeD . Join the captains at Club Nautique and start teaching US Sailing’s most comprehensive curriculum of sail and power courses, both offshore and inshore, in the nation. We have openings now for USCG-licensed captains who exhibit exceptional communication and boating skills, and the willingness to train and work in a professional environment. All instructors are classified as employees, not independent contractors. $28-$35 depending on experience. (510) 865-4700 x313 www.clubnautique.net schooldirector@clubnautique.net

eXPeRienCeD YaChT BRoKeR / SaleSPeRSon neeDeD . Rubicon Yachts is seeking a professional yacht broker/salesperson for its new Alameda, CA office. Yacht sales experience required, must be a self-starter, membership in CYBA is a plus. Contact owner/broker Mark Miner. Alameda, CA. mark@rubiconyachts.com rubiconyachts.com

Join ouR TeaM oF inSTRuCToRS! Spinnaker Sailing in Redwood City is looking for ASA-certified sailing instructors to teach out of our Redwood City Marina location. Part-time, flexible schedules, midweek and/or weekends. Please contact Rich or Bob by phone or email. Redwood City Marina (650) 363-1390 office@spinnakersailing.com www.spinnakersailing.com

liCenSeD CaPTain WanTeD. Wanted: Licensed Captain with towing endorsement for TowBoatUS./Vessel Assist on the San Francisco Bay and Delta. Preferred if you live by SF waterfront, Alameda or Bethel Island areas. (925) 382-4422 towboatus.bay.delta@gmail.com www.towboatusdelta.com

Sailing SCienCe CenTeR – ConTRaCT anD VolunTeeR PoSiTionS oPen. Community Engagement Coordinator, Graphic Artist, Photographer(s) wanted as contractors or volunteers. Volunteer docents wanted for educational science exhibitions. Ask about other roles. info@sailingscience.org (510) 390-5727 www.sailingscience.org/

non ProFit

DonaTe YouR BoaT. The Bay Area Association of Disabled Sailors strives to make sailing accessible to people with disabilities. BAADS is always on the lookout for donated boats to support its mission. Help an all-volunteer organization while receiving a charitable tax deduction. boatdonations@baads.org (415) 5329831

SoUth oF the border

Plan YouR MeXiCan geTaWaY noW. At the gorgeous Cielo Y Mar condos. Located in Punta Mita, 35 minutes from Puerto Vallarta, available to rent from private owner. On the beach, 10 feet from the water, they offer spectacular views of ocean and mountains, the biggest infinity pool in the area, an endless beach, great surf breaks, great fishing, tremendous views of whales, bird life and the islands. While uncrowded and tranquil, just a five-minute walk to several waterfront restaurants. Choose from a spacious, beautifully furnished one- or three-bedroom unit, or an amazing two-story penthouse with lovely shade trellis on the top floor. To reserve, call or email Dona de Mallorca. (415) 269-5165 puntamitabeachfrontcondos@gmail.com

tryinG to loCate

looKing FoR 24 FT PiVeR TRiMaRan ‘no naMe’. We’re former owners of the plywood 24-ft Piver trimaran that sailed around the world in the ’70s. The boat’s last known location was San Diego. We’d appreciate hearing from anyone who might know the whereabouts of ‘No Name.’ wolfinds@mindspring.com(415) 806-3334

Spaulding

Spectra

Svendsen's

Marina Village, Alameda Office 510-521-6213 Direct 510-610-6213

Harbor, Redwood City Bill • Svendsen’s, Richmond/Alameda Rob • rbys@aol.com • www.richardbolandyachts.com

Richard: 510-610-6213

Mik: 510-552-7272

Rob: 619-552-6943

Capt. David: 916-710-1200

Barney: 510-541-1963

Bill: 510-410-5401

Michael: 831-236-5905

David: 781-526-8469

George 415-793-9376

50’

36’

48’

64’

40’

36’

32’ WESTSAIL 1976

50’

BENETEAU