Latitude 38 February 1978 by Latitude 38 Media, LLC

latitude THE NORTHERN CALIFORNIA SAILING SHEET

UQL K> FEBRUARY

ALASKA STYLE

No one plans for this . . . with a Pearson, youâ&#x20AC;&#x2122;re prepared for it.

See the entire line of proven Pearsons at our dock.

Oakland, CA. 94606 (415) 536-6760

EXQUISITE CUSTOM SAILS 'Nanook' won the Ranger 23 Champion¬ ships on San Francisco Bay by not doing as others did. David (actually his name isn't David, but Dan Fitting) bought his sails from Richards and van Heeckeren. Almost everyone else in the class got their sails from Goliath Sails (actually it isn't Goliath Sails, but we can't sling stones at the competition. David was fairly new to sailing, and had read those imposing ads which herald Goliath's discovery of the new laws of nature each model year (he had been playing with a Frisbee for years and thought it resembled a tight leech), and which proclaim that Goliath Sails won yet another race, when almost all of the boats had Goliath Sails, including the last place boat. David decided that if he were to reach champ¬ ionship form, he would have to think for himself, get some real personal help, and some custom sails. David bought his sails from Richards and van Heeckeren. He didn't just get some quality sails, but a lot of help as well. The result is history; David Conquered Goliath. What it took was sound and independent judgement, a steady aim, and a finely tuned stone for his sling. We worked with many a David. The result has invariably been an enjoyable, effective, and long lasting sailmaking relationship; the kind where David gets the help he needs, and we get a shot at Goliath.

Our Davids have done well, indeed. They have vanquished in the battles of the 1973 and 1975 TransPacs, the 1976 3/4 Ton N.A.’s, the Trans -Tahoe, the Frank Stone Cup, twice in the Silver Eagle Long Distance, the Columbia 26 Nationals, a pair of Coronado 25 Nationals, the Cal 20 National, and many, many more. Goliath, of course, is always well-represented,

but it takes more than just numbers: it takes the best.

If you are a David, come talk to us about some custom sails, and some custom service. We'll give you some real custom stones for your sling, and that's no match for Goliath.

Richards and van Heeckeren SAIEMAKTRS ON THE EM&ARCAPER0 AT SIXTH AVE, OAKTANCJ OAllfORNA, Of606 page 3

'Powered bV Pineapples.

Dick Seays LEWMAR REPORT 16 ST — The world's smallest geared seli-tailer Effective Self- Tqiling for Smaller Boats

Our best wishes to BILL ERKELEN and his Wylie design "Lois Lane" in the 78 S.O.R.C.

Spiral ridges are angled to feed rope. Root diam¬ eter and carefully selected angle of jaws ensure firm grip.

One-piece casting incor¬ porates feed arm. Removes easily for maintenance.

Also ... to HUEY LONG on rewinching the maxi yacht "Ondine" with LEWMAR Model 96 Back-Wind Grinders.

Large variations in rope diameter may be accom¬ modated by simple inter¬ changeable washers.

Feed arm shaped to ease in rope with minimum friction. Fool-proof swivel catch permits quick withdrawal of gear assemblies. With top access throughout, baseplate need not be removed for maintenance.

Ingenious key makes spindle removal easy.

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LEWMAR THE BEST OF TWO WORLDS

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Don Wilson

YACHT SALES 11 EMBARCADERO WEST - PORTOBELLO OAKLAND

444-8717

CONTENTS

Two For The Sailor 37 Rafiki

editorial

9 11 26 30

calendar

sightings knock on wood

33 36

countess

38 41

winter cruise

42 47 48 54 56 61 65 Page 5

letters

cal 40

The Rafiki 37 was designed and is built for making safe, long ocean passages with a minimum crew that results in saving you unneces¬ sary fatigue and concern. Whether it's your 30th day at sea or your 60th day in port, you will be as comfortable as the conditions per¬ mit. Because of her Airex hull, 1%" thick decks, 15 opening ports, 2 opening hatches, Volvo diesel and a proven hull design that has weathered more gales than any other design ever conceived, the Rafiki will keep you as comfortable as possible.

’J 24

AIM IT, AND WIN!

what's going on 'there' oriana champs orgin of species richmond summer vacation freebies profiles

14 SOLD IN BAY AREA IN JUST ONE MONTH! Who ever heard of such a thing? The J/24 took 1,2,3,4,6,7,8,9,10,11,12,14, and 15 at the MORC National! If it sounds like it was the J/24 Nationals it might just have well been. Isn't it time you discover what top MORC racers across the country already know — that the J/24 have been leaving all competitors in the dust, boats like Morgan 27s, Santa Cruz 27s, Ranger 29s, Peterson 29s, and anything else that dares to compete. If that's not enough, the J/24's price is as pleasing as her stability, acceleration, and standard equfpment. See it today, win with it tomorrow!

uYacht

House

DEALERS FOR: RAFIKI, J-24, C&C YACHTS 1815 CLEMENT AVE. ALAMEDA 415- 521-7200

PETERSON 34

SEE THE WINNING COfTlBINATION AT THE S.F. BOAT SHOW This family cruiser that has become Doug Peterson's hottest production design, is now available with an all new teak interior for 1978. New accomod¬ ation plan, new colors, new fabrics—

All at a surprisingly affordable price.

The remarkable Peterson 34 is a proven thoroughbred combing the design genius of Doug Peterson, quality construction by Island Yacht Corp. of Galveston, Texas, and complete professional services by Serendipity - “The West Coast specialists in performance yachts.”

“Obession'' - Phil Walters with his family as crew sail through a fleet of 238 boats to win top honors in this year's Block Island Race Week. Peterson 34's also placed 1, 2, & 3 in 1.0.R. division F. The Peterson 34 was named Chicago's Overall Boat of the Year, taking 1, 2, 3, & 4th in1* their division of the 1977 Chicago Macinac Race. What will you do with your Peterson 34?

/feiendipitij

EXCLUSIVE WEST CORST DISTRIBUTOR FOR THE PETERSON 34

LOA 33'-11' LOA 33'-11" LWL 28'-3" BEAM 11'-2" DRAFT 6'-3" DISPLT. 10,800 BALLAST 5,100

PIER 9/THE EMBARCADEfiO/ SAN FRANCISCO 94111/986-8108

EDITORIAL

Anti-slip Yachting shoes With the famous Top-Sider" sole. . hundreds of sharp-angled slits working like a powerful sgueegee to give you a rock-solid footing

The first thing you probably noticed about this issue of Latitude 38 is that it is big — at least for Latitude 38. We started with 40 pages, went to 48, then up to 56 pages. Now 72, eighteen more pages than ever before. It’s too much isn’t it. We mean that literally. With a mighty staff of two — that doesn’t count the invaluable help of Sue Rowley’s monthly articles and Diane Beeston’s fantastic photographs — 72 pages is beyond both our wildest expectations and our capabilities. We’re not complaining, we just thought we’d let you know that you shouldn’t be expecting Latitude 38s this size or bigger in the future. We’d like to think a well-done small sailing magazine is just about right. We hope you agree. Incidentally, our next issue will be out around the 15th of February — hope you pick one up and show it to a friend. SEA BIRD THONG

latitude

Richard Spindler - Editor 8t Publisher Kathy McCarthy - Advertising Manager Post Office Box 1678 Sausalito, California 94965 (415) 332-9520

(415) 924-8335

The Northern California Sailing Sheet page 7

DRY DUCK LEATHER SPAR

Above are just a few of the many men's and women's styles available at Johnson & Joseph, K the Bay Area's leading Topsider dealer!

jou i Joseph mm

Oakland: 76 Jack London Square • (415) 452-1100 San Francisco: 496 Jotierson St. • (415) 362-2710

CRUISING WOULDN’T YOU RATHER SET SAIL IN A NOR’WEST 33?

PERFORMANCE The Nor'West 33 was designed by Chuck Burns specifically for ocean cruising. He desgined a boat that was fast to make those arduous ocean passages shorter. He designed her to be weatherly, to have the ability to work off a dangerous lee shore. He designed her to be responsive, so you may thrill to the simple pleasure of a swift sail.

COMFORT The Nor'West 33 was designed and built for comfort. Her strong full keel makes tracking sure, and the sailing motion pleasant. The decks are clear and unclut¬ tered, giving you a safe working area and room to relax. The sleek functional interior is ideal for living aboard, either at the dock or on the seas.

ECONOMY You'll be amazed at how much the Nor' West 33 offers for such a reasonable price. She's big enough to sail any ocean, yet small enough to leave you with money left to go cruising. The Nor'West 33 is easily handled by either a couple or a single-hander. Reasonable price, low maintenance, quality construction — three reasons that make the Nor'West 33 your best sailboat investment.

NOR' WEST 33

",BUILT HERE TO GO THBRC Nor’West Yachts, 430 Hester St., San Leandro SEE AT

SKIPPER YACHT SALES 1535 BUENA VISTA AVE. ALAMEDA

(415)522-6500

CALENDAR

What’s The Good Word From Ranger?

O’NeilTs

big events

Where you can buy a brand new

national championships

3/24 4/1 4/30 5/6 5/28

Farallon Singlehanded Race El Toro Bullship Race Opening Day Vallaejo/Coyote Point Race Master Mariners Race

7/1

Boreas - Elkhorn Race

7/2

Laser Slalom

7/8

Midnight Moonlight Race

7/22

Long Distance Bay Race

7/22

Excalibur Nationals

7/23

Santana 20 Nationals

8/12

Tall Ships

8/13

Fireball Nationals

8/26

Mercury Nationals

9/2

Windjammers Race

9/23

St. Francis Perpetual Series

10/7

Star Worlds

10/4

Berkeley Women's Cup

RANGER 33 for the old price of $31,490

OTfeilTs Where you can see the fabulous new Ranger 22, designed by Gary Mull. It's the little boat for the big winners.

RANGER

22 If you have any knowledge of any events, activities, races or race results that you would like published in Latitude 38, please drop a line to CALENDAR, Latitude 38, P.O. Box 1678, Sausalito, Ca. 94965. Send it as early as possible, and we 'll do our best to get it published as soon as possible. page 9

O’NEILL’S YACHT CENTER At the Santa Cruz Yacht Harbor (next to the Crow’s Nest) 408 - 476-5200

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Two Versions for *77

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American Construction Heavy Displacement Proven over years of Cruising

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AND LET YOU

HAUL OUT THE EQUITY FOR OTHER INVESTMENTS. Minimum Loan $20,000 - Maximum Terms, 15 Years Trading up to the boat of your dreams? Let us pre-qualify you, so you can pay cash when you find the right boat.

RAWSON PILOTHOUSE 30 Length (hull) Length (water line) Displacement

30'6” 22' 12,500 lbs

Ballast

5.000 lbs

Sail Area (working)

410 sq.ft.

Designer

RAWSON/MONK

SEA-WEST Yacht Sales l

LET US SHOW YOU HOW TO

HAVE UNCLE SAM PAY FOR YOUR BOAT State-Wide Financing Service

Call or Write:

DARRELL B. EDWARDS & ASSOCIATES

2394 Mariner Sq. Drive Alameda, California 94501

21573 FOOTHILL BOULEVARD,SUITE 214 HAYWARD, CALIFORNIA 94541(415) 886-9622

(415) 523-1762

The Mark of a Winner. V

If you’d like to know what the Mitchell team can do for you, set a date to come by and tour our loft. You’ll discover that with Mitchell Sails you get a lot more than dacron, thread and hardware. Find out for yourself.

WINTER DISCOUNTS NOW IN EFFECT.

Mitchell Sails SAUSALITO: 2670 Bridgeway. 94965 (415) 332-4104 SAN FRANCISCO: Pier 9, The Embarcadero, 94111 (415)986-8108

LETTER Latitude 38 Anyone who can create copy as entertaining as that under naked naked naked naked” on your page 18, December Issue deserves a positive response! Please find my check enclosed, and allow me to congratulate whoever wrote that article concerning SPIRIT and her aftermath. I could not have said it better. Warwick M. Tompkins Mill Valley, Ca. Warwick Thank you for your kind compliments. The individual who wrote the 'naked' copy was actually a duck who lived at the end of our dock. In the past when we needed some last minute copy, we would squeeze him and wonderous words would flow from his bill. Unfortunately, we got very desperate for copy this issue and squeezed him too hard, he is no more. We, like you will miss him. —

Latitude 38, I am among the thousands who like what you people are putting out. Keep going!!! However (Haven’t you heard that before) there is a little shaping up that could be done to one article in particular before you ship the monthly issues off. Your monthly boat review on one-designs is great, but you never tell the reader where he/she can get more information on that particular boat. Take the EtchelIs 22 from this month — since there is no dealer the person must go to one of the builders but no address is provided. Perhaps in future articles of this sort you could include an additional source of information or the address of the secretary of the class to your readers. By the way, till now I haven’t subscribed but I want to now and help support this good work. Also I am a sailing pervert. Sincerely yours, George Gombasy Alameda, Ca. George, you sailing pervert, We did mention that Etchells are built by Driscoll Custom Boats in San Diego and Ma Bell can probably connect you. Peggy Patrick is the local class secretary, we don't have her number, but she does live in Mill Valley. In the future we will include a source of further information if there is one. AH the active local classes are listed in the Northern California Yachting Yearbook which is available in most chandleries.

Latitude 38, Ten years ago my wife was a Brownie leader in Tucson, Arizona. Last week I cut myself on her ten-year-old Girl Scout knife. Can I sue the Girl Scouts for endorsing a dangerous device? Win, lose, or draw, the only winners in legal cases are the lawyers. In the cases of Nancy Perry and Camilla Arthur, the lawyers seem to fit well my opinion of them. They are parasites. Avon, the builder of Spirit, Frank Oliviera, Sausalito Marine, C.J. Hendry, et al., are being victimized by the parasitic types (the blood sucking lawyers), not because they did wrong two or three or ten years ago, but because they can be bled to fatten the coffers of Pillsbury, Madison & Sutro. page 11

NORTHERN CALIFORNIA

BAY AREA

CLAUSS enterprises.

DEALERS FOR:

WILDERNESS 21

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DEALERS FOR:

SAN JUANS

OUR LINE-UP FOR 78

SAN JUAN 24 SAN JUAN 30 1/2 TON PERFROMER Finished 2nd & 4th in the Pacific International Championships

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HOMEWOOD MARINA

INLAND SAILING CENTER

(415) 332-4622

(916) 525-6538

(916) 635-3767

LETTER

Time To Get

Decency, common sense, fair play and other old-fashioned standards are all washed aside. My guess is that Nancy Perry does not comprehend what her lawyers are doing, and Camilla Arthur’s estate are lonly looking for free bucks. How can I help? R.F. Peterson Stanford, California Mr. Peterson You, like many other readers have expressed great frustration over the lawsuits surrounding the Spirit. We don’t have any idea of what motivated the plaintiffs to take the action, nor do we know if their counsel is encouraging them in the action, it is unfortunate to say the least, and hard to under¬ stand what benefits could result from the suits. Nevertheless, we think it is most helpful to think the best of everyone, no matter how absurd the situation may seem. The suffering so many would have to endure taking this case to trial makes us dearly hope that someone has a change of heart about continuing the case. —

Latitude 38, My husband and I have been reading your “Sailing Sheet” as you call it since you started printing. We enjoy it very much and I’ve decided to give it to him as a gift - and of course I want him to have the “Sailing Perverts Calendar”. We have been sailing for only about two years but as far as I can see, nearly all sailors appreciate the female anatomy and so most must come under the classification of pervert. Anyway, I think it’s a very clever promotional gimmick and I wish you great financial success from it. P.S. You make it difficult to subscribe - couldn’t find any address in this issue. Luckily we had some previous issues. Helen R. Bouchard Fair Oaks, Ca. Helen Latitude 38 wishes to thank you and all the other ladies who sent calendars to the perverts in their lives, accepting our little bit of whimsical nonsense for what it really is. We don't know if it will be financially rewarding, but if it brings a few people a few smites we ’ll call it a success.

Off The Pot! You have until January 30, 1978 to place your order. The Coast Guard has extended the deadline for INSTALLATION of Type I devices for one year.

MANSFIELD TDX TYPE I Unique holding tank treat¬ ment system. Will adapt to any conventional marine toilet. Multiple toilet capabilities. Low power con¬ sumption (8 amps at 12V). Treat 8( Hold option allows up to 30 uses before treatment!

LIST: $599 INTRODUCTORY OFFER: $499.00

LECTRA SAN Type - 1, Certified Flow-Thru Waste System

—

Latitude 38, Don’t laugh that’s right, I am asking a yachting publication to help promote a “Garden Club” even more ludicrous, A Burgee with a green “G” and a “Tulip” for “Recognition”. Sounds like old "Able Bodied” has lost his “Able”? Seriously, laughter and fun is what this “Garden Club” is all about. I would like to propose a Garden Club made up of all owners of the Garden desfgn CT-41, Sea Wolf, Sea Tiger and other 41’ (approximate) ketches in the greater San Francisco bay area (Seattle to San Diego “displaced owners included”). The club would be open to all boats of this basic Garden design; wood or fiberglass, aluminum, cement or other? The club would be primarily for the exchange of ideas and experiences in sailing, construction or modification, etc., and would propose four annual races and monthly or bi-monthly newsletter. page 13

Lowest price in the bay area! BoatBuilders Supply will beat any published advertised price on this $470 list Lectra San Waste System!

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SPECIFICATIONS

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V LOA 20' LWL 15' BEAM 5' DRAFT 2'6"

Brings comfort to sailing. Be the first in your harbor to sit in style on our new folding winch seat.

SAIL AREA: MAIN: 100 sq. ft. JIB: 50 sq.ft. SPINN: 150 sq. ft.

DISP. 700 lb. \

Come and join us on a Flying Fifteen and find out what a 'screaming reach' is all about. FOR YOUR LOCAL BARIENT DEALER CONTACT:

SAILBOAT EQUIPMENT, INC. 332-0885

We Sail Boat Works 80 GLENN WAY, No. 15, BELMONT 591-7889

Distributors of Fine Yachting Gear

BOAT SHOW SPECIALS! MARKEL HEATER were $3995

PETER STORM FOUL WEATHER GEAR

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AK-1 LIFE JACKETS WERE $895

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AL'S MARINE STORE PETE'S HARBOR, REDWOOD CITY

364-0288

LETTER The high points of the season being the annual “around the bay race . (Proposed) Start at the Sausalito waterfront by Ondines at noon, leave Coast Guard anchor bouy to port — leave Crissey Field bouy to port — leave the center anchor piling of the Oakland Bay Bridge to port — Yerba Buena-Treasure Island to port — Red Rock to starboard — Angel Island to star¬ board — Coast Guard anchor bouy to starboard and finish along the Sausalito waterfront; with a few reservations. First; let no single wind shift create a winner! All boats must be anchored in the starting area for at least one hour, with bonus points for over nighters (good holding grounds). At the five minute warning gun you will commence to haul your anchor, “Gentlemen, haul your anchors”. At the starting gun you will commence to make sail. Mizzen secured by at least two gaskets, main secured by at least three gaskets, jjh secured as suits the individual boats. Each boat will be given a 20 minute power allowance (honor system) to be used at any time during the race except out-bound after crossing the starting line and the center anchor piling of the Oakland Bay Bridge. From the start to Crissy Field bouy, to the center piling of the Bay Bridge, anything, sail or otherwise that will hang or stand and draw air may be used to propel the boat, except power. From the Coast Guard anchor bouy to the finish anything that will propel the boat by any means may be used including power. Maybe not as much a test of seamanship as a slugfest to weather out around the Farallones, but I guarantee a lot more fun. The folks along the waterfront in Sausalito who, probably think all sailors are a little strange anyway; will now be convinced. A conservative estimate would require at least 25 boats at $35 annually for membership to get burgees, patches, mailings and one “spend-whats-left” cruise. If anyone is interested, please write to the Garden Club, P.O. Box 746, Tiburon, Ca. 94920-Flurry! A.E. Colletto Mr. Colletto, Latitude 38 is always willing to help promote any type of racing scheme our readers can concoct. But a 20 minute power allowance in a race around the bay? We ’d be sore losers if we got nipped working toweather at the finish in a light breeze by a boat rumbling into the wind under a 75 HP diesel, if you get the race organized and drop the power allowance Latitude 38 will be happy to throw in a keg or two of beer for the fun. If you keep the power allowance, we’ll contribute a six pack of Brown Derby. Fair enough?

Latitude 38, On our return voyage from the South Pacific this August and September, the Trans Pac broadcasts of the Pacific high pressure' position on WWVH were stopped. We needed the information for our course from Hilo to San Francisco. So via the Ham radio aboard, Bob contacted other Ham Operators and they persuaded the Weather Station in Honolulu to continue the broadcasts. page 15

Two More Swedish Beauties Arriving! By the time you read this, they'll be here!

ALL NEW MARIEHOLM 26 The roomy big sister to the world-famous International Folkboat — By the same designer. Delivered here with diesel power, sails, bow & stern pulpits & lines . . .$20,200.

ALL NEW BALLAD 30 Diesel sloop. Introductory price to United States sailors. Fully equipped, sailaway.$26,880

MARIEHOLM 26' diesel sloop

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295 HARBOR DRIVE • SAUSALITO • 332-2320

LETTER This is a letter asking you and readers to write to Honolulu. If they received many requests, we do believe they will broad¬ cast the Trans Pac information all year for the benefit of anyone sailing in the North Pacific Ocean. The Trans Pac broadcast follows the regular weather broadcasts at the 51st minute of every hour. The address to contact is: Mr. Turner Weather Station Forecast Office Honolulu Airport, Hawaii 96819 Bob and Gail Jensen Yacht “Simoon” Ukiah, Calif.

Readers The following are a couple of letters passed along to us by local boats manufactureres. We are printing them because we think they are good letters. No boat plug, O.K. ? —

Dear Kim, Don, Dave, and everyone else at Wylie, I tried to call before leaving L.A. but couldn’t reach you. Once the spar arrived the pace increased quickly. We got our hands on the mast on Saturday, October 8, and spent that day and Sunday rigging Front Street. Monday we stepped the mast and managed a one hour sail that evening. On Tuesday we got a chance to look at all the sails and on Wednesday went out for our first race. We entered in MORA and they let us go with a 22.2 rating despite no certificate. We ended up with First to Finish, and first in our class corrected against eight other boats. We spent Thurday tuning up a bit more and working on the sails. Friday was strictly a work day. We departed Marina Del Rey Saturday afternoon, Hawaii bound in a boat with only six hours sailing time on her. It felt so fine to be gone from there I couldn’t believe it. During the first night we had to tack a coupleof times to work our way clear of the Channel Islands and then we settled down on starboard tack, close reaching in 8 knots of wind and started working our way south and west. My crew consisted of Doug Barna, 22 from Kaanapali, Hawaii: jean-Pierre Kirk, 19 from Haleiwa, Hawaii; and my brother David Thoma, 22, from Ventura, California. Doug and J.P. have made deliveries with me in the past. Dave had no prior sailing experience. The first five days were kind of slow, but the sea was flat and what wind we had was steady. We made 120-130 miles during each of these days and generally had a fine time. Each day we got a bit of a lift enabling us to steer more westward while continuing to reach and maximize speed. I was very impressed with how easy the boat accelerates. We went aloft twice to check things out.and then finally got to a point where we could set a chute. The wind was a real teaser at this time. Just a few knots more and we knew we would be able to surf a little. In 10-12 knots of wind we started making 150 mile days. A bit of a disturbance in the form of a front hit us on the 24th and we finally got some air. By this time we felt very confident with the boat and were anxious to blast off and go surfing. The wind increased to a little over 20 knots and we page 17

Jim and Dulany Young sailing their Valiant 32

Valiant 32, the yacht the brokers bought. “A shakedown cruise of a new yacht normally is loaded with the unexpected. We complicated the situation by taking delivery of our sailboat in Puget Sound this fall. 'After our second gale increased to a full storm (winds were in excess of 70 knots), we had some doubts of our timing, but never did we question our new Valiant. The 32 performed better than our highest expectations. "For more than a year we had been looking for the best cruising sail¬ boat for a couple. Work- , ing as yacht brokers en- [ abled us to climb aboard ; „ every production boat as jj well as many one-offs. Admittedly we ;Plll were difficult to please \ and would accept few 1 \ compromises. When you j|C trust your life to an offvV\ ^ shore boat, there is no I ;in\ room for compromise. We EL Wm wanted a boat that would carry us and our gear and I provisions anywhere, in , - % any conditions. rtJKggpiR *** "We needed an extremely strong hull, but rejected those boats that Designed by Robert H Perry. are too heavy to sail out of their own wake, as sailing performance is second only to safety. Our search was totally frustrating until we sailed the Valiant 32. “For us, it is the perfect boat. Thank you. Valiant:’ Jim and Dulany Young “Lyra:’ Valiant 32 #119

Valiant 32^ 1515 NW 51st, Seattle, WA 98107 Dept L-1

For an onboard inspection call (714) 673-4750.

Time Has Run Out (ALMOST) To purchase a Type / - Flow Thru Head for your boat. Special last minute sale prices on Lectra-San and the new I. W.S.S. systems heads. 2829BRID<f£UfPBf,SUITE 20lrSPUSRUT0.CP. 94965

LIST: $470 Selected Listings-

SALE *349

25'5" New Atkin wooden gaff sloop, beautiful. 30' Tahiti ketch, 1969, diesel, vane, lots of gear. 31'6" Lapworth Dasher, wonderful sailer . ... 32' DeFever cruising sloop, Pacific veteran.

FOB San Rafael

SALE ENDS JANUARY 30, 1978

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LETTER started pegging the knotmeter again and again and again. We finally rounded up during a hard squall and decided to get the chute down. But this time I knew the boat was one of the best steering boats I ve ever sailed. Pure fun! The knockdown was one of those freaky things where the stern is slapped around by a wave just as a puff hits. The sky to windward of us was looking pretty dismal at this time, so we decided to really back off on the power. We put a reef in the main (for the first time in 1000 miles) and set a blade jib out on the pole. A few hours later we were in 35 knots of air and tremendously lumpy seas caused by the wind veering quickly as the front passed. We got some tremendous surfs time and time again. I guess the max speed was about 15 knots. It was really a lot of fun but one of those situations where after a while your saying “enough is enough”. By nightfall the wind had decreased to 12-15 knots. My noon position on the 25th had us 179 miles farther' down the line, which was our best 24 hour run. (Average - 7.25 knots) I suppose I should stop telling sea stories and tell you about all the things wrong wi-th the boat. However, nothing is wrong, except for a couple of minor deck leaks here and there. We wrapped and stuffed sail gaskets around the mast at the deck because of all the banging and working there. A couple of times the batteries failed to recharge properly and once we had to hand crank the engine. Now that its broken in, that’s no big deal. All of us agree that the boat is super comfortable and liveable. We tried to be very careful in storing and provisioning for the trip, and it paid off. We didn’tbother withtrying to carry any cold stuff either in the icebox or in an Igloo Cooler. Instead we used the icebox to store all the foods we used daily. The rest of the food and all our water (10 gallons per man) fit easily into the lockers under the bunks. We used the water from forward first so that once off the wind the weight was concentrated fairly well aft. Incidentally this is a “modified Hawkfarm” since we removed the head and shipped it home to make room for our liferaft, survival kit, and a case of apples. I have four jibs and two spinnakers which along with all our clothes stow easily up forward. We put the bread and some other delicate stuff under the forward V-berth. I estimate the total weight of all food, water, and gear carried to be right around 1000 lbs. This amount of weight didn’t seem to affect performance at all, though it got better and better as we lightened up toward the end. The last week of the sail was pure delight. We had steady trades of 12-15 knots. Sunny days and full moon nights. Our only problems were running out of Ginseng Tea and losing a fine Mahi-Mahi we would have liked to have caught. We did catch six fish during the trip, though. We made landfall at 1600 on October 31, at Maui. We finally jibed over to port tack for the run down Pailolo Channel and a couple of hours later tha-t was it. Incidentally, we sailed from the west end of Catalina to landfall all on starboard tack. Something I’ve never done on this trip before. The totals worked out to be 2370 miles in 16 days, 11 hours for an average speed of 6.0 knots. I’m totally happy with Front Street and want to thank all of you connected with building these great little boats for doing them up right. Now that we’re home, I plan to turn on a lot of people to the boat in the hope that someone will get as stoked page 19

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LETTER as we are and maybe buy another one so we’ll have someone to play with. Aloha and Good Health, Alan G. Thoma Lahaina, Hawaii Redhook, St. Thomas, Virgin Islands Gannon, you old fart, You should have been along for the slog uphill from Panama. Boat is dynamite — pure f—ing dynamite. You should find out from Sutter how much area there is in a double-reefed main and storm staysail on this rig, and then tell me what force it was blowing when I was about ready to take a third reef to keep the boat from driving too hard. You figure it out. I have always known the Carribean was a bunch of bull—t! and of course as soon as we got here the wind went south of east and lightened up. Ended up off the Dominican Republic with the wind north of east all the way. By rights we shouldn’t have gotten here at all, but 14 days is what it took. Too much wind for vane gear, so I locked the wheel and slept in the cockpit. Never ever again. But it’s nice to know that you can do it. Lost one wind vane, one winch handle, and just started to lose our seam in the working jib - that’s the extent of the damage. F—ing amazing my friends, f—ing amazing. That last boat would have been in little bits and pieces, or I would have turned back. If you or I had the brains to put a box over the companionway hatch, we would have been about totally dry. A definite oversight, but if I can get the bread to do a few things to perfect it, this will be a super vessel, like a No. 2 jib, the box over the hatch, and some other little s—t. But I want you to know she is a great boat even if the frigging cockpit is a little less than bowling alley smooth. Forget the dodger. We filled the cockpit 3/4 full twice, and i don’t think a dodger would help with the green stuff, and in any sane weather the boat is dry. In the heavy stuff I go below and worry anyway. The chart table and the galley work great. I spend half my time at the chart table, either tack, but of course the port tack is better. Fathometer does not work worth a damn in the water box. I will have to go through the hull to get any depth. Still good for running out chain and real close to aground stuff. The south Pacific is out for now. No money, but know my way around the U.S. Virgins Islands so can make some without chartering. Glad I didn’t do a double berth in the salon or an aft cabin, or else I might be tempted to charter. This boat sleeps two, f—ks four, and is available for $10,000 US per week. Some statistics: 14 days, includes the transit of the canal. Logged 1,349 miles from the last lock to St. Croix in 12 days, 20 hours, including 16 hours hove to with no headsails and 4 hours being boarded by Colombia Customs as we were seeking some lee close in. Bummer, but no trouble. Log reads 11 % light. Averaged from St. Croix to Dutch Cap Cay, St. Thomas 7.95 knots on the wind, all plain sail, force 4+, but not hard on the wind. Not shabby cruising. „ „ Cap Crowell Johnny Harms Lagoon Marina page 21

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SFBSfl Sailing costs money. The casual family sailor knows it, so does the man campaigning on the I.O.R. circuit. The ones who really feel the money pinch, however, are the young men and women who have worked hard to qualify for a prestigious national or international regatta. Because these folks are too young to have entered into a life career they have a dilemma they have the time to participate in such regattas, but they don’t have the money. So how do they do it, knock off liquor stores? No. Many times they receive assistance from the San Francisco Bay Sailing Association. The SFBSA is a non-profit organization founded in 1965 by a group of local sailors who wanted to see the best young sailors, not just the wealthiest, have the privilege of competing against the world’s top sailors. The founders discovered that all too frequently our Olympic sailing represent¬ atives were those who had the means to travel and thereby sharpen their skills against high quality competition in a wide variety of conditions. Many top caliber local sailors were denied marvelous opportunities because their financial resources were not equal to their sailing skills. In its first 13 years the SFBSA has had a rewarding history in rectifying the inequitable situation. SFBSA funding has helped young local sailors of modest means bring home such coveted awards as the Mallory Cup, two Laser World Championships, three Laser North American Championships, the Prince of Wales Cup, and many other national and international trophies. Far more important than a few hundred pounds.of silver is the wealth of knowledge and rich experiences that these sailors and crews have brought back to their fellow sailors in northern California. The sharing of knowledge and experiences is a big part of what SFBSA is all about. Many of the sailors who have recieved grants from the SFBSA have conducted seminars and training camps as a way of dispersing their knowledge and expressing their appreciation. What kind of assistance do the sailors receive? The SFBSA provides key financial assistance, normally in the form of travel grants. All grants must be endorsed by the sailor’s yacht club or class and each application is judged by three criteria: 1) Need. 2) Dedication. 3) Talent or potential. Most SFBSA grants are made to small boat sailors so that more individuals can benefit from the program. All grants require that matching funds are obtained from some other source, so there are never any all expenses paid bonanzas. Since 1965 the organization has helped over 400 sailors from 18 northern California yacht clubs travel to regattas they other¬ wise would not have been able to attend. When he was 18, Vann Wilson became the youngest North American Men’s Sailing Champion in the history with the help of the SFBSA. John Bertrand won the Laser Worlds with the aid of the SFBSA. Initially, a few prominent yachtsmen provided the funds for the SFBSA, but now a decade later funding comes from a variety of sources. The most important and rapidily growing source are tax deductible contributions from average sailors. If you would like to see deserving young sailors continue to represent northen California in the sailing world, why not consider becoming a member of the SFBSA? Memberships start at only ten dollars — see the handy form in the classified section of this issue. Latitude 38 is pleased to announce that many of those sailors who have benefited from SFBSA grants will be contributing articles on their experiences in a regular column starting with the next edition. Some of the events covered with be the Laser Worlds in Brazil, the Etchells 22 Worlds in Australia, the Star Worlds in Kiel, and other national regattas. page 23

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SIGHTINGS tiger, the bulgarian, and grandma By the time you read this, “Toothless Tiger” should have taken his Seahorse yawl out the Gate and be off on his proposed non-stop circumnavigation. ' Tiger reported receiving a good deal of last minute equipment and stores that he badly needed from local sailors. Perhaps the biggest gesture was made by a Canadian, Randy Thomas of the trimaran Celerity who offered Tiger his windvane after reading how he didn’t have one in the last issue of Latitude 38. What’s this about a Bulgarian? Well, the way we got it, George Georgiev has just finished a circumnavigation, arriving back exactly one year to the day after he had left. George’s actual sailing time was 220 days, which would make it 6 days shorter than the record held by !Sir Francis Chichester in his 53’ yawl Gipsy Moth. Georgiev’s boat was just under 30’. And while we’re talking about sailing around the world, let’s not forget grandma. Anne Gash, a 54-year old grandmother just arrived back in Australia after a 2 year solo circumnavigation in her 27’ boat. Grandma Gash had her worst time in Accra, the capital of Ghana where her boat was stripped by thieves and rammed by a tugboat. Ghana, we surmise is no better for grandmas than New York.

meet you at the club med. In the September issue of Latitude 38 we announced that the American Singlehanded Sailing Society would be holding its first singlehanded TransPac on June 15 of this year. All that’s true. We also said that the Hawaiian Equipment Company would be sponsoring the event with Survival & Safety Designs, Inc. That’s only party true, as the Club Med. has replaced the Hawaiian firm as co-sponsor. Club Med. will apparently be presenting trophies for the winners, operating water taxi service to and from the boats to their club, and also be offering special package deals for wives and friends of the participants at their facility irt the islands. Details of the assistance that Club Med. will be offering are still sketchy at this time, so stay tuned. The Singlehanded TransPac is a direct result of the popularity of the Singlehanded Farallons Race that was held last year. The second edition of that race will be held Saturday, March 25, and details may be obtained by calling Alice Schmitt at 465-7932.

the bigger they are, the harder they boom For the Aussies Down Under, it’s the big racing season. It’s time for the Southern Cross Series, with it most famous race, the Sydney to Hobart Race. It was rough for the American boats Kialoa and Windward Passage, who are chasing each other around the world pushing the other on to greater records. Although the race was described as the roughest in history, the two American maxis got the worst of it in a warm up race. You see, there was this little mix up over a right of way and the 73’ Passage poked her bowsprit right through the side of the 81 ’ Kialoa. Hit her good, too. Knocked two crew overboard and trapped Kialoa’s owner under the wheel for a while. About 10 grand damage to each boat. Big boats, big bucks. Kialoa by the way did take the Hobart Race, edging Passage by a few hours for first-to-finish honors. That’s it from the big boat world.

what da truck? You never can tell about sailors, they’re a peculiar breed. Some are wealthy and deny it, some don’t take showers and are proud of it. And, some broadcast their wealth and take showers all day long. A good example of the peculiar sailor is Bill Erkelens. He commissioned the Wylie Design Group to build him a 40’ IOR boat to trample people with in the SORC. The boat is beautiful (you can see

everyone is racing This time it’s the Ancient Mariners Sailing Society that will be starting their race from San Diego to Maui on June 25. The Ancient Mariners is planned to be an event held on even numbered years. Unlike all the other TransPacs, this one will feature a staggered start with some boats leaving days before others. The idea is that all the contestants should arrive at Maui just about the same time. The blurb we got said that to qualify a boat must have'been built before 1941 or designed before 1950. We haven’t seen any boats that were built 9 years before they were designed, but then we don’t get around as much as we’d like. Actually, we imagine that the reverse is true and that

SIGHTINGS offshore racing forum <Bb movie

it on page 27), but does Bill care? No, he’s all wrapped up in this stupid old truck that’s pictured above, that he is going to tow his boat to Florida with. We’re not really being fair to Bill, because we took this picture the day before he gave it a spiffy paint job, a good washing and a face lift. But still, how do you explain a guy who pays who knows how much for this handcrafted work of floating art and then falls in love with a $3,000 rolling cigar. Jeeeeez!

to hawaii — everyone! the boat is supposed to have been de¬ signed by 1941 and can have been built as late as 1950. As of a month ago, thirteen boats had already entered, and many more are expected. Philip Shea, Joshua Slocum’s grandson will be on hand to present the perpetual trophy for the first boat to finish. Since the race ends at the Sheraton-Maui at Koanapoli and Mr. Shea is a vice-president of Sheraton International we don’t know exactly where his interest lies in this whole affair. But who cares? Call Bill Vaughn at 532-1768 or 521-6003 and enter anyway. page 27

Do you know what ORCA is? About all we know is that it stands for the Offshore Racing Club of America. Apparently it was founded 3 years ago by offshore racers who were disappointed with the fact that USYRU seemed to be primarily concerned with the interests of small boat sailors and the northeastern yachting establishment. ORCA is now the voice speaking for the racing interests of over 800 skippers and crewmembers who are interested in offshore racing. ORCA is the only organization that gives the boatowner and crew direct representation before the national and international racing authorities There are 51 members of ORCA in northern California, Max Gordon is the Fleet Captain and Dave Allen is a Director. Both would like to invite all of those interested in offshore racing to a combination forum and movie at the San Francisco Yacht Club on January 19. Part of the program will feature ORCA Managing Director Ted Jones and Commodore Norm Raben discussing the status of offshore racing and wanting to get your feedback on the subject. In addition, movies of the fabulous 1971 Montego Bay to Jamaica race will be shown. This was the race that Windward Passage smashed all records in, averaging almost 11 knots for the entire raCe - yet she was nipped by Dave Allen’s Improbable for Overall honors. It should be a great movie and and interesting meeting for those interested in offshore racing. Don’t be bashful, stop by the San Francisco Yacht Club (in Belvedere) January 19. No host cocktails will be starting at 7:00.

tall ships coming So what you say? So watch out about the 10th of August or you might be run down by a classic. We’d like to tell you more about this recreation of Captain Cook’s voyage, but as you see we’re running into the next little “sighting” and will have to wait til next time.

hey man, what about my perverts calendar? It’s tough being a pervert. Last month we ran a special little item on the Latitude 38 Sailing Perverts Calendar’. Like a bunch of fools we didn’t run our address anywhere in the issue so half the people didn’t know where to send their $6.00 for their subscription and the FREE Sailing Perverts Calendar that goes with it. But we paid for our omission dearly. We had perverts calling us at 6 in the morning and 11:00 at night, during dinner - all the time. We guess perverts never sleep. Sailing perverts have it tough for another reason; they’re going to have to wait a little longer for the Sailing Perverts Calendar. We got a brave girl out there on the bay on a nice chilly, windy day and she started to get - frostbite. Actually, that’s a lie. We’ve just been so busy with this issue and that combined with the rotten weather has delayed things. But fear not, immoral creeps, you’re calendar should be in your sweaty palm by about the first of February. Latitude 38 is always greatly embarassed when it fails to deliver on time, so we’re adding 3 extra months to the calendar. Clever, eh? Latitude 38, P.O. Box 1678, Sausalito, Ca. 94965

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(Dealerships still available — ask for Mike Bennett)

knock on wood!

Christenings are important to sailboats. It brings them to life. Sorta like when the doctor gave you that whack on the behind the first time you stuck your head out into the world. Christenings are great fun, too. Latitude 38 got invited to two of them last month and had a fine old time. One was a cruising boat, the other a super-racer â&#x20AC;&#x201D; both were cold molded. The first boat, Lois Lane, a Wylie 40-footer designed for the SORC was given the bottle by Mrs. Bill Erkelens. She used a strong two-hand grip and swung for the bleachers. It was a marvelous hit on the first try. Lots of styie too, like Reggie Jackson going'for the big one. The second boat was a Chuck Burns design built by C&B Marine of Santa Cruz for Tom and Barbara Young. Barbara christened the boat Topaz with a 9-iron like shot that got the corks popping. The weekday crowd at the Santa Cruz event was not as large as the one for Lois in Alameda, but all the Santa Cruz sailing mafia made at least a token appearance. Entertainment was provided by Ron Moore of the always enjoyable Ron Moore Show. Christenings. Good fun. Why not buy a boat and have one yourself? page 31

ISN'T THIS THE SAILBOAT YOU'VE BEEN DREAMING ABOUT? Sydney to Hobart Race Winner

—

Three Straight

Sydney to San Francisco

—

135 Mi./Day Under Vane

GANNON YACHTS BOB TEFFT

415 332-3690 -

PETALUMA, OA. p.Q. BOX 1058, 94952

JIM GANNON

707 762-2865 -

COUNTESS By now, most local sailors are aware of the apparent collision between the 14,125 ton German freighter Main Express and the 30’ Hurricane class sloop, Countess during the early hours of December 18. Although no bodies have been recovered, substantial evidence suggests that two persons had been on Countess and died as some result of the incident. The two are Lou Albano, a wellknown ship’s carpenter from Sausalito, and David Ellis, a wood-worker from San Anselmo. Albano was an experienced sailor who had owned Countess for about seven years. Only several months ago he sailed the boat back from Hawaii on a stormy passage. Albano frequently sailed the bay during evening hours. Ellis was also experienced on the water, and for several years he had been a commercial fisherman. Many of the early reports on the incident were either innaccurate or left people with misleading impressions of the incident. Most of these errors have not been corrected. Many were led to believe that Durel Miller, who - survived the harrowing mid-Pacific sinking of the yacht Spirit, had been aboard Countess. He had not: False reports to that effect probably resulted from the fact that Miller had been living on Countess while she was berthed in Sausalito, prior to her being put at anchor at Aquatic Park. Early reports also indicated that Bob Mathis might have been aboard. He had not; he had dropped Albano off earlier in the evening. Many media sources reported that there were ‘skid’ marks along the side of the yellow-hulled Countess. It is true that paint .is worn off on both sides, but that appears old, and is unlikely that it is the result of any accidental contact with another vessel. Much of the case is shrouded in mystery and has spawned unfounded speculation because only sketchy details of the incident have been released. The Coast Guard has various audio tapes, radar pictures, and testimony they refuse to release at this time. Such information will only be made public after the investigation is complete and has been approved in Washington — a process likely to take 6 months or more. Because of the great potential for litigation, the Coast Guard feels that releasing information prior to that time might page 33

prejudice any prosecution they may wish to initiate. Working with individuals who are acting in a professional capacity, Latitude 38 has been able to piece together a general, albeit an incomplete and unofficial, outline of the events surround¬ ing the apparent collision. We insist that our readers refrain from using this outline of events as a basis to speculate who, if anyone might be legally or morally responsbile for the apparent collision and resulting deaths. To so speculate would

somebody better pick the poor gay ap or he'll drown ■be detrimental to the best interests of all who have been involved in this most unfortunate incident. Sometime after 6 p.m. on Saturday, the 17th, Albano and Ell is rowed out to Countess on an inflatable raft. A tape message left on Albano’s answering machine indicated that they then intended to set sail for Sausalito. Since Countess did not have an engine at the time, she was at the mercy of the light winds and flood tide. By 2:30 early Sunday morning, Countess was near the bouy that marks Blossom Rock. The Blossom bouy is yvithin the precautionary'; area of the main freighter ‘Intersection’ on San Francisco Bay. Sometime before 2:30, the German freighter Main Express had left the container terminal at Oakland, outbound for Vancouver. Prior to passing under the Bay Bridge, a bar pilot took over from a bay pilot. While heading for the Blossom precautionary area at, approximately 15 knots, VTS (Vessel Traffic Service on Yerba Buena) notifed the Main Express

that the traffic in the area was the tanker Hyller Brown heading in the Gate, and the Exxon Newark, leaving the north bay for an anchorage in the south bay. Visibility was good, nevertheless, the Main Express had her radar on. Two small blips appeared on the screen in the area of Blossom Rock; one presumeably was the bouy, the other probably Countess, which had a multi-surfaced radar reflector mounted high on her mast. As the Main Express neared Blossom, someone on Countess got on Channel 16 and made a transmission. The effect of the transmission was to warn a freighter that she was about 100 yards away and bearing down on the stern of Countess. The individual on Countess told the freighter to turn to starboard. Apparently the Main Express seemed to the individual on Countess to be turning to port and the transmission ended in a curse to the effect of “Aw, shit.’ We do do not know if the curse was spoken in terror or disgust. The transmission was made about 2:37. The bar pilot on Main Express was monitoring Channel 13, as required by law, with a handheld VHF. He did not hear the warning. The transmission was recorded on tape by VTS, but apparently the signal was either weak or garbled with other traffic at the time. About this time the Exxon Newark radioed the Hyller Brown that there was a sailboat in the area of the Blossom bouy. Hyller Brown acknowledged the report, but she was headed north to Richmond. As the Main -Express passed near the Blossom bouy, Countess was noticed about 10 feet off the port side on a parallel course- Her spreader lights were on and she appeared to be sailing without difficulty. As the bridge area, located aft, on the 560-foot freighter passed Countess someone pn the Main Express heard an indignant expletive from the vicinity of the sailboat. Apparently, the Main Express and the Countess had already collided. It is believed that the flare of the freighter’s bow came in contact with the backstay, of Countess, ripping the backstay fitting from the transom. It is not known, but it would seem likely that those on the Countess had either jumped off voluntar¬ ily or had been knocked off by the impact. While it is by no means known for certain, the ‘indignant expletive’ later

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heard may well have come from the water since it is believed that there was no more contact with the Main Express at that time. Unaware of any problem on Countess, and believing there had been no contact,

the Main Express continued on her course. A short time later, the second mate, believed to be on lookout â&#x20AC;&#x201D; perhaps just anchor lookout â&#x20AC;&#x201D; apparently informed the pilot that they had either hit or might have hit the sailboat they

just passed. The Main Express radioec VTS that they were going to circh around Alcatraz and and swing by th< Blossom another time before heading ou the Gate. Seemingly, those on the Mair Express were of the opinion that then

COUNTESS was no problem on Countess, but that it was worth a second look. The transmission to VTS was made about 2:43, or about six minutes after the warning had been transmitted from Countess. As the Main Express was beginning to circle around Alcatraz, the Exxon Newark radioed the Coast Guard that they had heard cries for help from the water in the general area of the Blossom bouy. Exxon Newark first got the Coast Guard in Monterey and seconds later got the Coast Guard in San Francisco. The Coast Guard was asked and given Exxon Newark’s position. When asked, Exxon Newark reported that they had heard not just one, but repeated cries for help. Exxon Newark then reported that there was a sailboat in the vicinity, and the Coast Guard tried to raise the boat, seemingly to get their assistance. This was the Countess, and for obvious reasons there was no response. The Coast Guard then requested the Exxon Newark’s position, and was told they were now under the Bay Bridge. About this time the Exxon Newark apparently told the Coast Guard something to the effect that a boat better get out their or the poor guy would drown. Just after 3:00 a.m., the Coast Guard issued a ‘pan’ call for assistance from all vessels in the area. A water-taxi heard the call and came over to join Coast Guard vessels that were either on their way already or just leaving from Yerba Buena. By this time the Main Express had re¬ sighted the Countess, which seemed to be sailing toward San Francisco, still seemingly without difficulty. As the Main Express pulled alongside, Countess either tacked or simply sailed into the side of the freighter lightly, apparently bending the sloop’s bow pulpit. Realizing that the boat was adrift with nobody aboard, the Main Express began to search for indiviudals in the water; either motoring or drifting with the 1J4 knot flood. After a combined search that lasted about 9 hours, efforts were abandoned. No jersons or bodies were found. Countess was towed to Yerba Buena. Other than her backstay fitting being ripped out and the bent bow pulpit, she appeared undamaged. To casually glance at the boat from 50 -feet away, one would have the impression that nothing was wrong. Very small amounts of water page 35

were found in the bilge, too little to indicate that she might have been knocked over so far by a wake to have been briefly swamped. At this time it appears unlikely that anyone will be able to determine if those on the Countess had been knocked off by the apparent impact, or had chosen to jump free in the face of a huge container ship bearing down on them only a few feet away. If they had decided to try and hang on during impact, there are no visible signs of strain on lifelines, handrails, or other fittings. Both Albano and Ellis were strong men in their 30’s. When we saw Countess at Yerba Buena, she had a liferaft on her cabin-top and a man-overboard pole attached at the stern. We have not been able to find out if either of those items had been pulled from the water. We have heard from fairly reliable sources that the running lights on Countess were not functioning when she arrived back at Yerba Buena. The stern light may have been damaged when the backstay fitting was ripped out, or the system may not have been working all along. The spreader lights, however, had been on. We think the natural reaction of all sailors, including ourselves, is to ask a lot of questions. Why wasn’t this action taken? Why didn’t this individual do this? Shouldn’t this vessel have done the following? These are the questions that, the Boating Safety Division of Coast Guard is now asking. There is no way these types of questions can be answered, or even intelligently posed without the information that the Coast Guard now

has or is in the process of collecting. We believe that the outline we have presented is an accurate descrpition of what happened, but since we do not have access to all the appropriate materials, we can not be absolutely certain. It would be most irresponsible for anyone to speculate on the basis of the outline we have presented as to who might be guilty of negligence, incompetence, violation of rights of way, or any other law. Lieutenant Short of the Investigation Department of the Coast Guard has assured us that when the investigation has been completed, Latitude 38 will be provided with all the documents and materials used in the investigation. Incidents between freighters and recreational boats are becoming more frequent all the time, in part due to the increasing number of both kinds of vessels.lf you are in a small boat, it behooves you to give freighters as wide a berth as possible - they are deceptively fast and are not particularly maneuverable. Even in the rare case where you might legally have a right of way, your rights will do nothing to diminish the effects of a collision. If it looks as though you are on an unavoidable collison course you should do everything to get the attention of the freighter — be it by radio, flashing your spreader lights, blowing your horn, or as a last resort firing a flare at the bridge. If contact is unavoidable, we can think of no circumstances that would warrant leaving your vessel — particularly in cold waters such as northern California where hypo¬ thermia is a far more common killer than drowing. — Latitude 38

cal 40 flll sports share a unifying potential for drama — the possibility of a magnificent upset. Ponyplayers remember Silky Sullivan taking the Santa Anita from some 30+ lengths back. Tough guys remember baby-faced Cassius Clay dropping the ‘bear’ Sonny Liston. Footballers remember Joe Namath predict¬ ing the stunning Super Bowl victory. Yachtsmen remember Conquistador, the second stock Cal-40, winning the SORC in 1964. Silky lost the Derby, Namath wound up in pantyhose, and ' Clay got KO’d by the draft board — Cal-40s kept on winning. Victories included the SORC in ’66, the TransPac in ’65, ’67 and ’69, and the Bermuda Race in 1966. Cal-40s also won hundreds of other races, and many sisterships placed very high in many of the major races that Cal-40s did win. The Cal-40s success was special because she was just a stock fiberglass boat beating the custom boats that cost 2 and 3 times her $40,000. It would be similar to buying a car off the show¬ room floor and winning the Indy three years in a row. No pro¬ duction boat before or since has ever come close to matching the big Cal for success in major ocean events. While the Cal-40 is synonomous with racing, she spawned hundreds of imitators and was a keystone in the sailing boom of the mid-60s. Bill Lapworth has designed all the Cal boats since the incep¬ tion of Jensen Marine in 1958, and the 40 was preceeded by only the centerboard 24 and the ubiquitous Cal-20. The 40 was the first Cal to feature the trapezoid fin keel and spade rudder which gave her fabulous maneuverability and a great potential for surfing. Her hard bilges, arced bottom and flat deadrise were characteristics shared by other Cals for years to come. Lapworth enlisted the assistance of a surfer to design the 40s broad bow to help her surf, and this too was a Cal design feature until the introduction of the 2-29. The broad bow did make the boats a little sluggish in light winds and chop, but inboard shrouds, rare at the time helped to compensate for this. As often is the case with innovative designs, some traditional¬ ists expressed doubts about the seaworthiness of this ‘light’ boat with the flat bottom. Unlike the more common boats of the time, with their sharper bow and deeper forefoot, the Cal did have a greater tendency to pound in short steep seas. But the Cal-40 kept sneaking to weather, reaching like a champ and

running phenomenally — and stealing all the trophies. With each new victory, the skeptics fell by the wayside. More than any other boat in the history of yachting, the moderately-priced Cal-40 gave the less-than-wealthy sailor a shot at the major trophies. Skip Allan who lives in Santa Cruz, is a good example. Skip sailed his parents’ Holiday Too to an

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Overall TransPac victory in 1967, besting a large fleet of other Cal-40s in the process. Skip was all of 22 at the time, an is crew consisted of his 16 year-old girlfriend, Jake vanHeeckeren who was in his 20’s, and a couple of other ‘kids . The triumph was no fluke, Skip won the Cal-40 Nationals three years in a row.

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While the heyday of the Cal 40 may have passed with the I.O.R., they will be a long time forgotten. They still do well in their class in the TransPac, and when the hot match racers go at one anothers throats in the Congressional Cup, they do it in the agile 40s. So a word of warning, if Green Buffalo is near you on 4.1_L.—./

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WINTER CRUISE

It’s that time of year again when many people lock up their boats and bid them farewell until the last frost. It’s the time of year when I go from my heated waterbed into my lambswool slippers and floor dragging robe until I can coax my circulation to start. Then I finally climb into my winter uniform; turtleneck sweater, jeans, and knee high wooly socks. And when my husband says “weekend cruise”, I shudder and assume the fetal position in front of the fireplace. Nevertheless, if you plan it right, winter cruising can be enjoyable. (No, I don’t mean in Tahiti, I mean right here on frigid San Francisco Bay.) The winds are pleasantly lighter. Sailing is more leisurely with far less likelyhood of screaming along to windward at 6 knots, the boat heeling to 35 degrees and the spray trickling down your neck. If you’re content to sail along at 3 knots with the boat upright, sipping a cup of hot mulled wine, then winter cruising may be your bag after all. Destination is an important factor, and the more remote from the city front, the better. One of our favorite winter cruise sites is the Oakland Estuary. It has a lot to offer. It is an interesting sail past the Naval Air Station, where you can witness up close the landing of sleek jets dragging their drogue chutes, or the takeoff of the "jolly Green Giant” helicopters. Todd Shipyards usually has a huge ship or two in the dry docks. And opposite Todd is the largest container ship terminal on the Pacific Coast. Huge steamers and quaint tugboats pass routinely up and down the narrow channel along with pleasure craft of every conceivable description. Overnight mooring is plentiful. There are four yacht clubs which welcome you if you are an affiliate. Metropolitan has a guest dock and a few berths and it’s attraction is its proximity to Jack London Square. It also has a dining room and a cozy bar where you can prop up your cold feet in front of the fire, a juke box, color T.V. and game tables. Encinal has very ample guest docking, inviting shower and sauna facilities, and a widely acclaimed diningroom. They also

have barbecue equipment if your nose is not yet frozen. Encinal is adjacent to a Travelodge Motel if you are inclined toward more cozy comforts on a cold night. And if you are not a yacht club affiliate, the Harbor Master of Pacific Marina next door may be able to accomodate you. Oakland Yacht Club has just moved to new facilities at Pacific Marina but will not be open until sometime in the new year. Island Yacht Club is farthest up the estuary in Alameda Marina but currently has very limited facilites. You can count on working up an appetite in the crisp winter air and it is most agreeable to satisfy it at one of the many waterside restaurants in the area. The Port of Oakland has generously provided docking space on the north shore which serves the Bow and Bell, Sea Wolf, and Cafe Lido Restaurants as well as Jack London Square. Our Port of Oakland source discouraged overnighting unless you intend to stay at the Boatel, but the restaurant spokesman indicated overnighters were O.K. On the Alameda side, The Ancient Mariner provides three berths below their attractive dining room and The Rusty Pelican has 100 feet of guest dock at their popular waterside restaurant. Both are located on the south shore of the estuary and accommodate overnighters. Up the channel you will find The Rusty Scupper with 140 feet of guest dock, Quinns Lighthouse and Victoria Station with room for about six boats, and Pier 29 beyond the Park Street Bridge. Each of these restaurants will also allow you to tie up overnight. The only ones which indicated you must eat in the restaurant in order to use their dock facilities were the Ancient Mariner The Galleon, and The Rusty Scupper. None of them have shore power. Should you find no room at these popular facilities, I suggest you inquire about space at any of the larger yacht harbors or marinas. Just tie up to an end spot or corner of the gas dock if desperate, and ask where the harbor master can be found. They are usually

very accomodating and there is the added advantage of probable shore power for your electric heater. But they may want to charge you an overnight fee. Be sure to ask. A word of caution when tying up for the night anywhere in the estuary, large motor craft can create quite a wake in the relatively narrow channel so be sure to make your boat as secure as possible with bumpers and spring line, and check that your mast will not hit anything if extreme rolling occurs. There are two additional things you must beware of in the estuary, none of which will affect the safety of your boat only that of your Bankamericard! First is Johnson and Joseph’s that nautical “toy store.” I defy you to spend fifteen minutes in the place without find¬ ing something you “really need.” The second thing is the boat dealerships. They’re everywhere. After you have experienced a few, it’s incredible how “small” your own boat is, how tacky all of your non-digital electronics are, and how worn your upholstery has suddenly become. However, once you regain your senses, (shortly after scrutinizing the price tags on the new models,) you can usually rationalize your comfy craft with a little help from your first mate. “Those velvet cushions would be covered with peanut butter and cracker crumbs in not time.” “Don’t you think that wood interior makes it awfully dark?” “Who needs self tailing winches? In just five years Sam Jr. will be old enough to crew.” Therefore, all you really need to enjoy a winter cruise in the Oakland Estuary is warm clothes, a heater, a little stimulant, and a lot of self control. So unload the Wylers lemonade, the suntan oil, the canopy, and the teeny weeny bikini you never had the nerve to wear anyhow, and lay in the brandy, mittens, instant oatmeal, and your trusty heater, and cast off. After all, you needn’t drive all the way to Tahoe to enjoy the frigid air; you can chap your lips right here in the good ole Bay Area. —Sue Rowley

WINTER CRUISE

page 39

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ORIANfl Why would anyone choose to build their own fiberglass boat rather than purchase a completed stock design? The most common reason is the belief, quite often unwarranted, that they will save thousands of dollars. Other sailors page 41

build their own boats because no manufacturer offers the exact boat that fits their precise specifications. Stig Krogh belongs to the latter group. Stig has been sailing for, many years, getting his start with Neptunes in his

native Sweden. He owned several other small boats before coming to the east coast where he owned a Columbia 29 anc then a Bristol 32 — both narrow full keel boats. In 1970 Stig and his wife, Gun,

ORIfiNff decided to sail around the world and began to look for a suitable boat. Cruising boat philosophy prevalent at the time dictated a heavy, wide, ‘traditional’ boat, so Stig commissioned Robert Fund of Hong Kong to build a 45’ Garden design Porpoise ketch. Stig’s Porpoise had a short-aspect ketch rig, a generous beam, a bowsprit, and full sections forward. To make the voyage pleasant, Stig installed refrigerators, freezers, windlasses, pressure water systems, Loran, autopilots, and most all of the convenience gear that is available to make cruising comfortable. It seemed to be the ideal cruising boat. By the time Stig got to Hawaii he began to feel the first inklings of doubt of whether or not this romantic ketch was really the ideal cruising design that everyone had said it was. The seed of that doubt was the Mull-designed Improbable that Skip Allan was delivering to Sydney for Dave Allen. Stig’s Delfin and Improbable were to cross paths several times as they worked their way southwest across the Pacific, and Stig would pale when he discovered how much longer his Delfin was taking to make the passages than Improbable. Downwind was Delfin’s best point of sail, yet Improbable had reached Hawaii in almost half the time, and had sailed circles areound the big ketch on the passage from Hawaii to Fuji. The worst was the run from Fuji to Sydney; Stig remembers that Improbable made it in some ridiculous time like 9 days, Delfin took 23. s, Fully aware that Improbable was a swift racing machine, Stig still found the differences in performance disturbing. Afterall, he knew that Skip would not be pushing the boat, nor would he be using racing sails for a delivery passage. It occurred to Stig that Skip might be having a better time crossing the Pacific in a racing boat than he was in his ‘ideal cruiser’. Slow passages were not the only things that bothered Stig about Delfin. There was so much convenience equipment aboard Delfin that something was always breaking or requiring periodic mainten¬ ance. Carrying innumerable spare parts was annoying, getting parts was a big hassle or simply impossible and Stig had not set sail to toil as a troubleshooter. Stig remembers frequently having to decline promising outings or social gatherings with other yachties because he

had to repair some equipment that was on the blink. While in the south seas a business partner of Stig’s unexpectedly decided to leave for Saudi Arabia and Stig was forcedto cancel plans to sail around the world and had to head back to California. It was during the trip back that Stig says, “I really learned about cruising boats”. The passage required 96 sailing days, most of it beating to weather which is the ketches worst point of sail. When Stig sailed Delfin as high as she would go, she began to hobbyhorse. He had no choice but to fall off for for comfort'and to maintain good boat speed, yet this added many more miles to the passage only prolonging the trip. After arriving back in California, Stig sold the ketch. Delfin had not been a bad boat; she was well-built, looked gorgeous, tracked well, had lots of room and sailed well under a vane. But, she was just not designed and equipped for the kind of cruising that Stig thought would be the most gratifying. Stig could have done worse, however; he sold the boat for a profit and was now in a position to know exactly what he wanted in his next cruising boat. Stig had three general requirements for his next boat. First it had to be fast and weatherly to make swift passages and be able to work off a lee shore in a blow. Second, it had to be brutally strong for peace of mind during stormy nights at sea. Finally, it had to be simple, so time and money could be spent on enjoying himself rather than buying parts and fixing equipment. Stig figured he could have exactly the boat he wanted if .he could find a good fiberglass hull and then finish the boat from there. The Freya 39 hulls being built in Petaluma offered Stig much of what he was looking for. They were built locally so he could inspect the hull lay-up. They had a full keel which he liked, and they had a record of being swift boats that could sail to weather. The hull lay up varied from 1/2” to 1 1/4” which meant that when he had installed all the bulkheads and stiffeners he could have a very sturdy vessel. He knew he could keep the boat simple, because he would be designing and installing all the systems himself. Perhaps there was a subconscious reason for liking the Freya; the original one had made the same passage from

Sydney to San Francisco in almost a month less of sailing days. Satisfied that the Freya hull would be the basis for a fast, strong, and simple cruising boat, Stig had Gannon Yachts build a hull for him. But not all went exactly as v planned. Stig somehow assumed that the hull would be layed-up the way they are done in Europe where the gel coat is sprayed on last. He apparently was not familiar with the normal procedure here, where the gel coat is, sprayed into the mold and then the laminating process begins. The benefit of the European method is that any small voids, which might conceivably begin to delaminate in future years could be easily spotted, opened up and filled. Unable to see the inevitable small voids because of the gel coat, Stig roamed the hull for two days tapping with a small hammer listening for ‘hollow’ spots. He found a few, filled them, and felt he then had everything he could expect in a basic cruising hull. Stig estimates that the hull represents but 15% of the total cost of a finished sailboat, and requires even much less of a percentage of time , to make. After working 21 months, 7 days a week on the completed hull, Stig is only now nearing final completion of theboat he named

ORIfiNfi To do this he epoxied 9 lead pigs together, totally 300 lbs. The forces on the mast step are therefore distributed over a wider area in the bilge and the bottom of the mast is kept well above any possible bilge water. Pop riveted steps lead to the top of the mast, but appear upside down compared with the way they are mounted on most

Oriana. About one year ago he met Larry Bryant and the two went sailing and hit it off. Since that time Larry has been helping Stig and will make the maiden voyage. The plan is to leave mid-January and head down the coast through the Panama Canal, up to Bermuda, the Azores, Ireland, and finally to Stockholm which will be Oriana’s home port. Although the voyage is actually a delivery trip, Stig and Larry intend to see how fast they can make the trip without pushing the new boat unreasonably. Larry Bryant is also a refugee from the ‘traditional’ cruising boat school of thinking. For several years he had been sailing his own 28-ton, 50-foot gaff-rigged ketch in the south Pacific. Larry found that the ketch would sail wonderfully with all sail up in 40 knots of wind, but when the wind dropped below that she became very sluggish and downright dangerous in the vicinity of a lee shore. While Stig never had any structural problems with Delfin, he 'decided that making Oriana ultra-strong was worth the little extra time and money necessary. The flush deck is a good example. The entire deck is made of a minimum of 1 ” cold molded ply, where the mast goes through it is 2” and the sides of the semi¬ blister cabin are almost 3” thick. The page 43

deck is supported by a number of bulk¬ heads as well as laminated mahagony and spruce beams. Stig made 28 separate molds for the beams so they would not have to be planed to fit and therefore ruining the appearance of the lamination. There are no ports on Oriana. Two lexan hatches let light in from above and 7 prismatic deck lights brighten the interior while leaving the deck uncluttered. Stig’s fiberglass and cold molded re¬ creation of the original wood Freya resulted in almost a ton less of displacment. Since Oriana was lighter Stig added another ton of lead ballast and increased the height of the mast by 5 feet. Special attention was given to the design and the construction of the aluminum mast. The extrusion used is a 1/4” and Stig had to fight with the man¬ ufacturer to make him one that thick. All the halyards are internal for reduced windage and lead to 6 winches which are clustered on deck around the base of the mast. Two halyards are for spinnakers, and one each for the main, the jib, the staysail, and the topping lift. Flalyards can be set in jam cleats to free a winch for use with the modified jiffy reefing system. Since the mast is taller than normal Stig was to spread the compres¬ sion forces over a wider area of the keel.

other boats. Stig, who is an engineer (not on a train), says that everyone else installs them upside down. After several years Stig expects to replace the rivets with larger ones to be certain they are still safe. The stays on Oriana are thicker than most found on boats the same size. The headstay, backstay, and upper shrouds are all 3/8”, the lower shrouds and removable staysail stay are all 5/16”. Stig has had bad experience with swaged fittings and thinks Norseman’s are better, and that Cast-Loks are superior to all. In the Cast-Lok system the shrouds are opened slightly and epoxy forced through the terminal fitting. If replacement is required at sea, no special tools are necessary. In keeping with the overbuilding concept, the rudder quadrant and sheve system was custom designed to be angled, bolted and bonded to the bottom of the reinforced cockpit sole. The quadrant, sheves and wire rope in the system are all oversized. The primary winches, too, are massive — big Enkes with a 64 to 1 ratio so one person may sheet in the genoa in a good wind. Satisfied that he has a strong and swift vessel, Stig is currently working on the basic ship’s systems, keeping them as simple as possible. Pressure water is out, and manual water pumps have been installed in the galley and the head. There is a shower, but it too is operated by a manual pump. Stig may install an electric bilge pump, will mainly rely on manua pumps to do that job. One very high capacity gusher has been installed just beneath the companionway in such a manner that it can be operated in a rowing motion from either side. If neec be an individual could pump for long periods of time with legs and back braced to make the pumping less arduous. Other manual bilge pumps will be installed, and Stig believes they are much more reliable, easier to fix, and cheaper

ORIfVNfi

than electric bilge pumps. Instruments are basic. Knotmeter, depthsounder, windspeed and direction. Jnlike Delfin there will be no Loran and there will be no radar. Oriana will not have a windlass in the interest of keeping

the decks clear. Blocks and fairleads will be set up to the anchor line so it may be hoisted using the primary winches. Delfin had a kerosene stove and Stig decided no matter what anyone says, LPG is a better way to go. The tanks have

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[_J because I am a 'Sailing Pervert' and I read about the super FREE "Sailing Perverts Calendar" that comes FREE with every $6.00 subscription. I understand from the Sightings section that the only way I can get the calendar is by subscribing that's not fair, but I've enclosed a check for $6.00. |

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been installed in a separate compartment in the stern totally sealed off from the rest of the hull, and will be equipped with a solenoid cutoff. A permanent pipe bracket extends from this aft section, this serves as the mount for the removable Aries wind vane. xWe suppose the risky part about designing and building your own boat from just a hull is the possibility that you don’t like what you’ve created. We can’t help but recall a gentleman by the name of David Parker who wrote “The Ocean Cruising Yacht” who raved about the ideal cruiser he was building. He started with a Lapworth designed Islander 44 and chopped two feet off the stern. For some reason it was suddenly on the market just months after he finished it, perhaps the result of dissatisfaction. We get the feeling it won’t turn out this way with Stig. He has been sailing the boat periodically while finishing her, and he has a wealth of experience with the opposite kind of cruiser to draw on. Besides, its hard to argue with speed, strength and simplicity. - Latitude 38

1 Because I can't live happily without it. However, I am 'Sexually Mature' and therefore have no need for the "Sailing Perverts Calendar". I enclose a check for only $4.50, send the next issue real soon ok?

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WHAT'S GOING ON ’THERE' The Port of Oakland is developing a good project for yachtsmen. With a little more heart and a little more work they could be genuinely proud of it. Control of and the rights to the Oakland waterfront have been a source of controversy since the city was founded in 1852. It was then that Horace Carpentier, one of three founders and first mayor got the Board of Trustees to grant him exclusive use of the waterfront for $5 and 2% of the wharfage fees. Over the years the citizens became irate with this arrangement, so Horace agreed to deed over his rights to the Oakland Waterfront Company — of which clever Horace was president. People got screwed then, and some people are still getting screwed today. But Oakland has done well with its waterfront, beginning in 1927 when the Port of Oakland, independent of the city, was founded. The city does not receive, revenues from the Port, but it does benefit from the jobs, taxes, and business that the self-sufficient Port creates. The Port uses it revenues to pay its operating expenses and uses the rest for future expansion — in 1975 ‘the rest’amounted to over 12 million. The Port of Oakland has been an effective non-political entity, particularly since 1957 when the new airport was built and with the phenom¬ enal success of its container terminal. While the Port has had an enviable record with big business, its current relations with small businesses are occasionally odious. Currently, the Port is redeveloping the Brooklyn Basin waterfront, an area from just south of Embarcadero Cove that runs north past the site of the old Oakland Yacht Club, Barclay Jacks, and as far north as Rusty’s Marine. Industrial concerns along this part of the waterfront have been phased out to be replaced with recreational /commercial developments expected to attract local residents as well as tourists. For yachtsmen, the biggest benefit of the project is the,addition of 385 berths to the current 175. Plans also call for restaurants (Benihana is one) boat dealers, chandleries, and other approp¬ riate waterfront enterprises. Some of Brooklyn Basin is already tastefully developed. Embarcadero Cove in particular, where Sailboats, Inc., Victoria Station, Quinn’s Lighthouse and other businesses are attracting many page 45

customers, bringing in tax revenues and providing lots of jobs. The northern end of Brooklyn Basin is not nearly so developed, and is the area that will get most of the new berths. At this time there are a number of prosperous marine oriented business operating in the area. Some, not all, of of these businesses and their employees are being forced out due to what one Port official admits was a mistake he made. For the marine businesses and the 15 to 20 people who will be put out of work it was a very costly mistake — for the man who says he made the mistake, he appeared to have theattitude it was just part of a day’s work. The people in the marine business are angry, and seemingly with good reason. While they knew that renovation was coming, representatives of the Port assured them that they would be abl^i to stay, and that their offers for private development were not necessary. Just recently they were given short notice that that would have to get out. What you might wonder is going to replace these marine businesses? Swear to God, marine businesses just like the ones that are serving yachtsmen there right now. Sounds stupid? It is. We spoke to officials at the Port of Oakland, in an attempt to fathom this apparent absurdity. While refusing to be

quoted (for obvious reasons) they gave us their explanation of the situation. When the Port applied to the Department of Navigation and Ocean Development for grants, the Port promised to build a certain number of berths, and did include a request that the businesses there now be able to use some of those berths. Those at the Port had not reserached grant requirements enough to realize that they prohibit private companies from utiliz¬ ing pubic funded berthing. DNOD approved the requested grant but said that they companies could not lease more than one berth in the project. But, we were told, the Port is going to do its best to take care of these unfortunate businesses. The Port will set aside room for about 12 berths to be built with Port funds and leased to those businesses that need them, to provide services for boatowners in the area. Well, we thought, than the old businesses can stay? Certainly, the one business can stay that comes up with the highest bid, and no other outisde party makes a higher bid. Ominously, the Port people told us that they have received many inquires, and even mentioned that 6 were dentists. Naturally, the Port feels a sense of obligation to those businesses that had been there all along, so if the highest bids are equal, the current marine businessman gets the nod. continued on page 55

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ORGIN OF THE SPECIES The earliest fiberglass production sailboat came out of the moids in Sausalito on Saturday, November 24, 1956. That boat is now more than old enough to swaager into any California bar and demand a drink. In January of 1957, that same sailboat was loaded on a train and shipped east for the New York Boat Show. The boat had not yet been in the water, she hadn’t even been completed. A special caboose was was rented and equipped with tools and a work crew commissioned to finish the boat as she rolled across the country. This novel idea was a flop, as the weather hit 17 below zero in Cheyenne, Wyoming. The boat was completed in New York, just in time to be presented to the eastern yachting establishment. It created an uproar; Herreshoff’s ‘frozen snot’ had finally arrived. Frederick Coleman was the man behind the boat, and his firm was Coleman Plastics of Sausalito. The boat was the Bounty II, designed by Phillip Rhodes. The original Bounty had been a 38’ wood family cruiser that Rhodes had designed in the late 30’s. It was offered at $3877.00, complete with an inboard engine at the 1940 Boat Show, and was a success until the second World War broke out. Curiously, many of the wood Bountys had been built by a Coleman' Boat Works in Florida. Legend has it that Frederick Coleman had a wood Bounty and that a number of local sailors expressed an interest in having a similar boat. With that impetus, Coleman decided to set up a company to produce the boat in fiberglass, and had Rhodes modify the original Bounty for fiberglass construction. The Bounty II ended up being a rather typical example of a CCA designed boat at that time. She was 41’ overall, 27’ on the waterline, 10’3” at the beam and had a draft of 6’ on her cutaway forefoot full keel. Unlike the trend in more recent years, she had a relatively short mast, small foretriangle and large main. She had a listed displacement of 18,800 and lead ballast of 8,000 lbs.; however this was not always the case. Displacement varied between 17,300 and 19,000 lbs., and ballast between 7400 and 8100 lbs. Like many of the CCA boats, her maximum

beam was just about mid-ships, she had moderately long overhangs and a graceful sweeping sheer. The Bounty II is the ‘big sister’of a loosely related family of more well-known sailboats. She shares many characteristics with the Alberg Triton 29’, the Rhodes Pearson Vanguard 32’, the Alberg Pearson 35’, and the Alberg designed Whitby. All these boats, the Bounty II included, came with double sette or dinette interior layouts. Coleman’s Bounty II was by no means a timid entry into fiberglass yacht construction — it was a total corrimit-

ment. The hull and deck were fiberglass to be sure, but so was the mast, the fuel and water tanks, the head and galley sinks and counters, the grabrails, the hatches and more. The bulkheads were covered with formica, so was the navigation table, the salon table, the cabinetry — even the ‘grey tweed rug’ was plastic. If wood could be conceivably replaced with a syn¬ thetic material it was. Naturally, some wood had to be used, for example the boom and spreaders, the engine mounts and about 2 board feet of interior wood trim. As might be anticipated with a new boat built of a new material, minor modifications were found necessary. The molded-in non-skid proved so effective that expensive deck shoes ($10 at the

time) wore out in days, and those who tripped and scraped knuckles more than likely required blood transfusions. Coleman stopped production — an expensive decision — and had the deck mold retooled with a pistol-grip nonskid. The fiberglass masts also presented something of a problem. Stepped on about the first 12 boats, and many are still in service today, they proved too flexible for racing. The masts were also difficult to build. Special bi-directional woven roving was used in a clam cavity mold utilizing a interior pressure bag to improve resin density. It was a difficult job and about half of them had to be discarded for flaws. When the Bounty II rig was switched from the original 7/8s to a masthead, and with the introduction of of the yawl rig, 3/16s tapered aluminum masts became standard. Because of the lack of experience in designing and building boats in fiberglass, there were also some more major problems. While racing an early Bounty in the Bermuda Race, the boat’s crew noticed a visable twisting of the hull during certain points of sail - it made it all the more difficult to concentrate on sailing even though there was no damage to the hull. Another early Bounty was sailing out the Gate when her hull and deck began to separate — not a good sign for an ocean racer. But Fred Coleman was a believer in fiberglass, and these shortcomings were viewed not as failures, but as bumps on the road to success. The hulls, multiple layers of woven roving with one layer of cloth, were stiffened up. This was accomplished by adding a wide full-length stringer, and bonding the tanks, floors, bulkheads, and cabinetry to the hull and deck with fiber¬ glass angles. These structural components formed box-cell like stiffeners for the 5/16 to 3/4” thick hull. This eliminated any further problems with hull twisting. Coleman, a man blessed with the gift of flair, then reportedly drove Rolls-Royces over the hulls to dramatize the inherent strength. The hull and deck joint problem was attacked with the same fervor. The joint was bonded, six layers of cloth were fiberglassed to the inside seam, and 3/8s’ monel bolts secured the hull and deck on

ORGIN OF four-inch centers. The result was a very strong union, almost impervious to leaking. Many of the old salts, surveyors, and boatyard workers regard the Bountys as among the most rugged sailboats built. Part of this is due to the thick hulls and good metal fittings used, but a good share of this opinion is due to Fred Coleman’s insistance that problems be resolved with a definitive solution. Coleman’s demand for quality soon cost him the company. By July of 1958, Coleman Plastics had become AeroMarine Plastics with Coleman serving as vice-president. Besides building the Bountys, Aero-Marine marketed the Tripp designed fiberglass Aero 24, and built Tritons under an agreement with Pearson Yachts of Rhode Island. By 1961, after building just over 60 Bountys, the gig was up, and Bounty hulls were sold to Kettenberg in San Diego, PalmerJohnson in Wisconsin. Pearson Yachts finished off a few more hulls in Sausalito, then took the molds back to Rhode Island to make the Rhodes 41. Ironically, Atlantic-Richfield had made a movie about Coleman and the development of the Bountys in 1958 — it was titled

“Success Story”. Workers at the Bounty factory took great pride in their work, and some now sneer at the more modern production boats as products of unskilled labor rather than craftsmanship. In a rather humorous and racist statement, one former Bounty worker whispered to us that English was the first language of all but one of the employees. Numerous events over the years have borne out the claims of Bounty quality and craftsmanship. One Bounty back east had a hull speed encounter with another sailboat and suffered only scratches and the loss of her fiberglass mast. Another Bounty back east fell off the ways and in¬ curred only cosmetic damage. One notoriously reckless local Bounty owner gave the helm i to his brother and told him to keep a close watch for the Knox bouy. His eagle-, eyed brother finally found the bouy that night with the star¬ board bow at eight knots. The total damage was the loosening of a few inches of fiberglass tape around the integral water tank and was repaired in less than an hour. Not bad for an 18 year-old boat! (This same dynamic duo once disproved the sometimes common belief that

Two Farallon Clippers win the battle, but lose the war against Bounty II, Mutineer.

Bountys suffer from more weather helm than necessary. Sailing in 6-foot seas and about 25 knots of wind, they trimmed the sails to go to weather, and then pulled themselves up to the spreaders where they stood and watched the unhelmed boat track across the Gate without a problem. Perhaps the most famous story about Bounty durability concerns Tiare, which is from Hawaii, but temporarily berthed in Berkeley. Some years ago Tiare was being unloaded from a freighter when she was dropped, free-falling some 40 to 50 feet into the water. A team of surveyors inspected the boat and were unable to discover any structural damage. There is a Bounty tale out of Galveston that had a Bounty and another production boat go up on a reef together during a race to Vera Cruz. The Bounty is still sailing, the other boat was reportedly a total loss except for a few sails that were salvaged. Taku-Totem, a Bounty that wintered in Sausalito before heading for the Marquesas reported being rafted in the

SPECIES bronze that is bolted to just the top several inches of the hull and deck. The backstay fitting is the same. Chainplates for the shrouds go no deeper than the bulwarks, where each shroud is attached to a stainless plate bolted thru a 5/8s” laminate with 5 monel bolts. Almost all modern boats of the Bountys size have the strains in these crucial spots spread over a much larger area of the hull. Never¬ theless, we have seen over half of all the Bounties ever made, and have yet to see any indications of failures in these areas. One might suppose that the Bountys sold like crazy in northern California. They didn’t. By December of 1957 Coleman Plastics had 12 dealers across the United States and in the West Indies. The first boat was sold in New York, so were four more of the first 30. Eight were sold in. California, but 7 of them down south. Eight were sold in the northeast, two in Louisiana, several in Chicago and Detroit, two in Texas, one in Seattle and one in Antiqua. Eventually the big hotbed of Bounty activity was Detroit of all places, where it became a one-design class at the Detroit Yacht Club. Some of the early people associated with Bountys claim that it was the boat

middle of two wood sloops when a huge tug wake hit them on Puget Sound. The two wood boats popped planks, and the Bounty was only scratched. Naturally, since Bounty owners are the source of all these stories, the experienced yachtsman will temper them with the normal boat owners ‘bullshit factor’. Lest one get the impression that Bounty lls are the perfect boat, they do have their problems like all other boats. By current standards the interiors are spartan and quite small for a 41’ boat. The narrow beam makes them close, and while some do have overhead liners, all the hulls retain the basic oatmeal texture of bare fiberglass. Many of them do not have overhead liners, and this can lead to condensation problems. While the decks have a phenolic honeycomb core, the cabin overhead does not, and while it is thick glass, it sounds like the cabin top is about to fall in when anyone steps on it. Perhaps the structural area that is most suspect is the standing rigging hull fittings. The headstay fitting is cast page 51

that really got them hooked on sailing. Vincent Lazarra was a force in the development of Bountys, and he went on to work with Columbia Yachts and then founded and prospered with Gulfstar. Lowell Haines of^Los Altos was the first northern California Bounty owner with hull No. 21, the first in a number of Tacksams. Haines sailed Tacksam to Hawaii and back, and not long ago purchased a luxurious Ed Monk ketch for an extended cruise of Europe. Bill Erklunds who just last month launched his Wylie IOR Lois Lane owned a Bounty that was finished by Kettenberg. The most well-known Bounty on the bay, however, was Mutineer, a boat that had a dramatic affect on the lives of at least three northern California sailors. Irving Loube, who now owns the screamer Bravura, bought Mutineer from the estate of a very well-liked and gracious yachtsman who died in a glider accident. Loube was new to sailing at the time and enlisted the help of Jim DeWitt and Gary Mull to help him out. Both Mull and DeWitt were really at the early stages of their careers in yachting, and Mutineer was a keystone boat for them. Mull made some modifications to the hull and

DeWitt skippered Mutineer in the Lipton Cup in 1965, and they won. Three years later Mutineer was again entered in the Lipton Cup against two Farallon Clippers. Mutineer was the last boat to finish but still won the coveted cup. One Clipper was disqualified for changing her ballast after she was measured, and the other was disqualified for hitting the other Clipper on a spinnaker run — a moment captured in one of Diane Beeston’s most famous photographs. Irving Loube thought that this ‘gifted’ win helped relieve the aura of sadness that had surrounded Mutineer after the untimely death of her previous owner. Loube, Mull, and DeWitt have all gone on to bigger things in sailing; Mutineer went to the south seas and was last seen headed for a new home port in Canada. Mutineer had been kept competitive over a long period of years because of the rudder modification. DeWitt had actually gotten the idea from Edward Spaulding of Ventura who owned and campaigned a Bounty longer than anyone else — over 18 years! Spaulding who is a stress engineer for airplanes and yachts claimed all the maintenance he ever did for the boat was squirt it with a hose. But he did make some other changes for racing. For

reasons that will only ever been known to him, he removed the Atomic 4 engine and installed a Perkins 4-107 smack dab in the middle of the main cabin. He then installed a huge rudder post and spade rudder for racing in the Trans-Pac in the hope of keeping up with the new Cal-40s. He couldn’t keep up with the surfing Cals, but he still finished strong enough to take first in Class D and 9th Overall in the ’65 Trans-Pac. It was there that Jim DeWitt jumped in the water and ‘measured’ the rudder with his body for future modifications that would be made on Loube’s Mutineer. Spaulding raced his Bounty Misty in a number of Trans-Pacs and Tahiti races, and probably lost out in one of the closest finishes in a long distance race ever. In one L.A. to Tahiti Race, Peter Sutter’s Spirit edged Misty by about half a boat length in a drifting finish after thousands and thousands of miles of ocean racing. While Bountys were never designed to be racing terrors, they did win their share of the trophies. An early Bounty took the ‘59 Corinthian mid-Winters, one took the 125-mile Buckner Cup. Probably the two best finishes were a second Overall in the Trans-Pac by Tiare, and a win in the Chicago to Mackinac Race. Most of the best racing took place when Bountys went against Farallon Clippers. With her short waterline, a. Bounty would do better in light airs, but

the Farallon Cliiper would win in heavier winds. Bounties have always made good cruising boats and have had scores of ocean passages to their credit. Tiare had crossed the Pacific 12 times, Ed Spaulding’s Misty even more times than that. Bountys were advertised as selling for $24,000 when they first appeared in the late 50’s, but it was reported that they could be bought new for just under $20,000. Their value dipped in the mid60’s to between $16,000 and $20,000, but have been rising since that time. Several sold in the last several years for between $28,000 and $35,000, and now better ones have asking prices of over $40,000. There is, however, one Bounty that can’t be bought for any price. For years it has been sitting out of the water, its hatches wide open to the rain, its boom and rigging laying about - the boat has seemingly been abandoned. People see it and inquire who owns it and ask him if he wants, to sell. So many people have asked, he has finally told those who know his whereabouts not to forward any inquires. And so the boat sits, out of the water and seemingly withering, waiting for the day when the owner retires, puts her into shape,vin the water, and heads off into the sunset. Who built the second fiberglass production boat? A man by the name of Ray Creekmore, and not only were his masts made of fiberlgass, so were his booms — but that’s another story. - Latitude 38

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The Coast Guard has recognized that most boat owners could not obtain certified system heads by January 30, 1978. Therefore they have agreed that if a boat owner has placed an order for a certified head before January 30, 1978, he may use his Type I as long as his boat lasts even if the unit is installed after January 30,1978. SO protect yourselves, comply now! Come in to your nearest Johnson & Joseph store and place your order. A small deposit will guarantee your delivery as soon as

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page 53

MONTGOMERY DINGHY

76 Jack London Square, Oakland, Ca. 94607 498 Jefferson Street, San Francisco, Ca. 94109 2727 Shelter Island Drive, San Diego, Ca. 92106

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Sunfish

Force 5

300 HARBOR DRIVE SAUSALITO,CA. 94965 (415) 332-5172 332-5138

THE BAY'S BEST KEPT SECRET What we’d like you to do is close your eyes for a minute and formulate a mental picture of the city of Richmond. Now then, what did you see in your mind’s eye? If you have been as hofiest with yourself as Richmond has been with itself you saw Standard Oil and you saw blight. That’s not a very nice thing to say about a city, but Richmond has been a city about which few good things could be said. But, Richmond is changing, and if you

are a sailor, you might well view the changes as one of the most positive things that has happened in bay area sailing in years. Richmond, believe it or not, is going big time on yachting - and we mean big time! When Richmond decided to get off its municipal butt, they saw that they had three big assests. One is the hills, where the $70 million Hilltop regional shopping center was built, bringing in tax revenues and giving Richmond a better image. The

city’s second asset is the huge Social Security Center which by itself can anchor the ravaged city center until redevelopment of that area can be completed. The third, and possibly biggest asset is the ready-made and little used deep-water harbor. This is where yachtsmen and Matson Terminals comes into the picture. Richmond has already begun Phase One of a $90 million (count ’em, $90 million), 965 acre waterfront develop¬ ment. It’s a mixed use project, effectively

blending yet separating commerical shipping, recreational boating, and luxury residential construction. The area involved in this project is on the bay side of Hoffman Blvd., the main traffic route between the east bay and the San Rafael Bridge. The specific area adjacent to Hoffman Blvd. is between the Safeway distribution center and Point Richmond, basically the site of the old Kaiser shipyard. The commercial shipping part of the

project will be at the west end of the existing harbor where conventiona shipping activity has always been in progress. Matson Terminals has already signed a ten-year lease with Richmond for an ultra-modern container terminal, a $20 million project in itself. It is the first of four proposed container terminals, and the natural layout of the area fortunately separates this shipping activity from the marina and the residential areas. This single facet of the entire waterfront project will give Richmond and its

citizens a desperately needed shot in the arm in the form of 4,000 new jobs. The residential part of the project calls for 4,000 Ballena Bay / Portobello type luxury units. The units should range in price from $60,000 to $160,000 and house over 7,000 people. About 500 of these units are scheduled in Phase One of the project. Extensive landscaping is planned and many residences will have views of the the bay, Brooks and Angel Islands and San Francisco. We realize that

SECRET the thought of living in Richmond might cause many to gag, but the thought of living on the water near your boat puts it in an entire different perspective. The part sailors are most interested in is the marina, and that will be a whopper! 2,000 berths! By far the largest single marina in the slip-short bay area. 500 of these berths go under construction by June and are expected to be completed in about one year. DNOD has approved loans and grants for $6 million for the slips and all the permits have been approved. Along with the first 500 berths, launching ramps for trailerable boats will also be constructed. After the initial 500 berths are completed, an average of 150 a year will be added until the capacity of 2,000 is reached. If Coastal Commission guide¬ lines are followed, most of these berths should be 30’ and above. Of the 360 acre marina project, 120 acres are actually under water. The complete marina project will involve more than just slips. Current plans

call for offices, several restuarants, small business, all types of marine oriented facilities and services as well as several parks. Ultimately, a 400-room hotel is planned for the marina site. For those who like to plan ahead, Richmond is not a bad place to have a boat. The weather is generally warmer and less windy than Berkeley where the summer fog zeros in on summer afternoons. Access to the center part of the bay is closer than most people think, and unlike most of the east bay does not require a stiff beat into the wind and chop to get there. For those who like to sprint up the delta on three-day weekends you can either leave later or stay longer. Richmond already has the basis of a supporting marine industry, and DeWitt Sails, Pacific Boat Works and Richmond Boats works are all working on expanding or improving their facilities. The Richmond waterfront develop¬ ment does not include plans for attracting tourists, thus saving yachtsmen from the horrors of Marina Del Rey and the

developing circus that is the Northpoint Marina Project in San Francisco. Much to the city of Richmonds grief, the waterfront project has received very little publicity and is thought to be ‘the best kept secret on the bay’. Richmond is interested in hearing from individuals and businesses who may wish to operate business in the marina area. While much of the project is still in the planning stages, the city if open to proposals that may coincide with their plans for the area. Individuals and businesses who might wish to get further information on the project may call Clint Boulden at 237-6210. Those who might wish to get on a list for berths will have to hold off, as names are not being taken at this time. We’re excited about the prospects for sailors in Richmond, it looks like a start to solving some of the current berthing problems in the bay area. Richmond is excited too, things haven’t looked so good since World War II broke out. — Latitude 38

'THERE' continued from page 45 What the Port was really trying to tell us was that there wasn’t a chance in hell that any of the old businesseswould be around a few months from now, and there would not be room for nearly as many as there had been in the past. I guess the Port people have the right perspective on this. Why shouldn’t a dentist be able to get away from teeth during his lunch hour and watch people work for him — after all it only cost about 20 other experienced marine people their jobs? Actually, the Port told us, it’s really out of our hands, talk to DNOD — ignoring the fact that it was the Port that submitted the plan. We did talk to the DNOD, where the man there also refused to be quoted. He said DNOD really didn’t care what the Port did, as long as it followed the guidelines in their application, and built the number of berths they said they would. We asked the man at DNOD if they had ever, in their history of many grants, made some accomodation or allowances for any private businesses . He said page 55

maybe, but he didn’t know. We asked him if the Port could keep the same number of berths but make them smaller so a few private slips could be installed to keep the marine companies in business. He said DNOD wouldn’t mind, but he was pretty sure the Port wouldn’t do it. He then explained to us that our questions were really beside the point, that what the Port was looking for was money, that the Port and no other agency really cares about much else than the bottom line. If it costs a few jobs and companies, that's what it cost. As an an afterthought, he said that maybe, it was even illegal if the Port did not open the one marine facility they would develop themselves to open bidding. He had a good point there, but one that wouldn’t explain the fact that other businesses right next to the ones being thrown out were able to develop their own private on the water facilities. We’d be dishonest if we said we understood this whole mess, for Port officials are very quick to evade any

questions about it. But we have the strong feeling that something is wrong here — not illegal, but just wrong. Promises were made, promises were broken; good businesses are being destroyed and talented people are being put out of work. Someone at the Port of Oakland claims it was all his fault, but seems unwilling to try and effect some sort of reasonable solution. When we were in junior high, that awful Savio boy at Berkeley exhorted students to throw their bodies into the gears of the university machine and grind it to a halt. The government and Port gears are just too big, those unfortunate enough to get caught get crushed in the giant gears and their screams are not even heard. Compared to many of the problems in the world, the future of the people involved on the Oakland waterfront are relatively samll. But still, it’s both wrong and unnecessary. The port of Oakland has a good project going, why not do it right? — Latitude 38

SUMER VACATION My name is Jimmy Wallace, except for Halloween when I mysteriously transform into The Phantom. I’m only six years-old and I want to tell you what I did with my summer. I sailed to Hawaii and back with my parents. If any of you other kids sail to Hawaii with your parents they will probably tell you to expect some problems with the boat and gear, but that the warm tropical weather will make it all enjoyable. Just because adults are older than kids it doesn’t mean they are always right. The

weather was rotten — blowing too hard or not blowing at all. But, we didn’t have any problems with gear or the boat. The boat was real good because my dad built it himself.Mystic is an Endurance 36 designed for ferro-cement by Peter Ibold. My dad liked the design but not ferro-cement. He’s a metal worker so he made some design modifi¬ cations and built Mystic out of Corten steel. He only made one mistake, putting the prop too close to the deadwood. When we put our Perkins diesel in

forward it hardly moves because of cavit¬ ation, but reverse is super! My dad’s boat can beat your dad’s boat in reverse anytime! My Mother said we left Sausalito on a day when it was blowing too hard, but it didn’t bother me. We just let the vane that Bill Paulsen built steer the boat and started ripping off daily runs of about 135 miles. But after about a week the weather turned funny and we would make fewer and fewer miles each day. It got so bad that in one 48-hour period we only made 36 miles! It was either almost complete calm or squally, and we never did hit the trades until just three days from the Islands. During almost all the passage it was cool and the skies were cloudy, and the boat kept jibing in the very light breezes. The peculiar weather explains why it took us 20 days before we pulled in at Hilo. Hawaii sounds like the perfect place to cruise, but I was a little disappointed. The anchorages aren’t very good because there usually isn’t much protection from the ground swells. Even though the anchor¬ ages were not the best, we were reluctant to leave them. No matter how much we planned for the weather and currents we never seemed to be able to make our next anchorage by daylight. The currents were tricky and sometimes the weather got nasty in the channels. Once we took a wave over the stern that filled the entire cockpit. My mom got scared and my dad was a little concerned. I thought it was really keeno and wanted another wave to come onboard. But none did. We were surprised there were not more boats cruising the Islands. The most we ever saw was six anchored at one spot off Lanai. That’s where a funny thing happened. My dad took the Avon in to the beach to walk around while my mom and I stayed on the boat. The surf came up and dad couldn’t get the Avon launched through the surf. He had to spend the night on the beach with the Avon while we stayed on Mystic. Of all the boats we met, I was the only small salt aboard. Friends back in California had told my parents to fly me over after they sailed Mystic over. I kinda didn’t like the idea and neither did my parents. As it turned out they were really glad that they brought me along. When they got tired or demoralized I would always do something entertaining to lift

SUMNER VACATION their spirits. I also stood a few watches, read the compass while my dad took sun shots, helped change the sails, and even washed a few dishes. I was really a good kid, always wearing my safety harness, and now my parents tell everyone that they would always take a kid along cruising no matter how young. Of course, kids are kids, and when we got on land I got to be a real terror again. Molokai was fun. First we rafted up to a pineapple boat and stuffed ourselves with free pineapple. Then I got to take a tour of a Coast Guard Cutter - they really keep those ships clean. My mom said I could have eaten off the engine drip pan, it was so sparkling. Later we anchored near llio Point on Molokai and watched the TransPac boats come flying in to break the records. We sailed to a number of different places, but the best was Hanalai Bay and that made the whole trip worthwhile. The anchorage was the best in Hawaii, a nice sandy bottom in 10 feet of water and no ground swell at all. The beach was great for body-surfing and a fun place to BBQ. The hills were really lush with lots of nice things growing everywhere; mangos, papayas, bananas, orchids, and lots of other things that I couldn’t identify. The people at Hanalai Bay were very friendly, and they even had nice clean showers. Just a little ways away from the Bay is a neat waterfall that tumbles into a clear pool, and everyone slides down the falls into the pool. Everyone was doing it, and I wanted to also. My mom said I couldn’t because I hadn’t learned to swim the summer before. I told her I didn t care if I could swim or not, I wanted to slide down that waterfall. My dad said no because I would drown. I told them they could come and get me as soon as ! hit the water; finally I convinced them. I went down the slide into the pool a bunch of times and didn’t drown once! Some of the things we took were really helpful and some didn’t work out as my parents had planned. Our Avon inflatable was great, but we had a Redseal and it was too large. It took too much time to inflate, it took up too much room on deck, and it was too heavy to haul onto the boat. Next time we’ll have a smaller model, it will be cheaperand easier to use. The little Hibachi we took gots lots of use both on the boat on the way over and for barbecuing on the beaches. page 57

It gives a good variety to the way you cook your food. Just before we had left from Sausalito my father bought a VHF radio — he didn’t think we would use it, but some¬ body was selling it cheap. As it turned out we used it often and it was lots of fun.The best was talking to ships in the middle of the Pacific. We saw six of them and got 5 of them on Channel 16. All of them gave us our position and asked if we needed anything. The Captain of one Japanese freighter was especially friendly.

He said “just call me Huey” and we did. Huey and my dad talked for a longtime, When Huey found out my father was a metal worker he asked him if he wanted a job on the freighter. He was serious, too. It was the first time my dad ever got offered a job in the middle of the ocean. We all thought Huey was a nice guy. When it came time to head back to the States the winds were coming out of the east and southeast - very unusual. We thought we might as well sail straight downwind back to San Francisco instead

SUMMER

■ i: of heading way north like most boats do. We were not the only ones, Montgomery St., a TransPac boat from San Francisco passed us up on the same course and told us that a number of other boats were sailing the rhumb line course, too. It turned out to be a dumb idea, after about 10 days the normal winds filled in and we had to work hard to get far enough north. The weather started to turn sour, not really bad though, the winds were about 30 knots and the seas about 15 feet at the worst. Later we heard that Wind Berner, Westsail from San Francisco had a much rougher trip, a battery even jumped right out of it’s box. For some reason the crew didn’t make the trip back and the owner had to single¬ hand it — I don’t remember his name, but he’s over 10 times older than I am. It must have been pretty hard on him. With the rough seas and cloudy skies it was hard for my dad to get good sights. About 600 miles west of Monterey he began relying on DR rather than the shots he was taking. It was a bit of a mistake as we weren’t making enough allowance for the current. It was stronger than we thought, pushing us about 12 miles south every 24 hours. When we found out how much harder it was to work back north,

VACATION

we knew we shouldn’t have tried to sail the rhumb line. It was real foggy the night we approached the coast near San Francisco, and we were just a little lost after navigat¬ ing off a reciprocal of the Farallon beacon. Finally we spotted the lights of some fishing boats and decided we would anchor for the night since it was nice and calm. When we got the anchor set we realized the lights weren’t from any fishing boats, it was just a big neon light on some building — and we could hear lots of car traffic not far away. We were really confused by all this, so we just went to sleep. It sure was a strange landfall. When we woke up in the morning we found that we had anchored in the cove at Rockaway beach, just over the hill north of Pacifica. Normally Rockaway has heavy surf, but we had spent a plesant night at anchor. When we got back to Sausalito, everyone said “you can’t anchor at Rockaway”, but we had. Everyone had also said my parents were crazy for taking a six year-old on such long passages, but we knew they were wrong about that, too. What did you do this summer? — Jimmy Wallace & Friend

page 59

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WMP $85.50

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MOORING SNUBBER Tingley heavy duty Nordel snubber for boats to 40 ft. Stretches more than 3 times normal length. 5-inch loops. Model 420. Liet $6.25. WMP $5.60

Each kit contains two thick chrome leather sleeves (sized and punched), two lengths of waxed twine, one No. 15 sail needle, and lacing instructions. Model SP-6 (1/2") WCR $3.00 Model SP-7 (5/8") WCR $3.30

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r Send $1 for 1978 Catalog! Only $1 buys you our new 1978 catalog of quality boating hardware at low discount prices ... the cost of which is deductible from your first order of $10 or more. Thousands of name-brand, selected items for power and sail. Many new items for '78 Name__ Address . City_

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WHfiT IS THIS? This four-page section is Latitude 38’s small way of saying 'thank you’ to many of the marine businesses that have supported us during our first year. We asked everyone who was going to run an ad this issue to include an extra 40 words for a ‘freebie’ ad. We regret not all were able to do so because of the busy holiday season. We also regret that we did not have the opportunity to get copy from those who had run ads in previous issues.. We just had to do the best we could. Most marine businesses in northern California are small, owned and operated by one or two individuals. Few, if any, stand to bcome wealthy from the marine business, and almost all could make more money elsewhere. Most businesses are labors of love, run by people who enjoy helping other people. When Latitude 38 began business realtionships with these people, we decided that we wanted to take each individual on their word and forgo with any formal advertising contracts. We have never regreted it. In the hundreds of companies we have done business with, there was only one minor case when our trust was un¬ warranted. Latitude 38 feels that northern California has the best sailing conditions to be found in the world, and that the marine industry is as good as the sailing. We feel confident that you can assume that all the marine businesses in northern California are worthy of your trust, freindship, and business.

IT’S WET THIS WINTER

SEA WHY, AT SEA-WEST

SKIPPER’S CHOICE

So you might think about some fine foul weather gear. Peter Storm makes good stuff, and now you can get it for 20% Off at Al’s Marine Store at Pete’s Harbor, Redwood City. Al’s Marine 364-0288

IF THE SHOE FITS, BUY IT!

1977, 33’ Morgan Out-Island. This cruising sloop is loaded with gear, including all factory options, custom interior, Perkins 4-108, D/S, Knot/Log, VHF, EPIRB, warranty. $51,000. Skipper Yacht Sales 522-6500|

PARTICULAR ABOUT WHAT HE SELLS mmm

ASTREA is a beautiful, heavily built, no I gingerbread, world-travelled, marconi ketch. Designed by Stadel for a circumnavigation and [built by Ringwald in 1967. 3-53 diesel. 56,950. Sea-West Yacht 523-1762

FROM THE GREAT NORTH CALIFORNIA

Sperry-Topsiders for Sea and Sport. ‘Boating’ look in a lightweight comfortable deck shoe.Regularly $19.95, they are on special for $11.98 while they last. Blue only. Johnson & Joseph Oakland & San Francisco

35’ Dutch steel sloop single-hander. Placedj 3rd in the ’64 TransAtlantic race. Great cruising boat. Easy motion for comfort and safety.| Many sails, vane, diesel at only $42,900. Bob Tefft Cruising 332-36901

ALWAYS WANTED A SEAHORSE? SEE AND SEA THE NEW C&C

The Nor’West 33, a high-performance, full keel cruising yacht, built for long passages with a minimum crew. Built in San Leandro with particular attention to honest construction and functional design. NOR’WEST YACHTS page 61

635-2420

This Sparkman/Stephens really trots. Teak with Ipol frames, bronze strapped, copper fastened, with a Perkins diesel. 7 sails, Avon, and mcuh more, a hard to find yacht. Seahorse Yacht Sales 261-0600

The C&C 29 is the first in a new series of comfortable racing yacht. She has a deck layout that means business and an interior that means j comfort - that spells sailing fun! The Yacht House 521-7200|

WHAT’S A METZELER?

DO YOU READ ME, GEORGE?

DO YOU KNOW THIS MAN?

Save $80 on this Apelco AF-12 VHF/FM, It’s the most raved about inflatable raft. It’s No. 1 in Europe and ketching on fast in this country. No wonder, there are IS models, all reasonably priced. See them now. Loch Lomond Marine 457-6777

25 If not, you may not be getting the best. Doug Holm is your local dealer for: BARIENT, BRITE

STAR,

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332-0885 GOT THE CHILLIES?

MOORE-ING DOWN THE COMPETITION

The Moore 24 is currently the fastest 24 on the bay. The Moore Bros, well-known crafts¬ manship is now available on a production basis. Moore BoatS'are fun, and fun is what life’s for. Moore Boats

408-476-3831

THE EMPIRE AT LOW TIDE

GUNG HO ON THE CHUNG HWA?

This 36’ diesel ketch is ready to sailaway for only $39,500. You can call for the spec¬ ifications and you’ll get good answers, too. Oceanic Yacht Sales

408-988-1173

Try this kerosene heater manufactured by Sharp. 8,800 BTUs, automatic starting, odorless heating element. Holds one gallon of fuel that will operate the heater for 15 hours. Model HRS-200; you can buy it for 85.50, saving $25. West Marine Products Palo Alto & Oakland

USE YOUR HANDS FOR OTHER THINGS

WHERE DO WE GO FROM HERE?

Pictured is the two-story houseboat which serves as headquarters for one of the bay’s largest outlets of domestic and European sailing yachts. Ask for Hal or Michael, or Joe, or even Wil — they’re all nice and don’t bite. Ed Thrall Yachts 465-9600

If you’d like, you can try out the Sailomat self-steering vane right here on S.F. BAy — a demonstration boat is all rigged and ready for you. The Sailomat will remove all your doubts about self-steering. Make an appointment with Scanmar Marine Products 332-3233

The Silva Universal multi-purpose Marine compass answers all compass needs on any kind of boat. This Swedish precision instru¬ ment can be used as a handbearing, telltale, bulkhead, or dashboard model. It’ available at: Boatbuilders Supply Co. 365-7874

IS THERE A RANGER IN YOUR FUTURE?

WANT TO CRUISE & RACE?

WHICH JUAN IS THIS?

Can you identify this craft? Hint: She’s

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Clauss Enterprises

O’Neill’s Yacht Center

332-4622

office. There’s a new Ranger 22 and a new Ranger 30 — why not buy both? 408-476-5200

The Peterson 34 Racer/Cruiser has the unique ability to take family and friends cruising in comfort AND win races. All at a sur¬ prisingly affordable price. For inspection call: Serendipity 986-8108

SOUNDS LIKE EVERYTHING

GET IN THE GROOVE WITH GROVE. We are dealers for the whole line of Grove caulking products. So if you building or just keeping the drips out, all you need to know are two names: Anchorage & Grove. Seams easy! Anchorage Marine 332-2320

WHERE IS THE WAREHOUSE?

LOOK SHARP, SAILOR!

The Boat Warehouse in Walnut Creek has great bargains on brokerage boats. A full race San Juan 30, a full race Ranger 23, a 1976J Catalina 22, a like new 470, FJs, El Toros, etc. The Boat Warehouse 935-6844|

We’ve got the bay, the wind, and the best selection of new and pre-owned sailboats on the West Coast. Dealers for Columbia, Willard, Pearson and Dufour. Stop by and see us soon! Sailboat Inc. 536-6760

NO NEED FOR A CO-PLIOT YOU CAN’T TELL A BOAT BY ITS NAME It’s not hard to do if you stop by Joe Harris, either at the Boat Show or the San Francisco store. See the best in yachting apparel at Booth No. 317. You’ll be lookin’ good! Joe Harris 986-2090

FROM SWEDEN WITH LOVE

The 21’4” Bay Dog is ready when you are. Hull and decks are now available and may be seen at one place only: Thor Thorstenson, Inc. 342-5278

TAKE STOCK IN SAILING

The Nordica 20, a traditional cruising sloop features a full keel for Idirectionall stability, and a 'canoe' stern for added seaworthiness. Stiff, comfortable family boat available at: Pacific Yacht Sales 522-1622

HAWKFARMS IN ALAMEDA?

Weather Mark and Marin Marine are stocking dealers for Laser, Sunfish, Mont¬ gomery Dinghy and Avon. Wonderful products, all of them. You can see and buy them today. Weather Mark/Marin Marine 332-5138

The Autopilot is: waterproof, immersion proof, easy to install, has low current drain, has a wind sensing option, and is made in Orinda. Orinda Control Systems 254-2231|

IT’S WHAT’S UP FRONT THAT COUNTS You can shop & save at Ship ’n Shore I Discount Boat Supply, located at 2123 Marinal Blvd in beautiful San Leandro.Find what you’re | looking for, for less! Ship ’n Stfore Discount Marine 351-4311

WANT THE HOTS? SEEING IS BELIEVING!

With an Espar heater aboard you can enjoy more days sailing. Quick, economical Keating keeps the cabin area, friends, family and furnishings warm and dry. Model to fit all sizes. Edinger Marine Service 332-3780 page 63

It’s the most exciting one-design racer/ ruiser on the bay. An active class — with pot¬ ential for IOR and MORA racing. Meticulous onstruction make Hawkfarms an excellent boa fylie Design Group 521-3272

The Freeport 36 has finally arrived and is ivailable for your inspection at the S.F. Boat show. The latest from Islander Yachts and Bob | Perry - the ideal liveaboard. 5ailboats/Sausalito 332-54001

THERE MUST BE A GOOD REASON

THEY MUST HAVE BEEN IN LOVE

Why are there over one hundred Islander 36 sloops on the bay? It’s a great combination — Don Wilson superior service and Islander quality construction Don Wilson Yachts. 444-8717

MAYBE IT’S THE FLEET?

Why is the Mercury one-design so popular? Low initial cost, low maintenance, stiff compet¬ ition, trailerable, a great for the racer and the family. Many active fleets on the coast. The Sail Boat Works 591-7889

MONEY, MONEY, MONEY

Albin Marine and Marieholm bf Sweden have merged permitting Pacific Yacht Sales to now offer the Ballad 30 as well as the famous International Folkboat. The Ballad 30 is the perfect ‘next’ boat if you’re moving up to 30’. Pacific Yacht Sales 522-1622

A VALIANT EFFORT, NO DOUBT

/ REFINANCE your boat thru us. SELLING your boat? Let us qualify your buyer. NEED some investment capital? See us. Let us haul out your equity. Bank rates, terms, and quality. Darrell Edwards & Assoc. 886-9622

r ■"

ISN’T IT TIME YOU MOVE UP?

A MODERN CRUISING PHILOSPHY

Esprit Yacht Corporation, a division of Valiant Yacht Corporation is pleased to announce that the first of the new Esprit 37’s, being built by Nordic Yachts of Bellingham, Wash., has vbeen purchased by its designer Robert Perry. Esprit Yacht Corp. (Seattle) 206-783-9469

WHAT’S IN PETALUMA? Try a 32’ Pearson Vanguard, a full-keel Rhodes design with 4 sails, a 30 HP Universal, bow and stern pulpits, lifelines, teak trim, and many extras, A very clean boat for only 27,000. Edgewater Yacht Sales 332-2060

YOU’LL BE GLAD YOU DID

The Valiant philosphy is simple; build a modern performance cruising yacht that is both a joy to own and excitingto sail; satisfying both the sailor and the investor in the yachtsman. Valiant Yachts 1515 NW 51st St. Seattle 98107

TREAT YOURSELF OR A FRIEND For just 4.95 you can get the 11th edition of Diane Beeston’s fine yachting and date calendar. 13 outstanding photographs capture the thrill of sailing on the bay. Limited supply. SGM Graphics Box 854, Tiburon, CA 94920

Visit our store at 160 2nd St. in San Fran¬ cisco for charts & publications, our large collection of nautical books, navigation equip¬ ment & expert instrument repair. George E. Butler Co. » 495-5855

The Frey a 39, winner of 3 Sydney to Hobart Races, a beautiful fast, full keel cruiser. Built by Gannon Yachts. Call Jim Gannon or Bob Tefft. Gannon 707-762-2865 Bob Tefft 332-3690

PROFILE IN COURfiGE PART II How do you utilize a bombardier’s skills when the war is over? If you were Dick Levine who now owns Sailbboats/ Sausalito, the government got you a job putting caps on bottles of Coca-Cola.Dick tried it for a few hours before deciding that life, like the thousands of coke bottles, was passing him by. He split looking for a life with more gusto. For several years he found it in the advertising business where he maintained an office in various airplanes roaming the skies between San Francisco and L.A. Sailing a TransPac boat back from Hawaii in 1967 changed his life. He said the hell with advertising and became a yacht salesman at Sailboats, Inc. in Oakland, where he worked for four months before selling his first boat. In 1969 Dick was instrumental in getting Sailboats, Inc. to open a branch office in Sausalito. After two years Sailboats, Inc. decided that the idea was a disaster; Dick thought it had potential and bought the location from them. Things started slowly in Sausalito, the ‘office’ was a 29’ houseboat on pontoons and the inventory consisted of a Columbia 26 and a Columbia 22. The tiny houseboat was not conducive to selling boats. One Sunday afternoon all three salesman had customers in the ‘office’ working on boat deals they were near closing. Simultaneously, the moment of decision arrived for all three and there was a deadly silence that is the moment of truth. Finally one customer whispered that he thought he would talk it over with his wife. Considering the acoustics, he might as well have had a bullhorn. The other two customers begged off with the same excuse. Three boat deals down the drain in one swat. Beating his head in frustration against the wall, Dick couldn’t help but laugh at the comedy of it all. The boat business is mined with real and potential catastrophes, but Dick has managed to view them as beats in the atonal rhythm of life. Dick remembers one customer who called and -said he would be right up with the remainder of the money for a boat he had put a deposit on. The man arrived two hours late and asked for his deposit back. What was the problem, Dick asked. It seemed that the man had stopped off just a few blocks down the road for a sandwich and noticed a boat that looked interesting. He bought it and needed the money to pay it page 65

off. The beat went on. The possibility of losing boats can be as frightening as losing boat deals. A boat trucking company called Dick one day to tell him they measured wrong and that the truck carrying a new Columbia 41 to Sausalito was not going to fit under the toll plaza at the Golden Gate Bridge. Dick rushed over to the bridge director who alerted the highway patrol and the toll takers. After waiting for some time, they finally saw the truck and began yelling through bullhorns for it to stop. The truck was already exceeding the speed limit by about 20 miles an hour and kept right on going — missing the top of the toll plaza by a matter of inches. The bridge director threw his cap to the ground and stomped on it cursing.. Just another day in a glamor occupation. Dick, like many other good salesmen is often susceptible to being sold himself. In fact he, with the Biron Hans von Burger as an accomplice almost sold himself right out of business. Each day the Baron von Burger would wheel up in a new Caddie or Rolls with a new blond or redhead and inquire about the progress and make finicky changes on the sales order of his new $100,000 Columbia 45. It was such a big boat deal at the time that Dick had not fretted over the fact that the deposit money was always ‘on its way” and never arriving from Germany. Months of anticipation of a triumphant 1 sale dissolved when the boat arrived and the ‘Baron’ von Burger did not even have funds to cover the fuel bill at the gas dock. Instead of realizing a handsome profit, Sailboats/Sausalito was on the brink of bankruptcy. It was a terrible time and Dick took a real ‘bath’ on the boat, but at least he had been taken by a very talented ‘artist’. Just another off note in the key of life. There were other sour notes too. When Dick was handling a line of boats fromTaiwan, the president of the company stopped by the office for some feedback. Dick showed him a brand new spreader light that was already badly rusted. The president of the company looked over the spreader light carefully for a few minutes, and then smiled. “Here is the problem he said, indicating some print that said ‘Made in Japan’. In the last few • years Sailboats/ Sausalito has grown by leaps and bounds, into one the of major dealerships in the

the bay area’s ‘biggest’ yacht broker goes native in tahiti

bay area. Unfortunately for Dick, he feels that he missed out on the key boat deal that put the company over the hump even though it took place right in front of his face. A salesman had a buyer for a Freeport 41, that if sold would be displayed at the S.F. Boat Show. So, Dick the salesman, and the customers all flew down to Newport for what turned out to be a demo worthy of the Three Stooges. But the customers still wanted the boat, so the group headed for the Rusty Pelican to try and consumate the deal which was now over eight pages long. It was a poor location to close a boat deal. A noisy crowd was watching Monday Night ball, everyone had had a few drinks out of necessity, the waitresses were wearing skirts that barely covered their navels, but worst of all it was getting dark. Dick’s photosensitive glasses left him in the blind, unable to read the customers faces, or the involved contract that was now being lit-up by two cocktail waitresses holding flashlights. Despite the fact that Dick was helplessly ‘blind’ and going out of his mind the deal was done. Selling sailboats — some of it’s magic, some of it’s tragic — at least you know you’re alive. Dick’s wife Edythe has stuck with him through all the tumultous times and is vice-president, bookeeper and sec¬ retary. Sailboats/Sausalito has a five man sales crew and a 5-man service depart¬ ment. They are dealers for Islander Yachts, Freeport Yachts by Islander and DownEast Yachts.

Wood (9fe Glass

SHIPPER

Yacht Sales

SELECT BROKERAGE LISTINGS 47'CHEOY LEE.'.$110,000 47' ENGLISH KETCH.55,000 41' RHODES/KETTENBERG.39,500 37' ISLANDER.34,500 36'COLUMBIA.33,000 37'CUSTOM STEEL.45,000 35' LION.22,000 35'OHLSON.32,000 33'MASON, ALUMINUM.32,000 33' MORGAN OUT-ISLAND.51,000 31'DEL REY, AFT-CABIN.25,000 30' YANKEE.INQUIRE 29' COLUMBIA DEFENDER . . . ..16,800 29' ISLANDER.17,400 28' ISLANDER.30,500 27' BUGEYE KETCH.7,500

27' NEWPORT.15,800 26'ARIEL.. ...11,900 26' RUSSELL CUTTER.11,300 26' RANGER.11,850 26' THUNDERBIRD./.6,200 26' EXCALIBUR. 8,950 24' COLUMBIA CHALLENGER.5,900 24' COLUMBIA CHALLENGER.5,500 24' MOpRE.10,500 24' YANKEE DOLPHIN.12,500 24'SAN JUAN.11,500 24' RAINBOW.2,700 20' BAX LADY.3,950 19' ACORN.2,300 18' MERCURY.INQUIRE 18' CAPE COD CAT BOAT.6,300

24' YANKEE DOLPHIN D/S, RDF, knotmeter,

"KANWARA" English built 47' cruising ketch.

Danforth Apparent Wind Ind, clock, barometer, Barients, roller-furling. Jib, spinnaker. Also has custom fold-down table. Cole stove, and other goodies too numerous to mention. $12,500.

Built by Johnson-Jago in 1946. Copper rivets throughout, Mercedes diesel engine. Extensively cruised and ready to go again. Value at $55 000.

ARIEL Classic lines and high quality construction make this full keel one design a desirable find for either racer or cruiser. Excellent sail inventory, fine gear. $11,900.

37’ STEEL CUTTER- Veteran of Med., Aegean &

26’

Indian ocean voyages, this 1961 will stand the most rigid survey. For the determined cruising man who wants a boat he can trust. $45,000.

35' OHLSON YAWL. Certainly this is one of the finest of the Swedish built Ohlson boats. Gleaming spruce and mahogany throughout. Teak decks, diesel engine. Extensive inventory and warm custom interior. $37,000.

33' MASON ALUMINUM SLOOP. This full keel cruising sloop comes equipped with a 6-man Avon lifer aft, Aries windvane and other extras. Owner transferred out of state. Askinq $35,000.

BANK FINANCING A VAILABLE / BERTHS AVAILABLE FOR ALL BOATS

1535 Buena Vista Ave. Alameda

(415) 522-6500

z°sl

SKIPPER 2

CHEOY LEE OFFSHORE 47 The present owner of this fine yacht spared no expense to make this one of the best equipped cruising boats on the coast Call Phil Worth at Skipper, 522-6500 PARTIAL LIST OF FEATURES Westerbeke 36 HP engine, 7'A KW Onan generator. Extra fuel tank, VHF radio, windspeed and wind-direction indicators, electric refrig¬ eration, pressure water, 9 Barient winches, 2 Barlow winches, 6 sails, S/S removeable BBQ, vinyl dodger, full boat covers and awnings, canvas leeboards on all berths, strobe light atop main mast, survival raft in cannister. Narco units, auto pilot, knotmeter._

36' COLUMBIA This TransPac veteran is loaded with gear. Partial inventory includes 10 sails, RDF, VHF, depthsounder and wheel steering. Signet instruments:windppoint, wind speed, knotmeter and log. Barient winches: (2) 26s, and (2) 22s as well as 5 others. Engine rebuilt in 1977. New standing rigging in 1977. The hull has been specially reinforced with 2 part foam between the hull and inner liner and the rudder has been custom designed for ocean work. This boat is a real value at $33,000. Call Phil Worth at Skipper, 522-6500

37' STEEL CUTTER "ALTAIR" Named after a star of the first magnitude, Altair is truly a world cruising yacht of the first magnitude. Only those who have actually made long passages can fully appreciate the features of this vessel; for those who have not, Altair may provide an education. Custom designed and built, the integrity of the steel plate has been maintained through a special micro-bubble process which was applied after the bare steel was heated to dispell all moisture. 1977 Survey judged the hull to be in "perfect” condition. Eric Hiscock sailed aboard Altair and 'Voyaging Under Sail' has photos of her on page 161. $43,000 Call Phil Worth at Skipper, 522-6500 FEATURES Self-draining chain locker forward, windlass, tabernacle mounted mast, boom gallows, davits for dinghy, clear working area on deck excellent visability from cockpit, 32 HP diesel engine, 95 gallons o fuel, 100 gallons of water, pressure water system, 3 burner LPG stove with oven, refrigerator, fireplace, U-shaped galley, fold-up seat in galley, excellent storage, foul weather gear storage aft, hanging locker forward, excellent locker ventilation, chart table, large quarter berth, sleeps eight, 9 sails.

BANK FINANCING AVAILABLE / BERTHS AVAILABLE FOR ALL BOATS

1535 Buena Viata Ave. Alameda page 67

C415) 522-6500

CHUNG HWA 36 DIESEL KETCH

BOAT HEATING SPECIALISTS

ingjgyB

loa 35'W" LWL 28' BEAM 11'10"

• DIESEL CENTRAL HEATING SYSTEMS • KEROSENE CABIN HEATERS • SOLID FUEL STOVES

SAILAWAY FOR ONLY $39,500 D«AJ;TfZ'na

03,1 or

DISPL. 18,600 BALL. 5,000

Write for Specifications.

OCEANIC YACHT SALES COMPANY

Well help you find the right heating system for your boat and your needs!

EDINGER MARINE SERVICE 399 HARBOR DRIVE

759 ORKNEY AVE. SANTA CLARA, CA. 95050 (408) 988-1173

•

SAUSALITO, CA 949G5

TELEPHONE 332-3780 OFFICE HOURS: 8:30 - 11:00, MON DA Y THRU SA TURD A Y

FRANK BILEK MARINE SURVEYOR

NORTH SAILS

Certified by the National Association of Marine Surveyors. POWER SAIL

415-232-7638 BEFORE 9:30 AM

GEORGE

GIANOLA &

SONS

BOAT COVERS - CUSHIONS A DRAPERIES HIGHEST QUALITY WORK FREE ESTIMATES

210 332-3330

marine

£»

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•

HARBOR DRIVE

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SAUSALITO. CALIF. S4SSS

Diesel/Gas

' MAIN AND LAPPER FOR RANGER 33 New in 1976. $400 and $300 or offer. 408-462-1538 After 6 PM. Keep Trying

BAY DELTA

INSURANCE HELENE GARDNERAGENCY

P.O. Box 21 28 Castro Valley - 415-886-6067 87 Jack London Square, Oakland - 41 5-834-1802

Professional Work

MARINE ENGINE R“*R*« MAINTENANCE / REPAIR Michael Lord

(415) 763 4536

CELESTIAL NAVIGATION Learn how to find your way around the ocean. Six week course, $15 plus texts. Course given in north Berkeley. 524-5092

WESTSAIL 32 WESTSAlL 32, 11' beam. 5’ draft. Launched 6/75, documented. Heavy weather cutter; 6 Barlents, mast steps, Perkins 4-107 diesel, 2 CQRs, 1 Danforth. Teak decks, cabin sole, interior. LPG 3 burner, cabin heater. Konel VHF, Kenyon WS/WD, log/knot. dig. fatho. Water heater A shower, battery charger. 100 Gal. water, holding tank, 2-100 amp/hr. batteries. Larick Arles auto steering, over 40 addltl. crusing necessities. Sale by owner. (415) 563-85^8. (415) 563-2608.

BRUYNZEEL MARINE PLYWOOD Finest Plywood Available - Made in Holland Industrial Formulators Epoxy & Resin Sealer THOMAS WYLIE DESIGN GROUP 1924 WILLOW ST.

DOWNEAST 38 Cutter rigged, documented. Signet instruments, hot & cold pressure water, Faryman diesel, VHF, ADF, D/S, AM/FM Stereo casette, and more. $57,500. J. Cunningham. P.O. Box 1144, Vallejo. 94590. or call (707) 646-3424 between 7:30 a.m. & 4:10 p.m.

PRODUCTION MOLDS—$1100 TSUNAMI—43. High performance, ocean racing/cruising auxiliary. L.O.A. 42'8", L.W.L. 32'6", Beam 11'8", Draft 6'6”. Laminar flow keel, flap and rudder system. (NASA 66012 sec. plus or minus 0.030 tol.). Production molds for hull and keel unit, rudder, flap, hatches and seats. Also one off deck mold available. Molds and prototype yacht may be inspected at 1765 E. Bayshore Rd. Redwood City 332-4315.

SWEDISH VEGA 27 Full keel, 5 sails, self-tending jib, VHF, sounder, knotmeter, sprayhood, etc. Fast, strong, ocean cruiser. In superb condition. Sausalito berth. Winter price - $15,950. Owner to build a Freya 39. Box 313, Lockeford, Ca 95237.- (209) 727-5842.

spec,al,st

RIGGING PROBLEMS7

ALAMEDA, 94501 -'/

CALL

RDMAINF nUIVIHIIsL

■’// rj/

521-3272

r-. - • ■ -r ,, Rigging-Rig Tuning-Compass Adjusting-Electronic InstallationRefinishing-Outfitting-Yacht Deliveries.

YACHT

ft ArmnArA \rM\lirf \ CfJj

ocnviuca

ronald r romaine

karl romaine

s*N»*raii cau»

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415/453-3969 805/644-4011 EXCALIBUR 26

"Caliburn" 1977 S.F. Bay YRA champion, 1976 National champion. North sails, Jotz spinnaker, 6 hp Evinrude, and Sausalito berth.$9500. (415) 323-9515 or (916) 756-4687

CATALINA 27 Main, 100, 150, Spinn. Dig. D.S., Knot, Comp, VHF, FM, 8-track, Barient 21s, new Honda 7.5, Spinnaker and whisker poles, outside and inside jib track, split adj. backstay, bow & stern pulpits lifelines, new bottom paint, many custom extras. $14,900. , Contact Ron 745-4168 days; 595-0950 evenings

YACHTCRAFT IS BACK!

3 TRADE WIND INSTRUMENTS

30' THRU 55' SAILBOAT KITS AVAILABLE. Dealer for Volvo Penta. Boat Repair. Boatbuilders Space. Atlantic Sails, 25 to 30% Off List Price. Complete Marine Supply & Electronics at 25% Off List Price!

is moving new & larger quarters See us for Navigational Instruments, Charts, Books, we’ve got what you need for navigation!

SAIL AW AYS” 909 Elizabeth, Alviso, CA 95002 P.O. Box 521 Phone 263-1453

OUR NEW ADDRESS IS:

2540 BLAND IMG AVE. ALAMEDA (415) 523-5726

MARINE SURVEYOR

MERMAID DIVERS Hull cleaning and inspection, zinc and propeller work, bright work and maintenance. " GIVE YOUR BOTTOM A WOMAN'S TOUCH " Shelly Stevens 332-0845 - Sausalito

FRANK OLIVEIRA Call Before 9AM or After 6PM

(415) 388-2239

Available Seven Days a Week

NAUTICAL KNOTS

FLEUR BLEU 25 Mahogany sloop. Excellent condition. 6 HP outboard. Full boat cover. M.O.R.A. qualified. Jiffy reefing. Recent survey, all item

Knot decorated pen sets, bell pulls, nautical lamps, monkey fists, wall bags. Custom knotting or will teach. GEORGE DEPUY

corrected. Dick Hynes or Bob Gulko

212 Jules Ave. San Francisco, Ca94112

332-25B5

ERICSON 35 1976 - Bristol Condition. Wheel, AC/DC refrigerator, hot pressure shower. Signet instruments, CNG stove, four batteries, four sails, double pulpits and lifelines, Barient self-tailing winches, reefing and halyards brought aft. Much, much more. $42,500. Call Joe Davis 415-365-0498 days; 368-9012 evenings.

Bus: 334-2914 Res: 585-2335

NEED A NEW SAIL? Now you can get top quality Lam Sails at low prices, plus friendly, professional service and free measurement on your boat when necessary. For a faster quoate, have your sail area or dimensions handy. Ask for Mike at Pacific Yacht Sales, 522-1622

34' ISLANDER KIT

BLUE JAY 1314' Centerboard sloop. Fine condition. Recently re-rigged with many new fittings and lines. Includes new 140 sq. foot reaching spinnaker and gear, running lights, etc. $550.00 (415) 556-2956 or (408) 338-4304

1977 NEWPORT 27-S Race/Cruise in this two-tone beauty. Three sails including a Mitchell 8-colored spinnaker and a 125% genoa. 5 winches, compass, AM/FM cassette, brass lamp, and just hauled. Must sell due to house purchase. $17,950/Offer. Leave message at: 372-6827.

/f^MELL ELECTRONICS

Partly completed. 10 HP Volvo. Teak interior kit, head, 40 gallon watertank, 50 gallon diesel tank, pulpits, lifelines, stanchions, ballast hatches, windows, toerail, toilet, rudder, cradle. SAILAWAYS 909 Elizabeth St. Alviso Telephone 263-1453

PEARSON COASTER 30' 1967 Full keel, heavy lay up fiberglass, singlehanded rigging, perfect balance, custom interior, fantastic quality of older Pearson CCA boats, extensively equipped and improved. Super clean, an experienced cruiser ready for more, $25,900. 776-2054 days; 3*88-7330 evenings

FRENCH/SPANISH FOR SAILORS Cruisers/International racers. Bring your crew; save$$.

QUALITY NAV-AIDS AND ELECTRONICS Carol Dibner (415) 387-0403. 1801 Clement Ave, Alameda, Ca 94501 Phone (415) 523-2145, 523 -2144

PEARSON

1976 with Sausalito berth. Proven Day and coastal cruiser. Horizen 25 vhf, signet, ws/wd/knot/dig fatho, atomic4 2 batteries, wheel, compass, guard, pulpits , double life lines, rafr, anchors, lines etc. Owner transferred, will sac¬ rifice. Make offer. Call (415) 341-4612.

Page 69

Enrich your travels!

CLASSY CLASSIFIED? Sure, why not? $10 gets 40 descriptive words Latitude 38, P.O. Box 1678, Sausalito, Ca 94965

QUALITY BROKERAGE SAILBOATS

35'MAGELLAN, aft-cabin, diesel . . . 44,000

ISLANDER 36, well-equipped, diesel . 49,500

..Yacht

House

1815 CLEMENT AVE. ALAMEDA, CALIF. 415- 521-7200

55' COLIN ARCHER TYPE KETCH. . 65,000 48' KETCH, ferro, diesel. 98,000 47’ OFFSHORE, very nice.110,000 41' CT KETCH, aft-cabin, custom int. . 79,000 40' S&S CUSTOM. 64,500 37’ ISLANDER, '74, diesel. 36,500 36' COLUMBIA,'68, good cruiser . . . 31,500 36' LUDERS, Cheoy Lee, diesel .... 52,500 35' SEA WITCH, classic. 55,000 35' KETCH, aft-cabin diesel. 25,000 35' CHEOY LEE LION, all teak, Aries. 24,900 35' ROBB, by Cheoy Lee. 48,500 32' TRAVELLER KETCH, diesel. . . . 39,000 30' CAL, 2-30, loaded. 26,000 30' NEWPORT, MK II, well equipped . 26,750 30' H-30 KETCH, a classic. 22,000 30' CLIPPER, good value.11,900 30’ YANKEE, MK I, diesel. 29,500 30' PEARSON, new condition. 28,000 29' CAL 2-29, diesel, 7 sails. 29,444 29' ERICSON, inboard, 5 sails ...... 25,000 28' MORGAN OUT-ISLAND, Atomic . 26,500 27' TARTAN, Atomic 4.19,750 27' CAL T-2, inboard, clean.16,900 27' CATALINA, owner anxious.13,500 27' VEGA, diesel.: 22,000 26' MERIDAN, Holland built.11,500 26'WESTERLY CENTAUR, diesel. . . 16,900 26' RUSSELL CUTTER, good cruiser . 14,000 25' PETERSON 1 /2 TON, loaded. . . . 20,000 25' SANTANA 525, loaded.16,900 24' MOORE, fast, 4 sails, trailer.10,000 24' RANGER.11,900 23' CLIPPER, trailer.6,950 22' TANZER, good basic sailer.8,000 22'SANTANA, class champ, trailer . . . 8,950

35' CORONADO,

aft-cabin ketch,

10 sails, 36,000

45' MURRAY PETERSON KETCH, "Tarka", 95,000

Yacht

DEALERS FOR: RAFIK! 35 & 37 C&C YACHTS THE J-24

House

YACHTSALES. me. POST OFFICE BOX 943

BRIDGEWAY AT TURNEY

SAUSALITO, CALIFORNIA 94965 (415)332-2060

SELECTED BROKERAGE

40' OSTLAND KETCH '69. Built like a "Newporter''. New diesel ‘77. All glassed. Good equipment. Sleeps 6. A bargain at. . . .$37,500

ALBERG 30. By Whitby 1970. Fresh water cooled engine. Bow & stern pulpits, double life¬ lines, electronics, lots of teak. Asking .$26,000

44' ISLAND CLIPPER.try 26,000 43' GARDEN "PORPOISE" KETCHtry 73,000 41' MORGAN OUT-ISLAND. 72,500 41'DIESEL BOUNTY. 39 500 38' ATKIN "INGRID" KETCH.39^500 38'MASON DIESEL KETCH. 43,500 36'ATKIN DOUBLE ENDER,'75. . . 25,000 33' DIESEL, DANISH MOTORSAILER.35,500 32' PEARSON VANGUARD. 27,500 30' ALBERG loaded. 26,000 30' PEARSON '76.asking 27,000 30' LAGIER CRUISING SLOOP .... 23,500 30' S.F. BIRD, good buy.8,400 30' DRAGON, all varnished.try3,600 29' DUTCH GLASS "TRINTILLA" . . 23^500 29' HERRESHOFF KETCH.try 16,000 28'TRITON -'Perfect'.17,500 25' CORONADO '68.only 6 750 25' DUTCH SEXTANT, Inboard.8,950 25' TURNER LANCER '75.try 8,300 24' TRIPP, Fully restored.6,750 24' COLUMBIA, Full Keel.3,800 21' VICTORY w/trailer.try 1 850 18' CAPE COD CAT BOAT.6,900

PEARSON TRITON. We did a major overhaul and completely refinished this one, inside and out. Lots of equipment. Asking.17,500

36' ATKIN DOUBLE ENDER. Built in '75 and rigged as a Colvin Lug rigged schooner. Just cruised in from Canada and a very good buy for the cruising sailor at.$25,000

HAVE BUYERS

[50' STEEL KETCH. Strong, proven cruising boat. Veteran of European cruise through Panama Canal to Tahiti to USA. Well-equipped and clean. The boat for serious passage-makers. 55,000.

44' OBERST GARDEN type schooner. Aft-cabin, diesel. Rugged, heavy displacment, long range cruiser. Needs clean-up inside, but is solid and has proven herself. 52,000

I CORONADO 32'. 1973. Aft-cabin sloop. IVHF, Barient winches, electric refrig, eration, knotmeter. Signet log. 29,500. page 71

NEED GOOD LISTINGS!

36' COLUMBIA. 1969. Completely equipped for long range ocean cruising. New standing rigging — June '77. 10 sails. Atomic 4. Pacfic cruising vet.. . . 33,000. SANTANA, '76, full race.8,000 VENTURE, 1968. 3,500 CATALINA, 1975, trailer.4,500 COLUMBIA, 1974. 5,600 HANSEN FISHER, 1974 . 5,600 CAPE DORY.12,500 ’ EXCALIBUR, 1966 . 9,500 1 COLUMBIA1969, inboard.11,800 ’ CHEOY LEE, 1958, ex. cond.8,990 ’ CAL 2-29, 1974 . 26,000 'WINSLOW KETCH, 1936. 19,500 ' RAWSON, 1970, excellent. 27,500 ' PEARSON VANGUARD.31,500 'RANGER, 1976 . 38,000 ' CORONADO.2 from 31,000 ' PALMER-JOHNSON, 1974. 65,000 ' HORSTMAN TRI, 1977 . 25,500 ' GEARY CUTTER, 1941 . 69,500 ' PETERSON, loaded. 97,500

.. 45' HORSTMAN TRI. 1975. Top quality construction. Well-found and layed out for superior cruise/charter use. 4 State¬ rooms w/double berths plus owners aftcabin. Excellent refrig. & freezer, 3 heads, master has tub/shower. Berth is available to new owner. Priced reduced to 75,000.

40' GARY-FARRIS cruising cutter.] (Sister ship) One of the best well-kept! yachts on the west coast. Please make an appointment to see. 69,500. ]

FREEPORT 41 KETCH, by Islander! 1976. Spacious, comfortable, excellent! liveaboard. Double bed in aft cabin, large! freezer, beautiful salon, maximum storage! cabinets, soundproofed engine room with! Onan generator. More. 84,500.|

RASMUS 35'. Well-built long keel fiber-1 glass boat. Diesel with an aft cabin in the| 35 foot range — impossible? Not at all the Rasmus 35 fits all these requirements] and more! 45,000.

wave traders BROKERAGE BOATS

SPECIAL VALUES NEW & USED

CATALINA 22.6,000

Raritan PH Head, New..$125

22' STAR BOAT.2,000

Walker Cherub MK II Log.150

25'FLEUR BLEU.

7,750

Lionel Log.150

25' PETERSON 1/4 TONNER.20,000

Johnson 9.9 HP Long Shaft w/Tank & Controls.500

25'JUNIOR CLIPPER.7^850

Kainer Worm Drive Quadrant.225

CATALINA 27.14,500

Stainless Bow Pulpit.50

ERICSON 27 .

20,000

DAWSON 26'.17,600 30'BRISTOL SLOOP.6,500 ERICSON 30.20,900 30' FLUSH DECK CUTTER.9,750

7" Dirigo Box Compass.100 Assorted Bronze Props.15 & up New 36 Gallon Temp Fuel Tank.75 Westerbeke 4 - 99 Diesel Engine.1,000 Power Windlass.200 5/4 H.P. Seagull Long Shaft Engine.175

30'HURRICANE.15*500

Propane 3-burner Stove, w/Oven, Two Tanks.

31'MASON-INTREPID.25^000

New Galvanized Windlass.570

32'WESTSAIL.66^000

30 Amp 3-Wire Shore Power Cable, Bulk.65/ft.

VANGUARD 33.30,000

NewMonomatic Head.125

34' HANNA KETCH.25,000

Edson Worm Steering Gear.200

36'AMUTHON SLOOP.42,900

Lowrance Depth Sounder, New.200

ERICSON 41 .49,000

Spanish Deck Shoes..$1.00

OVERSEAS 41.66,000

New Dawn Knot Log.100

46'PIVER TRIDENT.

72^500

45' GARDEN MOTORSAILER.65^000 48' FLUSH DECK SCHOONER.80,000

.200

Signal Lamp / Comple 12 V.65 Small Wood Wheel.. . 30 Bomar Hatch, 24"x24".150 Assorted Propane Tanks.!.from 25

DIESEL ENGINES YANMAR DIESELS Yanmar economical, dependable marine engines from 8-30 horsepower. Featuring the new 2QM15, especially designed for those who wish to replace the Atomic 4.

FARYMAN DIESELS Hallmark of quality, fine precision engines of 8-32 horse¬ power, available with hydraulic drive for awkward instal¬ lations. Special, while they last only, K54 Generator Set, 4.5 Horsepower, 2.5 KW, 120 Volts, $1320.

PRODUCTS OF INTEREST INTERLUX

COPPERLUX

The only BLUE anti-fouling paint that has high copper content -67%. $65/Gab

CAULK Polysulfide Caulk - 5.25 per 17 oz. tube. $4.75 each for 12 or more tubes.

R/C BLOCKS We still have some very well priced RC BLOCKS left from the introductory special. FOR EXAMPLE 3/8" Single 4.50 1/2" Single 5.70 Single 3/4" 7.52 —

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