PACIFIC YACHTING MAY 2024

Springtime is the season for shaking off the cobwebs, or is it the rust? Either way, you’re going to want to shake it off before your first boating trip of the season. Expecting your first foray of the spring to go exactly according to plan is usually a mistake— you never know what issues you might find after a winter of idleness. Take, for example, the surprise found by Liam Johnson in this month’s highly amusing Cockpit Confession on page 114. It’s unlikely you’ll suffer the same fate, but it’s wise to expect the unexpected.

I recently began the spring commissioning process on my own 27-foot sailboat. The boat spends the winter in the water, tarped and bedded down for a long hibernation before her reawakening in the spring. I change the oil in the fall and keep the fuel tank full so she’s ready to go in May (and ready to go if the opportunity for a winter trip should arise).

On this most recent visit to the boat, my plan was to remove the tarp, give the decks a preliminary scrub down and, most importantly, fire up the diesel inboard (the reliable “old” Beta 14) and get the fluids moving and the engine primed for the season. As luck would have it, the engine wouldn’t turn over. I quickly troubleshooted the problem and discovered the starting battery was the culprit. It didn’t have the voltage to do its one job and it wouldn’t hold a charge.

As far as spring commissioning

goes, this wasn’t the worst problem to find, but what I’d hoped would be an easy recommissioning, turned into a multiday project to find and select the right new battery and to install it. Questions arose around type, size, amperage and whether or not to replace the house battery at the same time. After a test with the multimeter I confirmed it was still good, so I connected the new starting battery, warmed the glow plugs for a few seconds and held my breath. With one turn of the key “old reliable” fired right up and that distinct diesel chugging sound filled the cabin with its comforting thump. I let the engine run for a half-hour before shutting it down. With a fully functional engine I was satisfied with my weekend’s work. The preliminary deck cleaning—plus a few other projects recently added to the list—will have to wait until the next time I’m on the boat; maybe this weekend.

You may be ahead of me in your spring commissioning routine, and if you are, we have a number of ideal early season destinations in this issue for you to consider, including Beaumont Marine Park on Pender Island (page 24) as well as Anne Vipond and Bill Kelly’s favourite Desolation Sound anchorages (page 32).

If you’re still preparing for the season, I hope your projects go as smoothly as mine did and that you don’t find any unwanted stowaways on board.

Happy Cruising!

–Sam Burkhart

LETTERS

WE WELCOME YOUR LETTERS

Send your letter, along with your full name, and your boat’s name (if applicable), to editor@pacificyachting.com. Note that letters are selected and edited for brevity and clarity.

SAY IT ISN’T SO

It is with shock and dismay I read that there will be no more Roxanne Dunn columns in the monthly Pacific Yachting.  She will be missed so much.  Although I am not an avid galley cook, it was the preamble to each recipe that made her column so special to me.  She captured the very essence of boating as she set the stage before mentally evoking the delicious smells of her culinary creations.  My husband and I have been out of boating for several years but nothing brought it back like Roxanne’s columns—the camaraderie of good friends around the cockpit table, the comfortable solitude of a quiet anchorage, the warm snugness of waiting out a storm safely tied up to a dock, the wonder of a sunrise or sunset transforming the sky and water around you.  She expressed the unique beauty of boating so

eloquently, and made you feel it.  Her columns were as cosy as hot chocolate and a warm pair of slippers! And her wonderful mother-bear desire and plea for protection of that irreplaceable marine environment was, and is, so needed. Thank you and all the very best, Roxanne Dunn.

—Sylvia Janet Taylor

Former owner of Deckadance, now named C’est la Vie

IN SEARCH OF SOULFISHER

Around the turn of the millennium Soulfisher was featured on your cover page. The picture above is a screenshot from my YouTube video “Construction of Fleetwood boat.”

I visited the then owner Michael St. John Smith in North Van, last Sunday. I am looking for the boat and the current owner for a particular project.

Mike sold it in around 2010 and for a while it was moored at Granville Island. He saw the boat a couple years ago in a yard near Sechelt. It was then still clear finished Mahogany.

Your magazine published a black and white photo of my Fleetwood in the 1980 article on the Swiftsure Regatta. This was the first NAJA kit boat sailing in North America. Soulfisher was one of three more kits I imported from Whisstock’s Boatyard in England. I managed to wreck my first Fleetwood on a private island near Ibiza in 2013 and Fleetwood II, another of the three kits, on the Cuban coast in February 2022.

So, I’m looking for my next prey.  I am currently visiting my oldest daughter in the Gig Harbor area until the end of January before returning to Holland to work on the replacement boat to re-sell, since it turns out to not be what I had expected.

With your sources I might succeed and then I’ll promise you a good story for your magazine.

I’m toying with the idea to do a second circumnavigation and finish it at 90. The record is at 89. I’ll be 87 next month and I feel up to it.

—Jack van Ommen

Watch: Construction of Fleetwood

CURRENTS

05/2024

WE ENCOURAGE CURRENTS SUBMISSIONS

This is a local news-driven section. If something catches your attention that would be of interest to local boaters, send it along to editor@pacificyachting.com.

Do you know where this is?

April location: Russell Island.

Geo Guesser

Congratulations to Gene Foss, who correctly guessed the Russell Island anchorage as April’s Geo Guesser. Thanks to everyone who submitted guesses. Clearly Russell Island is a popular spot with our readers—and we understand why with its beautiful trails and intriguing history! March went unguessed. The correct answer was the passage outside Turnbull Cove. Good luck with this month’s location! —Eds

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ailmaking has thousands of years of tradition—sails propelled Ulysses on his odyssey, the Vikings to Greenland and Newfoundland, the Polynesians across the Pacific Ocean,

and Columbus to the Caribbean. Sailing vessels capturing the wind were the main method of transporting people and goods around the globe until seafarers began substituting fossil fuels for wind in the mid-19th century.

Nominations open for the Award for Maritime Achievement

Beginning in 2023, the Lieutenant Governor’s Office and the Maritime Museum of BC (MMBC) teamed up to issue a medal recognizing the great importance of British Columbia’s maritime sector. It’s called the Award for Maritime Achievement.

The Award replaced and updated the Beaver Medal issued by MMBC for more than a decade. That medal/award

was named after the SS Beaver, the first steam-powered ship that plied regional waters carrying cargo and charting the coast. Since its inception, more than 50 people and organizations have received the Beaver Medal—including mariners, boat builders, naval architects, scientists, artists, pilots, naval and other marine historians, Arctic navigators and transport specialists—all persons intimately connected to the sea and having made

Modern sailmakers use the art and science of sailmaking primarily for sailboats, kites, windsurfers and hang gliders. Stuart and Joy Dahlgren, both avid sailors and racers, have practiced the fine points of modern, high-tech sailmaking over the past 13 years as owners of a UK Sails franchise. They tested some of these sails on their own Santa Cruz 70, Westerly, in Swiftsures and numerous other races. But in March, while remaining in their purpose-built, 5,700 square-foot loft, they switched their affiliation to North Sails, the world’s largest sailmaking company founded in California by Lowell North in 1957. North Sails has lofts ranging from Singapore to Italy, from Japan to Australia. There’s even a shop in Sri Lanka. In Canada, the Sidney facility became its fourth alongside Lunenburg NS, Toronto and Vancouver. Their sails are fabricated for cruising and racing.

I asked Joy Dahlgren why the company switched from UK Sails to North. “We were not unhappy with UK Sails,” she said. “But it was a combination of factors. The Covid pandemic led to supply-chain issues. As was true for so many other small businesses—its effects made it a financial struggle. With North Sails, significant contributions to the marine environment or maritime endeavours.

The Achievement Award goes beyond the scope of the earlier Beaver medal by recognizing Indigenous and traditional practices as well as environmental stewardship. In addition, it ensures diversity in nominees, recipients and award administration. The medal, awarded for the first time in 2023, was designed by Nusi Ian Reid, from the Heiltsuk Nation in Bella Bella.

Nominations are invited from the public and are evaluated and selected by steering and selection committees well versed in maritime affairs. They include

we are part of a large company that furnishes the sails we design and order.”

Stuart Dahlgren added that as interest in boating has grown, boaters are seeking more complete services. “When new sails are needed, we consult with the boat owner, measure the boat, make recommendations on sail plans, work with the North designer and sailmaker, install the sails and then test them,” he said. “Today’s boat owners have changed. They have little free time to do it all themselves.” He added that sail repair is in demand. “As one example, the increased availability and strength of electric winches sometimes lead to rips.”

“Looking toward the future, we will continue to do what we love,” Joy continued. “Right now, we are focusing on the transition. We are staying in the same loft next to Van Isle Marina that we have occupied for the past decade and keeping the same excellent staff. There are many boats that need their sails serviced. We can make the sails on boats going offshore robust enough to survive big winds. And we can furnish sails for small boats like Mini 12s and Lasers. We will continue to concentrate on delivering new sails and on sail repairs.”

—Marianne Scott

Government House Foundation members, Maritime Museum of BC members, representatives from the broader community and professional mariners.

The Lieutenant Governor and the Maritime Museum invite the public to nominate individuals for the 2024 Lieutenant Governor’s Award for Maritime Achievement. Nominations will close on June 15, 2024 and the awards will be presented at a ceremony in November. To nominate a potential medal recipient, please visit mmbc.bc.ca/lieutenant-governors-award and follow the instructions.

—Marianne Scott

PredictWind launches Over the Horizon AIS feature

PredictWind has announced the launch of its Over the Horizon AIS feature on its  DataHub platform, revolutionizing safety and navigation for sailors worldwide. The Over the Horizon AIS feature extends the range of AIS from as low as five miles to an impressive 300 miles (subject to the capabilities of individual chart plotters), providing sailors with significantly more time to react and navigate safely in potentially hazardous situations. For instance, if sailing at 10 knots using regular AIS and a con-

tainer ship is sailing directly toward a vessel at 25 knots, traditional AIS would offer only 8.5 minutes of warning time, whereas Over the Horizon AIS extends this crucial window to 8.5 hours, drastically improving collision avoidance and navigational safety. Moreover, Over the Horizon AIS serves as a reliable backup in case of standard AIS receiver failure, ensuring sailors are never without critical AIS data essential for collision avoidance, security, navigational safety, and search and rescue operations. For more information about PredictWind and its weather forecasting solutions, visit predictwind.com.

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The 50th Anniversary of the RNSA Regatta

The weekend of June 1 will mark the 50th anniversary of the RNSA Regatta in British Columbia. For 50 years, this Royal Naval Sailing Association two-day regatta has been the test for sailors who enjoy the challenge of sailing solo across the Strait of Georgia. And now there is a doublehand division for couples and twosomes too—today’s way of developing tomorrow’s solo sailor. Organized by the West Vancouver Yacht Club, the first day of racing ends at the Nanaimo Yacht

Club with a scrumptious dinner, interim prizes and presentations.

The concept has evolved over the years since it was first launched in the 1970s by Captain John Horton of the RNSA in Vancouver. Now in its 50th edition, this regatta’s Ancient Mariners (75+) and Old Salts (65–74) divisions remind and inspire the rest of us that one of the milestones of a keelboat sailor is the test of a solo crossing. A glance of the winners’ names engraved on the coveted Janet Stamper Memorial tro -

phy for the fastest overall singlehand racer reminds us of those who have gone on to make further impacts in the sailing world. Tradition is made as the seasoned sailors shepherd the younger ones, inspiring the inspired. Last year’s regatta saw old salt, Grahame Shannon, create a trophy out of an engraved winch handle that was awarded to recognize the youngest skipper in the solo fleet, then 31-year-old Brian Tait. Even Captain Horton, a distinguished and celebrated marine artist,

donates one of his own paintings to the winner of the best predicted time crossing on the first day of racing, which is presented at the regatta dinner. Now almost 90 years old, Horton still actively presides over the race weekend with his crewmen, along with the race committee, aboard the 52-foot Delta Lifeboat, which was once used as an admiral’s transport boat at Pearl Harbour during the Second World War. His wish is “50 for 50” as he hopes to see 50 boats racing on the ocean for this special 50th edition. A special engraved boatswain’s call will be given to each skipper for this commemorative regatta, courtesy of RNSA member Paul Wagner, himself a participant in the solo division aboard his 34-foot Dufour, Blue Monday.

The numerous trophies associated with this long-standing regatta are presented at an awards night at WVYC in the fall. The diversity of the participating fleet is reflected in the many categories, including this magazine’s own representation with the Pacific Yachting White Ensign trophy for the third place overall corrected soloist.

Recognition to long standing RNSA regatta organizer, Court Touwslager, and his wife Susan, who have organized and run at least 25 of the regattas, exemplifying the amount of dedication that has helped foster the regatta’s longevity. It all adds up to a memorable regatta you won’t want to miss.

—Bernie Yau, RNSA Regatta Chair

The Delta Lifeboat is back again this year to act as the committee boat.

BC Sailing Racing Calendar EVENTS

Thetis Island Regatta

May 11–12

Blossom Time Regatta

May 17–19

Round Saltspring Island Race

May 18–19

KYC Spring Regatta

May 25

Swiftsure Race

May 25–26

BMW Lasqueti Island Regatta

May 31–June 2

WVYC-RNSA-NYC Singlehanded/ Doublehanded Regatta

June 1–2

Round Bowen Race

June 8

WAVES Keelboat/June One Design

June 15–16

SIN Regatta

June 28–30

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First Nordhavn 51 delivered to owners in Greece

Three years after being announced, the first Nordhavn 51 has been delivered to its owners on the Island of Rhodes in Greece. The Nordhavn 51 follows in the footsteps of its sistership, the Nordhavn 41, as a modern passage maker and like the N41 will be CE Certified Category A for the most serious offshore use. nordhavn.com.

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Abernethy & Gaudin launches new brokerage division

After 25 years of building and restoring wooden yachts, Abernethy & Gaudin Boatbuilders Ltd. has announced the launch of a new yacht brokerage division specializing in classic boats.

“Many of out clients have asked us over the years whether we offered a brokerage service,” says partner Robert Abernethy, “so we decided it was time to provide a home for the classics, sail or power, buying or selling. Being fully occu-

pied with the construction side of things, we have asked Martyn and Margaret Clark to come aboard and head up the brokerage. The Clarks have sailed, owned and restored wooden yacht and commercial vessels for years and have a wealth of experience to bring to a boutique brokerage of this kind.”

Abernethy & Gaudin Yacht Brokerage’s new website is agboatsales.com . Enquiries at sales@agboats.com.

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Egg Secrets

Improve your egg game

BY JAMES BARBER

SSome things are so easy to cook that they seldom get anything more than basic, minimal attention. Like eggsboil, fry, scramble, that’s about it, and they get a reputation for being boring, last-resort food. But if you pay a little attention (go the extra mile, even the extra half-inch), eggs can very quickly become favourites on your menu. Par-

ticularly on boats.

If you can’t be bothered with anything but the most basic meal, there’s nothing better than half a dozen hard-boiled eggs, a good loaf of bread, a six-pack and some salt.

If I’m thinking of a four-day cruise, I always boil a dozen eggs on the first day, put them in the icebox and use them as quick snacks—an egg, a little salt and a slice of bread is enough to keep anybody’s battery topped up until the anchor’s down. Chopped up lettuce, a thin sliced onion, two hard-boiled eggs, salt and olive oil make a quick and easy salad; and the same hard-boiled eggs, coarsely chopped, then mixed with the minimum of store-bought mayonnaise

and a sprinkle of curry powder make a great sandwich. Cold potatoes and chopped hard-boiled eggs tossed with a bit of Dijon mustard make a quick and substantial lunch, and I’ve even had success with hot boiled noodles (spaghetti or whatever) tossed with lots of chopped parsley, chopped eggs and a good dollop of olive oil (plus pepper and salt, of course). Hard-boiled eggs go very well tossed in a cabbage salad with lots of salt and chopped onion. Or cut them into chunks and mix with slightly larger chunks of cold cooked potato. Sprinkle with chopped parsley, olive oil, a dash of vinegar and a lot of pepper, and you have an instant potato salad that’s a great improvement on

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the usual picnic offering.

And for that someone who won’t leave the wheel (“Just let me get us through Porlier…”), two peeled, boiled eggs (one at a time) are ideal—especially if there’s someone to sprinkle salt on them.

HARD-BOILED EGGS

There are very few cold things that aren’t enormously improved by the humble egg. Everybody knows how to boil an egg, but very few know the secret of doing it well. Put the eggs (up

to a dozen) in a saucepan and cover with one inch of cold water. Bring to a boil and turn off the heat, then let the eggs sit to cool in the water for 15 minutes. They’ll be perfectly cooked, easier to peel, less granular to taste, and they won’t develop the grey-green ring round the yolk. Put them back in the egg box, and there you have it: quick, ready-to-go lunches. If you take a couple out of the water after four minutes, they will be perfectly cooked, soft-yolk breakfast eggs, which you can eat while the rest continue cooking.

Basic Piperade (Eggs and Tomatoes)

Here’s a really quick and easy 15-minute supper (or lunch) made of nothing that you can’t pick up at any corner store. I’ll stress that it is a quickie and should be eaten hot the minute it’s cooked, so before you even start thinking about cooking, give the anchor a final check, light a lamp, pour a drink, get the sleeping bags organized and your bed-socks on (and your teddy bear comfortable); then get all the pre-bedtime rituals and fussing done with. You only need a fork to eat with, so the true decadence of supper in bed is also available to you.

For two, you need a non-stick frypan, six eggs, three medium tomatoes (or a small can of diced tomatoes), one medium onion and two tablespoons olive oil or butter, some pepper and salt and a couple of slices of bread. This is a simplified version of what the French call piperade, and once you’ve made it simply—and got the technique—you can dress it up in all sorts of ways.

INGREDIENTS

•6 eggs

•3 medium tomatoes

•1 medium onion

•2–4 slices bread

•2 tbsp olive oil or butter

•Salt & pepper to taste

METHOD

1. Peel, halve and slice the onion.

2. Heat the frypan one minute over medium heat, add the oil, stir in the onion and cook two minutes while you slice the tomatoes (or open the can).

3. Add the tomatoes, sprinkle with salt and quite a lot of pepper, cook three minutesstirring occasionally until the mixture has a light gold colour and most of the moisture has disappeared—crack the eggs into a bowl (or a mug—whatever’s handy) and beat with a fork.

4. Insist that whoever’s eating is ready (at the table, hands clean, wine poured) before doing anything more. Only then, stir the eggs into the tomatoes, and keep turning everything over gently with the fork. The eggs will scramble into curds with that golden tomato-colour mixed in, but don’t let them go solid and hard. Take them out of the pan and serve while they’re still just a little runny. They’ll finish cooking while you eat.

BEAUMONT MARINE PARK

By Cherie Thiessen

Skull Islet, Bedwell Harbour.

Have you noticed the intriguing stratifications of the rock ledges in the cliffs and shingle at Beaumont Park and wondered why they’re angled like that?

• Have you been to the nearby archeological site excavated in the mid 1980s that establishes First Nations occupation on the islands back 5,000 years?

• Have you hiked the two trails from the beach that take you two steep kilometres up to Mount Norman’s stunning viewpoint (271 metres) or over to Ainslie Point Road where a short walk to Canal Road leads to the one lane bridge connecting North and South Pender Islands? And from there have you turned right and then taken the dirt road down to Shark’s Cove and the locals’ favourite playground, Mortimer Spit, and had your lunch at the picnic table?

• You may have taken your tender to visit Poets Cove Resort when moored at Beaumont, but have you explored Medicine Beach at the head of the harbour?

• And have you ever wondered where the best place to swim around the area might be?

One of the best things about Beaumont is that it puts boaters within range of restaurants, beaches, pubs, coffee shops, trails and historical sites. I’ve been cruising these waters for 60 years and I’ve lived on the Pender Islands for 30 of them with my sailing buddy and life partner, David Dossor, and I’d love to show you around and introduce you to all of the attractions to be found in this magical part of the world.

GEOLOGY

As you hike toward Mount Norman you soon come across some enormous

Above: Dinosaur teeth rock formations. Below: View from the top of Mount Norman.

boulders looking out of place in the forest. They consist of rock formations from the Upper Cretaceous Nanaimo Group, a type of bedrock classification based on composition. It’s likely the boulders fell from the cliffs because of a combination of weathering, erosion, rainfall and freezing and thawing cycles.

And those sedimentary rocks you may have noticed when coming ashore by the stairway on the beach, are ancient. The stratification delineates a shift of 90 degrees from the original plane due to the pressure these rocks were under from the tectonic processes and the earth’s heat. In fact, Parks Canada points out that the Gulf Islands are underlain by folded and highly faulted sedimentary rocks as this area of Southwestern BC is over a tectonic subduction zone and therefore seismically active.

HISTORY

If you hike out to Ainslie Point Road and then walk a few minutes up to Canal Road, you’ll come to the one-lane bridge joining North and South Pender. Cross over and on the north side you’ll see a monument to the place called Xelisen, once inhabited by the Coast Salish peoples. In their language it meant lying between because of the isthmus that then connected North and South Pender. It’s thought that the encampment excavated here in the mid 1980s, now a Provincial Heritage Site, was between two to seven thousand years old.

The area in Bedwell Harbour, now home to Poets Cove, was also an early First Nations settlement, shaped and inhabited by coastal peoples since time immemorial. Parks Canada partners with the WSÁNEĆ and Quw’utsun Peoples to manage these special places in a way that respects their ancestral connections and ongoing stewardship practices.

In much more recent history, the canal under the bridge was dredged in 1903 to allow steamships, notably the SS Iroquois, a shorter and safer passage to Victoria. In 1955, the bridge was con-

structed.

Beaumont Park itself was established in 1962 on approximately 58 hectares of bench and bluff, donated by Ernest Godfrey Beaumont, who had purchased the property in 1918 from Gilbert Ainslie.

When visiting Poets Cove you may have noticed the letters on the rocks to the north of the lower swimming pool in Poets Cove. It’s not graffiti. In 1905, the naval survey ship, the HMS Egeria, built in 1873, landed a party here to record the hourly rise and fall of the tide, so accordingly, they carved this benchmark in the cliff face. The bay was named after this ship. A bronze plaque behind it tells the story.

HIKING

Boaters tied to mooring buoys, who have been cramped in a too-tight cockpit for too many days, will be happy to find opportunities for stretching their legs with minimal ‘private property’ signs to deter them in this park. An easy and pleasant round-trip stroll through the waterfront loop trail will take half an hour, or hikers can boot up and take the one-hour steep trail up to the Mount Norman viewpoint. It’s a bit of a scramble in one place, but the exertion will be well rewarded at the top. There’s even an option to combine the Mount Norman trail with the trail down to Ainslie Point Road and if you do that, pack a lunch and lots of water. If you’ve left your tender by the stairs turn left at the top to access the rest of the park and the trails. It’s a 10-minute walk along the cliff and where the path goes down to the beach there’s an informative parks sign denoting all the trails.

ATTRACTIONS

Put Medicine Beach in your sights and head straight across to the west end of the bay on North Pender. The beach where you’ll pull up your tender is part of the 8.44-hectare Medicine Beach Sanctuary, which protects one of the

BEAUMONT MARINE PARK

last saltwater marshes left in the area, along with endangered flora and fauna. A short walk along the dirt road will bring you to the Medicine Beach complex across the street, which offers a very well stocked liquor store; Truss Market, which features local products, lunch and prepared meals to go; and Slow Coast Coffee, my all-time favourite. If you’re whining for wifi, you can get it here along with great baking and coffee, local lunch specials—and—if you visit on a Sunday evening, free entertainment at the weekly jam sessions.

I’ve found Medicine Beach to have the warmest swimming water around the Penders, with a gently sloping shingle beach, so you might want to throw your towel, crocs and bathing suit in the tender at high tide on a hot day.

By the way, if you and your crew find yourselves swamped by garbage, you can get rid of it here for a fee. Enquire in the liquor store.

PENDER CANAL

Traversing this narrow slice of water and cruising under the bridge is a favourite outing of many mariners. Most sailboats are out of luck, however, as the clearance at chart datum is 27 feet. Those travelling under their own steam need to be mindful of the tides, as I once found myself unable to row back from the spit and—very red-faced, had to beg a passing boat for a tow. Also be mindful of the five-knot speed limit here. The area is carefully monitored as the fragile banks and middens are being eroded by wakes. Visibility is not far-reaching ei-

ther so when getting close to the bridge call out a sécurité on your VHF to announce your direction of travel.

The north end of the passage, once under the bridge, is Shark Cove. It and Mortimer Spit await exploration. This is a wonderful place to relax and watch the passing marine traffic and dogs love it too. The beach and the emerald water can look incredibly tempting, but the waters are frigid.

POETS COVE

Most boaters know and love this resort and marina at Egeria Bay which offers a fuel dock, wifi, outdoor and indoor dining, a coffee shop and small grocery outlet in season along with a spa and a public pool and hot tub for marina guests. The Canada Border Services station

Poets Cove Resort, Egeria Bay.

BEAUMONT MARINE PARK

Courtesy Poets Cove Resort, Spa & Marina

BEAUMONT MARINE PARK

is also located here. Even though we areas during daytime visits. There’s a southern tip of North Pender which forms a breakwater for the bay. There is also ample room to anchor in this wide bight with good holding ground in mud and sand, which is somewhat protected from those southeasterlies. Mooring fees are payable at the top of the stairs at the notice board.

Don’t forget that the fenced peninsula and Skull Islets are no go areas, and Parks Canada reminds boaters to pack out garbage, respect wildlife, control pets and not light fires at any time of the year.

And don’t forget to allow enough time, because with the best of everything near at anchor, you don’t want to be frustrated by having to leave too soon.

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STORY

LAURA COVE

When we anchored in beautiful Laura Cove in the 1980s, the only signs of previous habitation were the ruins of an old homestead overlooking the anchorage. In the early 1930s a hermit named Phil Lavine lived in Laura Cove and his nearest neighbour was another hermit named Mike, whose cabin at Melanie Cove was filled with books. When Mike died, the old Frenchman Phil built shelves around his bed to hold Mike’s library, even though Phil couldn’t read. Our days at Laura Cove were spent reading in our boat’s cosy saloon, warmed by the diesel stove. When the skies cleared, it was time for a bit of exploring in the dinghy.

TENEDOS BAY

OTenedos Bay is also part of Desolation Sound Marine Park and we like to anchor in the bay’s west side, northeast of the island connected to the mainland shore by a drying tombolo. After anchoring here one time in early June, we climbed the bluff overlooking our secluded spot for an eagle’s-eye view of our boat at anchor. The sun felt warm on our faces, the summer crowds had not yet arrived and we lingered a while on our lofty perch, enjoying the surrounding wilderness in all its desolate glory.A trailhead on the east side of Tenedos Bay leads to Unwin Lake, which is popular with swimmers in the summer. ne of the most breathtaking views on our coast is that which greets boaters entering Desolation Sound. As your vessel rounds Sarah Point, the vista is of Homfray Channel winding its way through the massive green and grey portals of the Coast Mountains. Lying at the base of these mountains are anchorages of outstanding beauty, their wilderness preserved by their park status but tested each summer when boats arrive by the hundreds.

We tend to visit Desolation Sound Marine Park early in the season, before it gets too busy with boats. One time, back in the 1980s, we decided to beat the crowds by taking our vacation in May. The intended plan of finding quiet anchorages worked and we pretty much had the place to ourselves. The weather was another matter. Day after day we awoke to the sound of rain pattering on the coach roof. We began sympathizing with Captain Vancouver and his glumness when he was in the area in the summer of 1792 commanding a British survey expedition. The weather that summer was cold and wet and Vancouver’s journal entries describe the gloomy forests and desolate wilderness.

His officers were more upbeat as they explored Prideaux Haven and Tenedos Bay in the ships’ boats. They encountered no Indigenous people, but they did come across a fortified village perched on an islet at the entrance to Laura Cove. It appeared to be abandoned—at least temporarily—and the British seamen were fascinated with the small citadel, “whose perpendicular cliffs were nearly inaccessible on every side; and connected with the main by a low narrow neck of land.”

Lisa Targal Favors – Trailer Trawler Life

ROFFEY ISLAND

On a more recent summertime visit to Desolation Sound, the sun was blazing and the anchorages were filled with boats. They were tucked into various bights along Copplestone Island, and a glimpse into Prideaux Haven revealed that fibreglass flourishes here at the height of summer. We decided to bypass Laura Cove and check out nearby Roffey Island.

Extending east from Roffey Island is a reef, the extent of which can be difficult to identify—we once saw a large powerboat go merrily across it at high water. The main cove, known locally as Haystack Bay, lies north of the reef. We chose to anchor south of the reef and pull ourselves snug against the mainland shore. From this quiet spot we had a fine view up Homfray Channel.

TEAKERNE ARM

To our mind, however, the best lake in the area for swimming is at Teakerne Arm Marine Park on West Redonda Island. A dinghy dock provides access to the park trail that ascends to Cassel Lake, past the roar of falls spilling from the lake into Teakerne Arm. Teakerne Arm is spacious and can accommodate plenty of boats, most anchoring with a stern line to shore. If the anchorage near the trailhead is full, vessels can stern-tie along the shore in the east arm. We have anchored along the shore stretching west from the dinghy dock. It shelves steeply and we stern tied to a tree with about 35 feet of water under our keel, fairly close to shore. Then it was time to put on our swimsuits, grab a towel and head ashore by dinghy to enjoy a pristine mountain lake. The place was bustling, but fun in the sun is sometimes more welcome than solitude.

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Courtesy Open Ocean Robotics

OCEAN ROBOTICS

By Marianne Scott

Off the coast of Newfoundland, a red-andwhite, streamlined, uncrewed robotic vehicle scours a section of the Atlantic. Its multibeam sonar monitors ocean depths and visualizes seafloor. It creates its electronic maps by moving back and forth in a precise pattern. It never gets bored or tired. And it requires no fossil fuel.

WHEN I MEET Julie Angus, CEO of Open Ocean Robotics (OOR), she and two staff members are readying to travel to London’s Oceanology International Conference. This biannual event brings together thousands of companies, government agencies and academics to exchange ideas and learn about the latest innovations in ocean science and technology. The exhibition’s list of marine-related equipment and tools to save the oceans is astonishing. It’s all part of the “blue economy,” with the goal of conserving the world’s marine and freshwater environments while developing economic growth in a sustainable way. Julie and crew will be part of the Canada Pavilion, where she and 23 other Canadian companies ranging from

Deploying an uncrewed surface vehicle for the oceans’ environment and safety

British Columbia to Newfoundland and Labrador show off their products and technologies. OOR is displaying their model of the Uncrewed Surface Vehicle (USV) they’ve designed and manufactured with the main goal of collecting a wide variety of custom data. Their vehicle is also called an ocean drone, or by its trademarked name “DataXplorer.”

THE FIRST STEPS in building the USV began in the proverbial garage. “It’s hard to start a company like this,” said Julie, “and to raise enough capital. But along the way we were able to raise about $8.5 million from government, foundations, angel investors and a term loan for our pilot studies.” By September 2023, the company had evolved sufficiently to move to an impressive 12,000 square-foot industrial building just footsteps away from Victoria’s Fisherman’s Wharf. It’s spacious enough for engineering and manufacturing their USVs and to grow in place.

Founded in 2018 by Julie and her husband Colin Angus, OOR’s solarpowered autonomous boats grew from an idea partly spawned by a unique ocean adventure. After Colin rafted and kayaked/rowed his way from the origins of the Amazon and Siberia’s Yenisei Rivers (6,292 kilometres and 3,487 kilometres respectively) to their debouchment—both treacherous voyages—he conducted a self-powered circumnavigation of the globe.

In 2004, he and his then fiancée Julie Wafaei biked from Vancouver to the Bering Strait, which Colin crossed by rowboat. He then biked, skied and hiked through Siberia. Julie joined him again in Moscow and after biking to Portugal, the pair spent 145 days rowing a 16-foot boat to Costa Rica through two hurricanes, making Julie the first woman to row across the

Atlantic from mainland to mainland. Not an ounce of fossil fuel propelled them. Their rowboat, Ondine, had an array of solar collectors, was able to self-right and contained dual, sliding rowing seats. From Central America, they hopped back on their bikes and a mere 8,300 kilometres later, dismounted in Vancouver. Their books and films have documented these adventures. For this feat, they received the National Geographic Adventurer of the Year award and were invited to become Canadian Geographic Fellows. These and their later survival voyages exhibit not only their adventurous spirit, but their desire to know the oceans intimately and to travel sustainably without the use of polluting fuels.

Additional self-propelled and sailing adventures followed, but it’s the Atlantic rowboat crossing that has been foremost in inspiring the concept and design of the USV. “Those five months showed us not only the vastness and the challenges of the ocean, but also how unmonitored the ocean really is,” Julie told me. They experimented with several versions (PY February and June 2018). Today’s DataXplorer provides some of that monitoring and helps protect the health of the oceans they love.

Designed by Colin Angus, who has experienced, drawn and built a variety of rafts, rowboats and small rowing/sailing vessels, the USV has a definite boaty look.

Like the rowboat that crossed the Atlantic, their new autonomous vessels sport the same red and white colours of Canada’s Maple Leaf. The composite hull and deck are made of fibreglass, vinylester and epoxy, and to manufacture multiple copies, separate moulds have

been built for the hull and deck. A Torqeedo electric motor drives a propeller, and a rudder in front of the prop keeps the vehicle on track. Both are protected by a bar that ends in a slight, smooth keel that sheds debris and adds to the vehicle’s stability. The first prototypes carried a fibreglass sail and some solar cells, but today, the USV has evolved. Its entire deck is cov-

CEO and CoFounder, Julie Angus, framed by the arch, designed by Colin Angus.

ered by thin, embedded solar cells that charge the four, polyethylene-encased batteries; these can be increased to six.

INSTEAD OF THE sail, today’s vehicle carries a robust, red, curved arch on the stern. It’s also made of fibreglass and has its own mould. The arch makes the vessel more visible on the water’s surface and its patented design passively rights the vessel if high waves turn it

upside down, cause a knockdown or a pitchpole. The hollow, waterproof arch contains wiring for data transmission, and is topped by 360-degree cameras, including an infrared camera that can detect heat signatures emitted by ship engines or their generators. The camera can also identify objects, people, or animals in low light or dark conditions. In addition, the arch carries the USV’s other base equipment: a weather sta-

tion, GPS, radar, air temperature and pressure gauge, and an AIS transponder. The AIS can send an alert to an operator if a nearby obstacle or vessel can lead to a potential collision.

The solar cells continually charge the lithium-ion batteries during sunlight hours, allowing the USV to stay out for weeks, even months. Extensive instrumentation and sensors arranged in separate bays also occupy the hull or

Jeffrey Bosdet

are attached to the vessel’s bottom. A hull-attached triducer multisensor contains a depth sounder to keep the vehicle off rocks and reefs, measures water temperature, as well as speed through the water and over the ground.

Besides the base instruments, all other instrumentation and sensors are custom installed as requested by the client deploying the USV. Some examples include equipment gathering such data as ocean salinity, acidity, currents, turbidity, the presence of diatoms and plankton, and debris. To gather continuous weather data, the USV can hover at the edge of major storms or go into the storm. The vehicles usually run at two knots and can drift around while collecting data. They can increase their travel to a speed of six knots, although at this velocity, they draw heavily on the batteries.

“Many of the sensors are ‘off the shelf,’” said Julie, “but much of the real-time data monitoring systems have been developed in-house.” Once the stipulated equipment is installed and waterproofed, nuts and bolts tightly squeeze a heavy-duty rubber gasket between the hull and deck edges, further waterproofing its innards. The sleek, streamlined vehicle is seaworthy and has a bit of a space-age look. It measures 11.7 feet, has a beam of 2.9 feet and weighs 300 pounds, making it easy to trailer, load on a truck or launch from a ship, dock or pier— even from a beach. Its full, modified keel draws only 1.6 feet, allowing it to cruise easily in shallow waters. Once the mission is complete, the USV is programmed to return home.

mammals or interfere with their echolocation. “Once whales are spotted, we can remotely turn off the electric motor and drift and thus eliminate all noise,” said Julie. “And as we’re only 1.2 metres above the surface, and while maintaining the proper distance, we can get fairly close at water level without frightening the whales.”

I can foresee how the USV, through above-water and underwater cameras, could analyze how a whale is entangled by lines, fishnets or crab pot arrays. It can give disentanglers close-up information on how to best cut away the debris the whale is dragging without endangering themselves.

The Open Ocean Robotics team prep the DataXplorer for Tofino mission.

Similarly, due in part to the USV’s low profile, it can detect fishboats using illegal fishing techniques, violating territorial waters or reveal illegal fishing occurring in BC’s 200 designated marine protected areas. Coast Guard ships or other law enforcement can launch a USV over the horizon and track smugglers and drug dealers transferring their cargo to other boats. The robotic boat is also capable of monitoring offshore energy developments like wind farms to ensure they follow environmental rules. It could monitor the health of eelgrass and kelp forests or gather data on what’s in the outflow of rivers. I can envision how these USVs can revolutionize environmental detective work in both saltwater and freshwater, including gathering data on industrial dumping into waterways, analyzing agricultural runoff leading to algae blooms, revealing illegal pulp mill effluents or catching hazardous mining tailings penetrating lakes and rivers.

THE VEHICLE’S OPERATION is quiet, so if its mission is to assess the Atlantic’s critically endangered right whale population through a series of hydrophones, it doesn’t frighten the marine

I can also imagine how The Ocean Cleanup, the Dutch environmental company that’s been collecting big batches of plastic debris and ghost fishnets in the Great Pacific Garbage Patch, could send out OOR’s USV

to find the highest concentrations of petroleum-based trash and thereby minimize the diesel the two ships consume (PY May 2023).

“OUR USVS ARE customized,” Julie said, “so they can collect the exact data a client requires. We offer turn-key services.” OOR sets up all the equipment and sensors needed for the tasks a client wants to accomplish and for the vehicle’s routing. Once enroute, clients monitor the data collected through a trademarked cloud-based portal developed by OOR, called XplorerView. The real-time data streams continuously through a cellular system or by satellite and can thus be monitored and adjusted. A client can also buy the USV and then subscribe to Xplorerview.

The US Navy has successfully tested OOR’s vehicle under its Task Force 59,

DataXplorer is uniquely capable of operating in shallow waters and challenging offshore seas. Its patented self-righting system allows quick recovery from repeated capsizes.

which examines robots and uncrewed systems. The USV also took part in a US Navy 5th Fleet testing of eight uncrewed robotic boats off Bahrain.

I asked Julie if the USV could be used for military purposes. She explained that navies can use USVs to gather data on such issues as sovereignty reinforcement, but that OOR has strict rules that their autonomous vehicle can never be used for offensive purposes.

I ALSO SPOKE with OOR’s Chief Technology Officer Fritz Stahr, who told me the base cost of an OOR autonomous boat is US$125,000 or about $169,000. Additional sensors

and other equipment requested by the buyer will add to the base cost. So far, the company has manufactured 11 copies, with 24 more in production this year. “We cannot keep up with the requests for information,” he said. “There’s huge interest” He expects that uncrewed surface robots will see enormous growth.

He cites the success of argo.net, an organization supported by 35 nations that have analyzed the upper 2,000 metres of the oceans with the goal of tracking climate change. They use a fleet of robotic instruments that drift with the ocean currents and move up and down the water column. “We believe that in the next few years, USVs will be able to accomplish similar data collection focusing on top of or near the waterline,” Stahr said. “Our success will be measured by the breath of applications and the geographic range.”

Courtesy Open Ocean Robotics

Eelgrass beds are sensitive habitat for crab, salmon and more! Tie up to a dock, grab a mooring ball, or anchor deeper than 25 feet when boating in the San Juan Islands!

Visit SANJUANS.ORG to access maps where eelgrass can be found in the islands and learn more about green boating.

Pendrell Sound Clean-up

Diving under the surface of a popular anchorage reveals a hidden problem

By Kayleen VandeRee

The “warmest waters north of Mexico,” or so our guidebook claims. It was clear we were not the only ones who were lured deep into Pendrell Sound that warm week in August. Scorched hills, dry with the summer heat, guided us into the very tip of the sound. There are only a few options for anchoring, so we chose to tuck our 42-foot sailboat, Footloose, in at the head of the inlet. As we cruised by the small island that marks the beginning of the anchorage, a tugboat passed us towing a cage system from the oyster spat operation that had made its home in Pendrell Sound for the last few decades. I wondered if they were shutting down for the season, or perhaps in finality? A few large

yachts had already staked their claim in the shallow waters along the shoreline, and we ended up tucking in between two impressive vessels, dropping our anchor in about 40 feet and making sure our bow was pointed into the afternoon winds that were already starting to build.

It didn’t take long before we found ourselves following our stern tie to the rock wall with snorkels in mouth. Tyler spotted lots of fish, but refrained from bringing out the speargun since Pendrell Sound is a Rockfish Conservation Area (RCA). We saw an abundance of small rockfish, obviously the RCA was serving its purpose. More prominently, oysters lined the rock wall. The unusually warm waters create the perfect environment for oysters, making Pendrell Sound home to one of two oyster spat

aquaculture sites in the province. The top 30 feet were warmed by the day’s sun, a refreshing change from the rest of the coastal waters we usually explore. A gust reminded me that the wind was still strong enough to make me hop out of the water and pay close attention to our neighbours leaving, boat by boat. Some tucked into the anchorage noted as Pendrell Cove on the chart, others continued elsewhere, perhaps they were waiting for slack at Roscoe Bay?

I couldn’t help feeling uneasy as we slowly became one of the few boats left in the anchorage. Did they know something we didn’t?

The wind continued to push us toward the log our stern line was tied to. The shore’s proximity made me question our choice of anchorage. I consoled myself with the idea that the

Oyster farming operation in Pendrell Sound.

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wind would die when the sun set, that it must just be a thermal. I managed to finally close my eyes with the setting sun after reminding myself that we did indeed have enough scope out. At 02:00 I felt the boat shift and I popped my head up through the hatch above our bed. The stars were bright, illuminating the shoreline to the north of us, now off our bow. The wind had shifted swinging us perpendicular at an angle as the stern tie held our stern in equal tension to our anchor. I heard the anchor chain grinding below and in waves of anxiety I checked our anchor positioning on Navionics as if I was on watch on an overnight passage. Sunrise couldn’t come soon enough and with it came a new day and calm waters.

MY CURIOSITY BROUGHT me to pull out my scuba diving gear. With the change of wind directions the previous night I wanted to see how our undersized Delta anchor held in hopes that what I would witness would be a confirmation bias for my already made up mind that we needed a new shiny anchor. Despite the warm waters, I slid into my drysuit, knowing I’d be dropping down to a colder thermocline, typically about 30 feet deep. I descended on the anchor chain reaching 40 feet and was surprised to find a sandy bottom. Our anchor was buried deep in the sand and I was happy to see the evidence of a snaking pattern where the anchor had dragged with the wind change. I ascended to the surface with a smile on my face already picturing the new 55-pound Mantus anchor I’d be ordering as soon as we returned to service.

WINTER OVERTOOK THE coast and we tucked Footloose away in the safety of her slip. Six months had passed since our trip into the Discovery Islands and I found myself back in Pendrell

The Pendrell Sound clean-up underway.

Sound. This time I had been hired as a commercial diver—part of the team contracted to clean up the oyster spat operation. I was thrilled to return to this beautiful spot. This time I was captaining a 50-foot landing craft and leading a small dive team. I was disappointed not to be staying aboard Footloose for the week, but felt at home on the work vessel and happy to be paying off the recent upgrades (did someone say a new anchor?)

Our job was to dive to attach retrieval

lines to the various pieces of plastic that lay between 50 and 160 feet under water. After seeing the maze and mountains of debris below the surface, I wanted to know more.

I called around a few months later and ended up on the phone with one of the oyster farmers who had been drawn to the trade in the late 1980s when farming oysters was what he describes as the “wild west.” Aquaculture offered him a sustainable way to make a living and Pendrell Sound was considered the

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DESOLATION

best oyster spat area on BC’s coast due to its warm waters. Operators had been taking advantage of this ideal breeding ground since the late 1940s and up until recently were not required to have a license by Fisheries and Oceans Canada (DFO) to operate in this area.

As boaters we like to think of ourselves as well connected to nature, some even conservationists, but it is important to note that although the focus of this clean-up was on plastic debris, in the ‘80s and ‘90s there was a big push from oyster farm operators to require boaters to ban tributyltin bottom paint, which was highly toxic to the oysters and caused shell deformities and lack of seed production. The impact from the paint in the Pendrell Sound waters caused irrefutable damage and the operators ended up in financial ruin struggling to properly maintain their farms. It wasn’t until 2003 that tributyltin was banned from anti-fouling and not long after that DFO was looking to increase oyster production again. Pendrell

Sound once again became a hot spot for sustainable oyster spat growth and collection.

The history of oyster farming on the BC coast has had its ups and downs. With a push in funding for plastic clean-ups announced in August 2020, many operators contracted divers to help clean up their buckets, rope and HDPE pipes that were lost over time. DFO furthered their efforts; operators and government teamed together to pay for the clean-up. Seventy years of farming has resulted in all sorts of debris.

SO THERE I was back in Pendrell Sound kitted out in my warmest neoprene. Each dive day resulted in a mountain of plastic buckets that represented our physical and mental battle. The dive teams piled their hauls onto a large barge, sorting the plastics into bins that were to be taken to a recycling facility. This was the third year of the Pendrell Sound area clean-up and in that time

East Redonda Island

West Redonda Island

Prideaux Haven

Former oyster farm location

data showed that over 30 tons of various plastics had been cleaned up. I left the site after our contracted five-day clean-up with swollen fingers peppered with oyster cuts, my dive gear caked in mud and even more questions than I had before. I was hoping to leave feeling accomplished, but the reality was we had only put a dent in the amount of plastic that was down there.

The British Columbia coastline has an intricate history, sometimes visible like the red paint of pictographs on white rock, sometimes below the surface, not as obvious for those who set their anchor there. It’s easy to think of these remote areas as a pristine environment, and in some ways they are, but after decades of human use and abuse, we are leaving our mark. Upon further research, the Pendrell Oyster lease was established by the Crowther family in 1949, 24 years before Desolation Sound Marine Park was established and well before the Discovery Islands were a hot spot for boaters. It would be convenient to blame one person or even a group of people, but as we pulled bucket after bucket to the surface I realized we are all to blame. We spent a full day on one pile of oyster bags. We pulled for hours on one large bunch of bags and when it finally broke the surface the rope snapped in a triumphant act of rebellion—we had to start over. With every pull I cursed the oyster industry for leaving so much waste. The sun was lowering on East Redonda Island and finally we brought the load to the surface. Mixed in with the oyster farm debris was a CQR anchor and about 100 feet of rusted chain.

MY CONTRACT ENDED, but the work in Pendrell Sound continued. I am happy to report that the project was completed last year after subsequent clean-ups.

Pendrell Sound’s warm waters invite boaters and aquaculture farmers alike and while it is clear that no individual is to blame, we are all responsible for keeping this section of coastline clean.

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Selection and installation

By Frank Lanier

The only thing better than jumping into the water for a swim after anchoring in that secluded cove is being able to get back on board when you’re done. Most every boater has heard at least one yacht club tiki bar tale of some vessel’s doomed crew rushing to hit the water while in a remote area, only to discover they’d forgotten to deploy the swim ladder and were unable to climb back on board. In an effort to keep you from becoming the fodder of such tales, here’s the scoop on choosing and installing a boarding ladder.

WHAT THEY DO

Boarding ladders or steps provide a means to safely enter and exit the water from either a boat’s deck or swim platform. They can also make it easier to board a dinghy and can assist in retrieval of personnel in a MOB (man overboard) situation in calmer waters. Choosing the right one may seem like a trivial decision, but it’s not.

MOUNTING CONSIDERATIONS

Industry standards recommend that all boats have a means of unassisted reboarding, one accessible to and deployable by a person in the water. Other requirements include the ability to withstand a vertical downward static load of 400 pounds (without damage) and the top surface of the lowest step should be at least 12 inches below the waterline with the boat in a static, floating position.

Ladders should be located in a spot that’s easy to board the vessel (the side of a sailboat adjacent to the lifeline gate for example) and if mounted on the stern, be installed as far as practical from the propellers.

A hinged and telescoping ladder mounted on the stern not only looks clean and tidy, it is an easy DIY installation job.

A simple option is the hinge mounted ladder. It is cheap and quick to deploy, but can get in the way when not in use.

TYPES OF BOARDING LADDERS

Boarding ladders should be constructed from non-corroding materials such as plastic, aluminum, or stainless steel (aluminum weighs less and is cheaper, while stainless steel is stronger and more durable).

Boarding ladders can be fixed or portable and come in a number of styles, however for the purpose of this article we’ll concentrate on three types: swim step ladders, transom ladders and detachable (removable) ladders.

Swim step ladders are typically mounted to a powerboat’s swim platform, however installation of a swim platform ladder is an option for smaller vessels (those powered by outboards or I/O drives for example) that typically don’t have space for a full transom platform. When not in use, the ladder normally folds up onto the swim platform itself or telescopes out of the way underneath.

Transom ladders are hinged units that are typically found on sailboats. Many are constructed so that they become an integral part of the stern railing when raised and secured in place. When lowered, they provide an opening in the stern railing and a means of entering and exiting the water.

Removable ladders (as opposed to portable ladders) are attached using permanently mounted brackets. These brackets are typically bolted to the gunwales or deck of a vessel and utilize keyhole slots, cotter pins or some similar arrangement that allows the ladder to be easily installed and removed when not in use. Some ladders are rigid, one-piece units, while others are hinged (so that they can be folded up, rather than removed when not in use), telescoping, or even accordion style (which can be adjusted to facilitate boarding a dinghy or fully extended for water entry or exit).

A hideaway ladder. The panel on the right of the picture folds down to conceal the ladder when not in use. This setup is common on many new boats.

INSTALLATION TIPS

The first step in installing a ladder or swim step is to thoroughly read and understand the manufacturer’s instructions. Next, visualize the installation and do a “dry run” in order to identify and address potential problems beforehand. Does the location you’ve chosen for the ladder meet manufacturer recommendations? Are the backing plates and mounting hardware sufficiently robust and can they be reached on both sides to facilitate installation?

Ladder installation on a swim platform is typically a straightforward affair, however when drilling into the hull, always verify what’s on the other side to avoid collateral damage to equipment, wire runs, plumbing and the like.

Ensure all mounting hardware is properly bedded with a suitable marine grade sealant and that when holes are drilled through any cored portions of the hull or deck, the exposed coring is properly sealed to prevent moisture entry.

ADDITIONAL CONSIDERATIONS

Even when properly installed, some of the above ladders may fail to meet the requirement for easy deployment by a person in the water, particularly those required to be removed and stowed while underway. One possible solution is the installation of an emergency boarding ladder. These units (typically some form of rope ladder utilizing rigid steps) are collapsible, lightweight, and can be easily installed on most boats. Most are stored (attached to the vessel) in a canvas bag and deployed by a grab rope hanging just above the waterline. Rope ladders are convenient emergency ladders due to their compactness and flexibility, however they’re more difficult to climb than rigid units, making them less than ideal as primary boarding ladders. If installed, it’s always a good idea to test deployment and ease of use in calm waters, before they’re

Rope ladders are cheap, compact and can be deployed in various positions around the boat. They can be difficult to climb so are best used as an emergency backup.

needed. One trick that can make them easier to board is weighting the lowest rung of the ladder, ensuring it fully extends when deployed.

IF YOUR BOAT is currently ladder-less, now is the time to install one. Do your research and find the one best suited to your boat, and the next time you dive headfirst into the water you won’t have to worry about getting back aboard.

Rail mounted swim ladders are common on sailboats.

The view from the committee boat looking down the start line.

BY ALEX FOX

Anatomy of a Finish

Racing to the end, Southern Straits 2024

SSouthern Straits is The Easter Weekend race, drawing competitors from around the Pacific Northwest to compete on three separate courses: the long, medium and short. All courses

share a common finish line at Point Atkinson Lighthouse. I dare say that racers also share a certain trepidation about the final make or brake miles to this iconic finish. It’s a true love/ hate relationship where opportunity and heartbreak are the flip sides of the same coin. There may indeed be some rules of thumb that apply but take a sampling of sailors from the three races, and I’ll bet they might have wildly varying descriptions of what worked and what didn’t in the very same year!

The 2024 race was no different. Here’s my medium course recap from on board Joy Ride, the J-122e.

THE RACECOURSE VARIES from year to year and is situated in the northern portion of the Salish Sea, a convergence zone of swirling currents, winds and weather systems, that can spawn glorious champaign sailing, torturous windless holes and inexplicable head scratching scenarios that are sometimes difficult to

describe or explain, even from a front row seat. As a set up for my finishing story, I’d like to share a few of the highs and lows that we experienced from the start, Sisters Island to port and White Islets to starboard. The downwind light air start in ebbing current seemed oh so familiar, and we managed to get away well. We shared the lead for a while and then had some close racing with many of the regions most competitive race boats including 65 Red Roses, Ultraman III, Diva, Rogues, Absolutely, Jack Rabbit, Lodos, Legacy and Doubletime. After a nice spinnaker run north past Halibut Bank in up to 10 knots of breeze, the wind shifted pretty hard west and began to die. Most changed to code zero reaching sails, a few persevered with tightly strapped chutes. The breeze gradually died away, before the predicted late afternoon northwesterly shift. As the new carpet touched down, it looked like there was a little more pressure to the left and we took a hitch that way, crossing only a few boat lengths behind 65 Red Roses. We separated for only five minutes before tacking back onto port, heading for the bottom end of Texada Island. This was mistake one, as it quickly became apparent that the breeze was filling sooner on the right and there also seemed to be a current assist— not so good for us! Well, time to find our upwind mojo. As the breeze picked back up to 10 knots, we found our groove. Approaching Sisters on a big right-hand shift along the Las queti Island shore, we were back in the game, mixing it up with the front of our fleet and a couple from the long course as well. As darkness fell, so did the wind speed, and once more we found ourselves on our back foot, as those who stayed left prospered. Rounding Sisters, we set the chute in a nice 10 knots, current with us. A half-hour later the SOG read 0.00 and remained as we struggled for the better part of two hours.

THE NORTHWEST BREEZE finally began to fill again, but taking stock, things looked pretty bleak. By my figuring, there were nine medium course boats ahead, including three 109s that we owed time to. But hey, anything can happen in distance racing, right? As the bright orange moon rose over Vancouver Island, so did our spirits— the chase was on. In the modern world of distance racing, there are no excuses for not knowing where the competition is. AIS in particular provides so much valuable data. With the breeze once again up to 10 knots, we made our choice to get onto port relatively early after clearing Sangster Island. We were cooking as the breeze went forward and built. We could see the gap closing on three sets of lights ahead. Just before rounding White Islets, we sailed through that group of boats, thanks to a combination of momentum and a super focussed crew. Hope had returned!

FOR THOSE WHO haven’t experienced a Southern Straits finish before, there’s a long history of successful boats avoiding the tip of Bowen, and instead taking a great circle route over

toward Point Grey before winding back up toward the Point Atkinson finish. This tactic has been borne out over and over, but there have been exceptions. Those outliers are of course in the back of every strategist’s mind. That little voice saying, “do it, gybe early. Be the first. Cut the corner. This is the year it’ll work.” So, as we traded gybes with 65 Red Roses, slowly closing the gap on the slippery six still ahead, Rogues was the first to test the early port gybe. Nope, they came back onto starboard. We’d gained a bunch on them on the next cross, but they weren’t ready to give up on the early stab at the finish quite yet and gybed back onto port still a mile ahead of us, right on the same line. The lead group were still investing hard in the great circle game. We gybed back out to join them, and interestingly we seemed to have made some ground. Our strategy was to sail fast, soak in the small puffs, especially on port gybe trying to stay in the better pressure longer and gybe back out as soon as the speed dropped below five. After a couple more zigs,

The race to the finish

it was clear that both Rogues and 65 Red Roses were “all in” on the Bowen side. We were soaking in the middle and the lead group were looking really light out to the right. 65 Red Roses had fallen into light air to the left inshore, while Rogues had fully committed to the Bowen shore, and though initially light, their spinnaker was now solid, making trees down the shore. We stayed the course making good VMG slightly low of Point Atkinson. Doubletime and Lodos were reaching up hard on port, crossing our line looking for a piece of what Rogues had found. A mile ahead, Ultraman III and Absolutely’s kites were now filling again. The texture was fully back and now they were also reaching up to our line. This was getting exciting!

THE FINAL ACT:

Ultraman III and Absolutely gybed back toward Point Grey rather than concede to Rogue’s (now on starboard) cross. Lodos and Doubletime looked to have given up on the Bowen route and also gybed back onto starboard. We were in good pressure and followed suit. Our thinking, with the breeze refilling was that the great circle strategy was back in play. After five minutes, Doubletime and Lodos were almost pointing at us, so we gybed back onto port to consolidate. We crossed Doubletime by maybe 10 boat lengths and would have crossed Lodos by five, but they gybed onto port above us instead. These were big gains! Up ahead Rogues interestingly gybed away back onto port also above our line. Meanwhile 65 Red Roses, a long way back, had picked up some pressure close to the Bowen shore. At this point they were a long shot but they’re always dangerous. Absolutely and Ultraman III were on port heading for the finish. At this point, based on positions, pressure and angles my assessment was Rogues and Ultraman III in a dead heat, with Absolutely pushing them hard. A slight right

shift would put them ahead. We were pretty much even with Lodos Doubletime was betting everything on the right, still on starboard.

As we progressed toward the finish now only a couple of miles away, it was clear no one was making it down to the Point Atkinson finish. Why is that always the case? We gybed back onto starboard for one more bite and Absolutely followed us. Rogues, Ultraman III and Lodos continued on port. This separation could possibly decide the finish order. We pushed as far as we could and then it was time for one last gybe back onto port. Absolutely came with us still 20 lengths ahead. The angle looked good, the pressure looked good, then inexplicably Absolutely’s spinnaker collapsed. They’d hit a wall of no wind, coming to a complete stop. For a second we considered gybing back to the right one more time, but looking to weather at the other three they were suddenly bow down in a new breeze filling from Howe Sound and off the shore. We chose to head up hard in that direction hoping to possibly avoid Absolutely’s fate. The new breeze filled

down to us quickly and as Absolutely’s spinnaker filled again, it was clear the breeze had headered severely. We were strapped on a marginal layline to the finish. The boats above were flying and the die was pretty much cast. As the pressure built, it became clear we wouldn’t be able to hold the kite. Absolutely was now on genoa and we scrambled to douse the spinnaker and hoist the jib in a bit of a fire drill. We crossed fifth. Doubletime’s big bet on the right had really cost them, but they sailed a fantastic overall race, just 10 minutes behind us in sixth. The left really collapsed for 65 Red Roses, leaving them to finish an hour later. Just another normal Southern Straits finish…

SAILBOAT RACING CAN be awesome, frustrating, cruel and yes, rewarding—sometimes all in the same race. Winning is always great, but there’s much to take away from simply pushing hard through to the finish, when the small victories can be almost as satisfying as the big ones. Good racing everyone, see you on the water sometime soon.

WWW.THUNDERBIRDYACHTCLUB.ORG

BY TOM DAVIS

Chinook Report

There is good news about chinook salmon

CChinook salmon are in the news regularly, and for the most part, the news is bad. But it’s not all negative when it comes to the status of these prized fish.

THE BAD NEWS

There are chinook stocks in BC that are doing poorly. The main stocks in this

group come from the upper and middle Fraser River. These stocks return to the rivers in the spring and summer, and they stay an extra year in freshwater before migrating to the ocean. According to retired DFO senior biologist, Brian Tutty, the cold glacial-fed rivers in this region are nutrient poor. Consequently, they need the extra year to grow big enough to migrate to sea successfully.

There are other chinook that migrate to sea shortly after emerging from the gravel. These stocks mainly return to their home rivers in the fall, although some summer runs fit this category. They usually don’t migrate great distances because they spawn in shorter

coastal rivers. Although some runs, like the Thompson River summers migrate to the BC Interior.

Chinook life cycles are complex. These differences have evolved over millennia to maximize the spawning and rearing capacity of their home rivers and streams. This strategy generally applies across the animal world in order to utilize every nook and cranny of the available environment.

There are downsides to this strategy, and they are increasingly coming into play. First, because they remain in freshwater for an extra year they are susceptible to higher rates of natural mortality. In a balanced environment, where

Catching a chinook is sure to put a smile on your face.

it’s survival of the fittest or the luckiest, this is the norm.

However, over the last 150 to 200 years human activity has accelerated this natural loss through logging, mining, dam construction, road building, pollution expansion, water extraction and agriculture.

Now, climate warming poses a third layer of threat. It manifests itself through droughts, wildfires and extreme flood conditions. These events have increasingly impacted BC’s watersheds and have been particularly hard on salmon and trout populations that remain longer in freshwater.

There is a final layer of difference between chinook early runs and almost all fall runs. Early run chinooks have much different ocean migration patterns. They travel as far as the Gulf of Alaska and the Aleutian Islands. When natural systems were in balance this strategy worked, because they utilized food resources from a different portion of the northeast Pacific Ocean. Recently two events have upset this balance. One is directly human caused. The other is climate caused, compounded by human activity on a global scale.

Cause 1

Japan, Korea, Russia and Alaska have overloaded this part of the Pacific with billions of hatchery chum and pink fry. These fry compete with Canadian salmon for the food resources in the region. It remains problematic because these countries are resistant to reducing hatchery production.

Cause 2

Climate warming has raised the surface water temperature in the region. The warm water “blob,” which dominated the North Pacific from 2013 to 2017, was a prime example. This climate trend was identified by Dr. Richard Beamish in the 1990s who named it a “regime shift.” This meant it was a new climate pattern added to existing El Nino and La Nina ocean warming and cooling

cycles. It really impacted the marine food chain.

By comparison, chinook fall runs tend to follow a south to north migration pattern along the continental shelf on their outward migration. In their last ocean year they retrace their steps back to the spawning grounds. The competition from Canadian and US West Coast hatcheries is often incorrectly equated with the competition created by Asian and Alaskan hatcheries. US and Canadian production is miniscule by comparison, particularly with chum salmon.

Finally, Fisheries and Oceans (DFO), in spite of knowing these early runs of chinook were in decline, has done little in the upper Fraser River to reverse this

trend. Volunteers doing restoration, enhancement and data collection have received inconsistent government support until just recently. Dustin Snyder, a key volunteer from Prince George, explained it this way: “In some ways the Big Bar slide was a good thing because it forced DFO to do something.”

THE GOOD NEWS

Strait of Georgia chinooks were Canada’s Achilles heel in the early days of the Pacific Salmon Commission, particularly those from the lower Strait of Georgia. The Cowichan, Nanaimo and Squamish rivers are the main systems in this region. The Cowichan hit rock bottom in 2006 with only 600 chinook returning. This is a perfect template

to illustrate what happens when restoration, enhancement and commonsense fishing restrictions are employed collectively. The Cowichan returns have now ballooned to over 20,000 for the last five years.

According to DFO’s Kevin Pellett, who is extremely familiar with the Cowichan River situation, “the 2023 total return to the river was 35,323 chinook,” consisting of “12,006 twoyear-old jacks, 23,318 three and fouryear-olds and some five-year-olds.” These numbers represent recovery across age classes with the most productive three and four-year-olds returning at about the same rate.

Pellett notes there was “no single definitive answer” that explains the recovery, but there were a collection of actions that he believes contributed to it. These included fishing restrictions on recreational and First Nations

fisheries; habitat remediation at Stoltz Bluff, which reduced severe siltation on about 25 kilometres of river; pool and riffle reconstruction in the lower reaches; water storage and release management in the watershed; and a reduction of hatchery production once the returns consistently exceeded the 6,500 escapement target.

For years, DFO has monitored a group of 18 separate chinook stocks from around the Strait of Georgia. The 12-year running average escapement is just over 40,000, the four year running average jumped to just over 58,000 and the 2023 returns, yet to be adjusted for the final tally, are currently over 69,500.

It is a mix of hatchery and wild salmon, a few summer runs and some very small chinook stocks that have never been significant contributors to the total regional return. The small stock

numbers range from a few dozen to a few hundred per stock. This doesn’t mean they are not important. However, DFO has tools to boost their recovery without destroying fisheries, if they chose to use them. These include maximum size limits, targeted time sensitive terminal area closures, mass marking (MM) of hatchery chinook and marked selective fisheries (MSF). Unfortunately, DFO has slow walked MM and MSF for years, to the detriment of weak chinook runs and their dependent fisheries. This grouping does not include Fraser River chinook.

HARRISON RIVER CHINOOK are the major lower Fraser River fall run stock. When anglers catch a white fleshed chinook the odds are it probably came from this river. In 2023 spawning chinook numbers exceeded 150,000 or double its escapement goal.

The really astounding return came from the Thompson River. 627,000 summer run chinook made it to the spawning grounds, roughly four to five times this stock’s average return.

Just these three stock groupings account for over 846,500 chinook making it to their rivers in 2023. Add to this total anticipated 2023 Puget Sound returns at over 250,000, similar numbers for Barkley Sound and Nitinat, and other Canadian mainland and interior chinooks and the numbers could easily exceed 1.5 million chinook passing through waters where the Southern Resident Killer Whales (SRKWs) feed. The Thompson summer run escapement was even highlighted during the keynote speech at the most recent Victoria Pacific Salmon Foundation dinner and auction. The event raised $125,000 from anglers and salmon

restoration advocates for salmon recovery efforts on southern Vancouver Island.

PRIOR TO THE signing of the 1985 Pacific Salmon Treaty overfishing was a major cause of salmon declines. However, in recent decades exploitation rates on weak stocks of chinook and coho have been reduced to low numbers.

A few years ago Dr. Andrew Trites, head of marine mammal research at UBC, and Dr. Mei Saito, a recognized predator-prey interaction expert, jointly conducted studies to see if there were enough chinook in the Canadian portion of the SRKW’s range. They concluded that there were. They did not suggest that malnutrition wasn’t an issue, but that it likely did not occur in Canadian waters. Trites recommends more re-

search to find out where the chinook abundance problem areas are located.

Trites also noted that emaciated whales were travelling with whales that looked relatively healthy. He suggested this might be more consistent with disease, perhaps cancer, than an inadequate food supply. This is highly plausible given the quantity of persistent organic pollutants like DDT, dioxins and PCBs in the Salish Sea because of agriculture activities and widespread industrialization.

The climate warming threat has the potential to erase these positive results, and DFO needs to focus on two objectives: Seriously consider measures to mitigate future threats to salmon runs from climate warming and provide chinook fishing opportunities where the data justifies them. To date there seems to be scarce evidence either are on DFO’s radar.

Axopar 45 XC Cross Cabin

The latest and largest from this Finnish builder

BY PETER A. ROBSON

SSeveral years ago, I reviewed the Axopar 28 Aft Cabin and the 37 Aft Cabin and I was impressed with their quality and performance. When I heard a new Axopar 45 XC Cross Cabin had arrived at Freedom Marine’s Coal Harbour docks, I jumped at the chance to get aboard.

Axopar was founded in Finland in 2014 and since then more than 200 of these highly awarded fibreglass speedsters have been sold—by Freedom alone—and this attests to the extreme popularity of the Axopar line among locals.

Axopar currently offers six models ranging from 22 to 45 feet (6.7 to 13.9 metres); each is offered with multiple configurations, making them exceptionally versatile and this is certainly true of the new 45.

DESIGN AND CONSTRUCTION

The hulls of Axopars are vertical bowed with two hull steps that act like air cushions. The steps work to displace the water instead of pushing through it and this, in part, makes for flat riding, which is an important attribute.

Axopar is serious about performance

With the fabric sunroofs and side doors open the 45 is transformed into an almost completely open boat.

and as such they have determined the perfect power for the 45 is triple 300-horsepower Mercury Verado V8 outboards. They deliver a top speed of 45 plus knots.

The test boat was a Cross Cabin model with a large pilothouse and forward sleeping cabin/lounge. The Cross Cabin is also available with an aft cabin, which reduces the cockpit size but provides a second accommodation area.

The Cross Cabin we tested was available in three cockpit configurations: a U-shaped sofa and table, a single bench sofa at the aft end of the cabin and a simple open cockpit.

The 45 is the first Axopar with side folding seats (similar to balconies) and wide double sliding pilothouse doors.

ON DECK

Freedom’s James Neil and I boarded the test boat via transom steps next to the triple outboards, which were framed by a sturdy stainless waterski frame. Yes, you can ski behind the 45. The triple outboards can be tilted up so that they are completely out of the water which eliminates the need for antifouling on the skeg or worries about corrosion. The test boat was optioned with the single rear facing cockpit bench seat, which is what I’d opt for. With this arrangement the cockpit becomes more versatile (i.e. for fishing) than would be the case with the U-shaped sofa/table configuration.

A wet bar, sink, grill and fridge are built into the wide bulwarks on the starboard side of the cockpit. This complements the inside cooking area/wet bar. It’s easy to imagine barbecuing a nice juicy steak here or serving cold drinks to the cockpit crowd. The portside bul warks offer fender and line storage while under the sole is plenty more storage. Like all Axopars, the 45 was designed with full walkaround decks and high raised bulwarks topped with stainless handholds. This makes it comfortable and safe to move around.

folding type balconies are flush with the decks to provide for watersports access or to serve as additional deck space, the side folding seats on the 45 are designed to fold down about a foot above the decks, which in my mind is a better use, and safer. Most folding balconies are located in cockpits whereas Axopar’s are positioned amidships, directly across from the pilothouse lounging area. And this serves to increase the already generous seating. Another bonus is that when deployed at the dock with the cushions removed, the dockside seats can serve as a boarding platform, making it more convenient to both board and to load gear right into the pilothouse.

Another unique innovation on the 45 are the double doors on either side of the pilothouse, each about four feet

wide. When moved aft, they open the helm area to the outside. When moved forward, they open the lounge area adjacent to the side folding seats. Overhead, two massive fabric pilothouse sunroofs open electrically and when combined with the doors, the 45 is transformed to an almost completely open boat.

Out on deck, immediately forward of the pilothouse is a sunpad, positioned over top of the accommodation area’s unique glass-topped gull wing doors (more on those later). Forward is a comfy forward-facing bow seat complete with backrests, armrests and drink holders. A rear facing bow seat rounds out the bow area. The entire area can be covered with a removable sunshade. All the exterior cushions use a rubberized membrane which makes

Among the notable innovations are the manual side folding seats. While most

them virtually waterproof. At the bow, a clever setup allows the Ultra anchor and bowsprit to fold back and stow in the anchor/windlass locker—out of sight and out of mind. Axopar offers this in a manual or automatic arrangement.

Three roof racks on the cabin top are perfect for stowing bikes, SUPs, kayaks or other water toys. The outside edges of the cabin top do double duty as Vshaped gutters and handholds, eliminating the need for grabrails.

PILOTHOUSE

Compared to the Axopar 37, I estimate the 45 has double the interior space, which is a big plus. Massive glass windows provide almost 360-degree views outside. The locally fabricated Aquaweave carpets throughout are durable and removable for cleaning, which is another plus. An important safety feature too often missing on yachts are the full length interior grabrails on either side of the pilothouse.

The rear half of the pilothouse is framed by a plush U-shaped seating area with a folding leaf table on tracks to allow it to be moved forward or aft. The table top itself swivels 360 degrees for added versatility.

Forward of this lounging area is a clever sliding galley/wet bar module with a two burner Kenyon electric cooktop, sink, a pull-out trash bin and two drawer fridge/freezer units accessed from either side of the module. The entire unit is on tracks which allows it to slide aft a few feet. This opens a space for cooking and the gap provides a secure place for guests to lean or sit while facing forward when underway. When not in use, it slides forward and backs up against the helm seats and increases the space in the lounge area. Versatility seems to be a welcome and recurring theme with the 45.

The triple, side by side helm seats (with armrests and bolsters) not only look cool, but the seats swivel to face aft, providing additional seating options. The flat black dash is striking and stretches across the entire pilothouse, hiding the flush clamshell hatch to the accommodation space. Three defrost vents under the windshield, fed by the vessel’s Webasto hydronic heating system, will assure there are no issues with condensation. The steering wheel, throttles and joystick can be reached without leaning forward, a real bonus for relaxed driving. Unlike most vehicle steering wheels with integrated controls, the hub of the

steering wheel does not turn. Fingertip controls operate the bow thruster, trim tabs and the high-end JL Audio stereo system. The glass helm console incorporates two side by side 16-inch Simrad multifunction screens and a single smaller multifunction screen, which could be used to display engine data while leaving the two large screens to display multiple other functions. The clean layout includes a series of push buttons and the throttle and joystick controls, well placed for easy reach.

ACCOMMODATION

Opening the clamshell hatch provides access to the forward lounge/accommodation area. This is a well-appointed dual-purpose space with oak woodwork and plush U-shaped seating. Of course, the gull wing doors are a notable feature, manually opened with two sturdy gas shock supports for each door and gasketing to assure no water ingress. These not only provide access to the forward deck via folding steps, but also bring the outside into this area. The doors incorporate glass tops that bring in plenty of light when closed. By flipping down the forward settee backrest, the area converts from a lounge to a cosy sleeping berth. This cabin will prove an inviting place to hang out at night or in cold and/or rainy weather. A proper enclosed head with wet shower, raised vessel sink and electric toilet is another important feature of the 45 and the only model offered with a private head. A second, larger, sink is on a cabinet just forward of the head.

UNDERWAY

Axopars are as much, or more, about performance than comfort and this is immediately evident once underway. As we worked our way out of a tight berth, I was impressed by the smooth operation of Mercury’s Joystick Piloting for Outboards (JPO) system when shifting in and out of gear.

We sped out under the Lion’s Gate Bridge and into English Bay. Having good visibility when coming up onto the plane is important to me and there

was no noticeable bow rise when transitioning from displacement to planing speeds. Perhaps this was because of the double stepped hull, but regardless, I cannot recall another vessel I’ve tested that stayed on such a level plane when accelerating. There was no need to utilize the trim tabs or the outboards’ Active Trim function.

The 45 is fast. We came onto the plane in three seconds at about 13 knots and topped out at 46.3 knots (6,000 rpm). However, most owners will likely cruise at speeds between 25 and 35 knots. At 29 knots (3,900 rpm) we were burning 29.6 gallons per hour (110 lph), which translates to about one mile per gallon (3.8 litres). Interior noise levels at that speed were a reasonable 73 dB. At 34 knots (4,500 rpm) our fuel consumption rose to 40.4 gph (153 lph). Overall, the ride was soft and easy. During

high-speed maneuvering, the Axopar proved nimble and comfortable, carving tight turns with no slipping or prop cavitation.

CONCLUDING REMARKS

It is hard to find fault with the Axopar 45 XC Cross Cabin. The fit and finish is excellent, the hardware beefy, and the fibreglass work smooth and ripple free. The triple 300-horsepower Mercury outboards are a great power choice as evidenced in the Axopar’s fast and lively performance. The interior space is very well thought out and as noted throughout this review, the word versatile kept coming to mind—and not only in the interior. Despite the single stateroom, there’s plenty of room to entertain a crowd for day cruises and plenty of options for seating, inside and out. Price as tested: $1,215,000.

LOA (excl engines) 13.9 m / 45' 7"

Beam 4.11 m / 13' 6"

Draft 1.0 m / 3' 3"

Displ. (with Engines)

7.000 kg / 15,433 lbs

Fuel 1,390 L / 368 USG

Water 280 L / 74 USG

Holding 120 L / 32 USG

Power 3 x 300 hp Mercury Verado outboards

Built by Axopar Boats Finland axopar.fi

Sold in British Columbia by Freedom Marine Vancouver and Sidney 604-609-0985

Lagoon 42 Catamaran

Delta Pacific 52

2021 Aspen C120 $1,079,000 Great Loop vet. Fully equipped. BRNKL boat monitoring system, and expedition fuel capacity for extended cruising. Deale, MD.

2020 Aspen C120 $849,000 Custom Flybridge Layout. Full Garmin electronics suite, salon AC and diesel heat with a 6 KW Gen Set. Tennessee River

2018 Aspen C100 $390,000 Rare expedition hardtop model. Volvo D3 220-hp cruises at 18 kts burning 6 GPH. Excellent condition! Anacortes, WA.

2015 Aspen C100 $327,000 Freshwater boat! Upgraded folding bulkhead window, Wallas diesel heater, Ultraleather and Corian upgrades. Anacortes, WA.

2016 Aspen C100 $320,000 Aluminum Float-On trailer. Highlights incude full Garmin package, teak trim upgrade, and extended hardtop. Portland, ME.

2022 Aspen C120 $1,049,000 Anacortes, WA. Exquisite boat, just made the 1,200-mile trip north up the Pacific coast from San Diego to the San Juans. Set up for PNW cruising, custom flybridge layout, bow seat, center console Walker Bay. Electric heater along with Dual 15k BTU AC. BRNKL boat monitoring system. Just serviced (engine), and new bottom paint. Meticulously maintained by Aspen Service Department. Cruise 16kts at 11.5gph | Cruise 8kts at 2gph

2018 Aspen C120 $849,000 Low hours on Volvo-Penta D6. Expedition alternator and fuel tanks. 2x diesel heaters. Factory maintained! Anacortes, WA.

NAVIGATOR

CAD

CAD

CAD

$1,189,000

CARVER 320 VOYAGERNew electronics, full bridge enclosure, new Planar diesel forced air heat, new dinghy. This boat is packed with value! $65,900

RIVIERA 5800 SPORT YACHT, 2013 - This high performance cruiser has a comfortable 3-cabin layout with room for your whole family to explore the coast! Highly optioned, this yacht is a must see!

57 RIVAL 2005Heavily upgraded, all new electronics, custom hardtop, Seakeeper, extended Keel and so much more. $789,000

CUSTOM PHIL BARRON MONK 48’ 1987A Bristol, house kept, show piece ! Garmin electronics, Magnum inverter Hurricane heat, and a reliable Izuzu E120 Diesel. This is a must see!! $149,000

JEANNEAU SUN ODYSSEY 409 2012 -

Over 140,000 in upgrades! New sails, electronics, Lithium batteries - a beautiful example. This boat is a must see! $324,900 CAD

SILVERTON 33 SPORTS COUPE 2008Diesel furnace, newer electronics, comfortable 2 bedroom layout, this boat is ready for cruising! $179,900 CAD

RANGER TUG 31 2014Efficient single Volvo Penta D4, Diesel heat, 8’ Fluid Motion tender, new bottom paint, and bow and stern thrusters! $395,000 CAD

SEA RAY 480 SUNDANCER 2016Boathouse kept beauty. Cummins 540hp on V-drives. Only 960 hours. Hydraulic swim platform, bow thruster. Shed for rent or purchase. $575,000 CAD

TOLLYCRAFT CONVERTIBLE SEDAN 34 1981Twin Cummins diesels, Wesmar Stabilizers, Bow thruster, newer electronics. This is a highly upgraded example! $129,000 CAD

TRUE NORTH 38 2008Alaskan Bulkhead, Yanmar diesel, Bow thruster, diesel heat, and much more $395,000

CATALINA 34 MKII 1999Exceptional condition, many upgrades, extra sails, a turn key boat! $124,900 CAD

CATALINA 320 1999Brand new sails, engine overhaul, Victron system, all new batteries, and so much more! $92,900 CAD

Now boarding for a REMARKABLE EXPERIENCE at the BC BOAT SHOW

Port Sidney Marina

May 2-5, 2024

IN STOCK NOW

Oceanis 34.1 $359,000

Priced $60,000 less than the next available hull.

Oceanis 40.1 $569,000

Priced $130,000 less than the next available hull. BENETEAU

585 SUV

58 SPORTS MOTOR YACHT

68 SPORTS MOTOR YACHT

72 SPORTS MOTOR YACHT

34' HUNTER

38'

36' MUNSON PACMAN

WEST VANCOUVER

34' CATALINA

31' TIARA

37' SEA RAY

35' REGAL

43' DUFOUR

38' GRAND BANKS

32' SEA RAY

26' STRIPER

WESTPORT YACHT SALES SIDNEY

34' MERIDIAN

29' JEANNEAU

30' GRADY WHITE

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35' CATALINA

37' COOPER CUSTOM

2020 | SUNSEEKER MANHATTAN 66 | $2,695,000 USD

2020 | SUNSEEKER MANHATTAN 52 | $1,740,000 USD

NEW | PRESTIGE 520 FLY | TWIN VOLVO D6 IPS 650 WITH JOYSTICKS

2019 | SWIFT TRAWLER 44 | $625,000 USD

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2013 |MONTE CARLO YACHTS MCY 65 | $1,490,000 USD

2019 | SUNSEEKER MANHATTAN 52 | $1,459,000 USD

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2015 | SEA RAY 510 FLY | $890,000 USD

2008 | FORMULA 45 YACHT | $476,000 CAD

2016 | SABRE 42 SALON EXPRESS | $875,000 CAD

2022 | BENETEAU GRAN TURISMO 41 | $879,000 CAD

2010 | SAN JUAN 40 | $595,000 USD TWIN VOLVO PENTA IPS 500 370HP

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NEW | PRESTIGE 520 S | TWIN VOLVO D6 IPS 650

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2021 | SUNSEEKER MANHATTAN 55 | $1,949,000 USD | LLC OWNED

2006 | DORAL 45 ALEGRIA | $349,000 CAD

NEW | PRESTIGE 420 FLY | TWIN CUMMINS QSB 6.7L INBOARD SHAFTS

2005 | SEA RAY 500 SUNDANCER | $599,000 CAD

HAVE A BOAT TO SELL?

M & P provides quality Yacht Brokerage services and also takes trades. We’ll give you excellent value and the assurance provided by our team of professionals, including Certified Professional Yacht Brokers.

Experience the power of the M & P brand when you entrust your yacht to us at the M & P Yacht Centre. Tap into the recognition and strength of the M & P legacy, where you can access an extensive international brokerage network built over 66 years. As our brokerage client, you benefit from the skills, experience, and expertise of our Sales & Marketing team. Our trustworthy, certified brokers with unmatched industry knowledge provide personalized brokerage services for buyers and sellers.

NEW | SEA RAY SLX 310 | PERFECT DAY BOAT FOR ENTERTAINING

2013 | SEA RAY 280 SUNDANCER | $79,900 CA D PRICE REDUCED

2018 | BOSTON WHALER 345 PILOTHOUSE | $730,000 CAD

2018 | BOSTON WHALER 285 CONQUEST | $335,000 CAD

2020 | RIVER HAWK 28 SH | $325,000 CAD PRICE REDUCED

2023 | BENETEAU ANTARES 11 | $499,000 USD

NEW | SEA RAY SUNDANCER 320 | TWIN MERCURY 6.2L SEACORE

2021 | BOSTON WHALER 325 CONQUEST | $599,000 CAD

2018 | BOSTON WHALER 285 PILOTHOUSE | $299,000 CAD

2022 | ROBALO R230 CENTRE CONSOLE | $149,000 CAD

2010 | BOATHOUSE 5878 | $165,000 CAD

2010 | BOATHOUSE 5880 | $65,000 CAD PRICE REDUCED

2017 | SEA RAY 280 SUNDANCER | $180,000 CAD

2003 | EDGEWATER 265 EXPRESS | $135,000 CAD

NEW | BOSTON WHALER 345 PILOTHOUSE

2019 | BOSTON WHALER 315 CONQUEST | $449,000 CAD

2015 | REGAL 280 EXPRESS | $140,000 CAD

2009 | SEA RAY SUNDANCER 350 | $199,000 CAD

NEW | WELLCRAFT 355 TRIPLE MERC 350HP V10

BUYING OR SELLING?

Sellers and buyers both benefit from a BCYCA member’s experience. BCYBA brokers assist buyers to find suitable boats in the local market or further afield in the international market. Similarly, they present locally owned boats for sale to local and international buyers.

Take the stress out of purchasing or selling your boat. A BCYBA broker is your guide through a successful transaction. They help in these ways:

• Identify and evaluate yachts of interest.

• Provide experience in negotiating acceptable sale terms.

• Ensure your deposit stays in Canada.

• Outline vessel documentation, title, importation, insurance and taxation issues.

• Utilize strong working relationships with co-operating brokers, marine surveyors, marine mechanics, boatyards and other key industry contacts.

• Provide local follow up to help you in your boating adventures.

SIDNEY ISLAND OCEANFRONT STRATA LOT 116

2.46 acres with 252 ft of oceanfront on Sidney Island. Beautifully treed, flat easy to develop sloping gently to the west awesome view and year-round sunsets. Sidney Island is a unique private island with common property larger than Stanley Park. Priced way below assessed value. $495,000

RICHARD OSBORNE Personal Real Estate Corporation 604-328-0848 rich@landquest.com

TROPHY WEST COAST OCEANFRONT PROPERTY - GABRIOLA ISLAND, BC

Sprawling 6 acre oceanfront estate on Gabriola Island with 1,400 ft shoreline. 4,105 sq. ft. West Coast style home features floor to cathedral ceiling windows with ocean views. Foreshore Lease for dock. 2 other garage / workshops with indoor parking for 20+ cars, RVs, boats. $2,990,000

SAM HODSON

Personal Real Estate Corporation 604-809-2616 sam@landquest.com

30 ACRES - CACHALOT INLET WEST COAST VANCOUVER ISLAND

30 acres with 2,000 ft of oceanfront and 300 ft beach. Building site and road from beach have been cleared. Great location in Cachalot Inlet, Kyuquot Sound for fishing camp or private retreat near BC’s best fishing, surfing, and kayaking. $600,000

LAKEFRONT ESTATE

KNEWSTUBB LAKE, BC

Waterfront, privacy, serenity, hunting and fishing, and the extensive BC wilderness are all at your fingertips. This exclusive offer features multiple dwellings housing up to 32 people, giving plenty of options to retreat from the whirlwind of life. $795,000

JOHN ARMSTRONG Personal Real Estate Corporation 250-307-2100 john@landquest.com

Recreational property fronting onto Discovery Passage overlooking Quadra Island. 8.55 acres, 400 ft of water frontage and a quaint off the grid cabin in the woods. Located in an area known as “The Salmon Capital of the World” this property situated 12 nautical miles north of Campbell River. Access to the outside world is via forest service roads connecting to HWY 19 North. $450,000

KEVIN KITTMER 250-951-8631 kevin@landquest.com

The Sunshine Coast’s premier waterfront estate on sought after Browning Road. Unprecedented quality, style & design are evident in this spectacular West Coast contemporary home, built to perfection & immaculately maintained with ultra high-end finishings throughout.

Exceptionally rare low-bank waterfront home with perfect SW exposure, spectacular sunsets & mere steps to the ocean for swimming, launching a kayak & easy access to your mooring buoy for convenience & enjoyment of your waterfront lifestyle.

Low bank waterfront with your own sandy beach! Very private home on a level .26 acre property with 60ft of oceanfront in a quiet, peaceful community just 5 minutes to town and 30 minutes to the ferry. Fantastic South-West exposure for maximum sunshine & spectacular sunsets.

Incredible development opportunity in the heart of Secret Cove on the Sunshine Coast of B.C. Situated on 18.44 acres, the sale includes a 42 berth marina, an existing 4,000 sq.ft. home, south-west ocean views and complete privacy. Secret Cove • $6,300,000

This 2.16 acre waterfront property features a super cute low-bank beach cottage with a 50’ licensed foreshore. Sub-dividable, gorgeous ocean views and prime location. Madeira Park • $1,490,000

Owned by the same family for 36 years, this spectacular 5+ acre park-like setting at Ruby Lake features 2 separate homes & is steps to the boat launch & public dock for easy access to one of the warmest, most pristine lakes in Canada. Ruby Lake • $1,585,000

One of the rarest, most unique waterfront estates to be offered for sale on the Sunshine Coast. Ultra private 17 acre park like setting with 1,000’ of pristine shoreline, mature forest & protected deep water moorage with 2 separate docks & a boathouse. Halfmoon Bay • $3,295,000

Custom built & designed, this beautiful waterfront home checks all the boxes - 3 bedrooms + den + loft space & 2.5 bathrooms, a separate plumbed guest/art studio, a large double garage & gorgeous established gardens. Redrooffs • $2,250,000

Boater’s Paradise! This 4 bed/ 3 bath waterfront home with protected deep water moorage features stunning ocean & island views of Garden Bay & Pender Harbour. Garden Bay • $1,999,000

The ultimate West Coast WATERFRONT property-1.77 acre mid-bank with spectacular ocean & mountain views in a lush forest setting. Brand new custom deluxe cottage, zoning permits a primary full size home in addition to the cottage at 592sf. Garden Bay • $1,150,000

The original homestead of legendary coastal adventurer, entrepreneur and author, Jim Spilsbury, it remains in the family to this day. The 20 acres and home sit in the middle of Blind Bay on Nelson Island. West facing & surrounded by crystal clear waters. Nelson Island • $4,650,000

Completely renovated in a contemporary style, this extremely private & immaculate 3

a penthouse suite & a Carriage House Suite above the double garage. Sechelt

“Quarrybbean” an exceptional lifestyle retreat, 2.5 acres of spectacular waterfront on Nelson Island w/2 solar powered buildings. Nelson Island

billbradshaw@royallepage.ca

|

billbradshaw@royallepage.ca

sarahbradshaw@royallepage.ca

sarahbradshaw@royallepage.ca

www.quadrarealestate.ca

www.quadrarealestate.ca

CELL:

CELL:

250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

CELL: 250-818-3919

Email: michael@docksiderealty.ca michael@docksiderealty.ca

Email: Email: michael@docksiderealty.ca michael@docksiderealty.ca

Email: michael@docksiderealty.ca

Email: michael@docksiderealty.ca michael@docksiderealty.ca

Email: michael@docksiderealty.ca

Email: michael@docksiderealty.ca

Email: michael@docksiderealty.ca michael@docksiderealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca www.DocksideRealty.ca

One of the most stunning properties in the Southern Gulf Islands! This Spectacular 5 acre peninsula located between Winter Cove & Veruna Bay Features a deep water dock, 3000’+ of shoreline including your own private beach, main residence, separate guesthouse, & a perfect building site near the point! The nest materials & construction methods were utilized in these one-of-a-kind jewel box buildings built for an architect/owner. The stone & cedar shingle home is constructed with heavy timber glue-lam beams, vaulted ceilings, custom rift white oak doors & cabinets, vertical grain r paneled ceilings, interior trim, doors & cabinets. The magni cent stone replace creates the heart of the home. Heated large format slate tile oors extend onto the patios. Exceptionally crafted metal roof, skylights & large windows provide natural light. Top of the line appliances.

Come live your best life!

According to CMHC mapping, the Southern Gulf Islands are currently exempt from the Foreign Buyer Ban (buyer to verify)

Kicker, Full Garmin pack, Rocna, Webasto heat and more!!!

POWERBOAT, MOTORSAILOR DELIVERIES Maine-Alaska (SE,Gulf,PWS), Panama, China. U.S. West Coast. Electronic Chartplotting, EXPERT: picking weather, bar crossings (2000+), wintertime, North Pacific. USCG Master. 45+ years experience Mike Maurice +1-503-310-7590 www.yachtsdelivered.com

I spent that entire hot august day labouring in the sweltering cabin, unpacking each and every one of the cavernous compartments. Piles of ancient gear stacked high with various lengths of line in various states of decay, magazines (including many a PY), paints, caulking and old crab traps, bygone technology including a GPS unit the size of a small car, and enough dry rations and canned beans to feed the entire marina for a season were piled on the dock. A few quizzical fellow boaters walked past, looking over the flotsam with an eye for any hidden gems, and it occurred to me that there’d be a dockside sale if I didn’t find the mouse soon.

Sweaty, exhausted, thoroughly grumpy and without any further sign of the blighted little rodent or its hidden abode within my boat, I replaced my treasures and slumped onto the cockpit seat, a cool beer my only comfort as the sun set over the island.

As the blue gloaming brought the first few stars out, a little stirring just over my shoulder caught my beleaguered ears. I looked up from my malaise just quickly enough to spy a tiny whiskered nose appear from a gap in the sail cover, then tiny paws, then two black leathery wings and a small black body. I froze, all my muscles taught and coiled like a panther ready to pounce as the bat burst from beneath the sail cover and out over the water after a mosquito.

I looked from the sail cover to the open hatch, to the pantry lid below, and back to the bat, skimming across the water with impressive aerial acrobatics. My mind slowly made the connection between a sail that had spent the summer furled, an open hatch, and guano on my pantry.

I wasn’t happy about the guano, and was still annoyed with how I’d spent my afternoon, but at least my boat wasn’t infested with rodents! SEND US

Have a funny or interesting story? Cockpit Confession is a reader-submitted column and we are always looking for another good yarn. Send your 600-word story to editor@pacificyachting.com.

We’ll send you a PY koozie or hat!

A Mysterious Intruder

BY LIAM JOHNSON

LLast summer had brought far too few prospects for sailing, so I was excited to finally head out on the water one bright and beautiful August afternoon. Unfortunately for me, hot days in the Gulf Islands often mean little to no breeze, so the sail remained furled and stowed as I motored along. I finally decided to tie up to the dock at Montague Harbour on Galiano Island.

The night was warm and the stars were out, so sunburnt and full after a fine dinner at the pub, I settled into my bunk and stargazed under the open hatch before drifting off.

The next morning I awoke to bright sunshine and the clicking of a raven’s talons on deck. Rolling out of bed, I switched on my old kerosene stove to boil water for coffee and reached over to the pantry locker to pull out the grounds. My drowsy state ended abruptly, without the need for caffeine, when I noticed small little black droppings trailing across the pantry lid and spilling down the companionway steps.

In a panic I swiftly swept up the poop and discarded it over the side, then searched high and low for any further sign of a rodent invasion. Seeing none,

nor any sign of forced entry into the pantry or other food storage, I allowed myself to calm down once more and decided that it must have been merely a visitor, not a would-be long-term resident. The next night I settled into bed with one ear open, scanning the starlit cabin for any mere breath of a squeak or the sound of tiny feet padding upon the pantry lid. When I awoke, I didn’t bother with my usual routine but began scanning the cabin for any more signs of mousy malfeasance. Immediately the evidence appeared, again atop the pantry under the companionway, and trickling across the foot of my bunk. Enraged, I set about tearing the boat apart.

Continued on page 113

EXPLORING LIBERTY

Epitomizing the spirit of adventure and discovery, the Azimut Magellano Series is a timeless yet modern-day milestone of innovation conceived for long cruises. As the first nautical crossover ever designed, it offers true sea connoisseurs safe and tranquil journeys limiting fuel consumption combined with abundant storage space for extended stays on board in full comfort.

AZIMUT. DARE TO AMAZE.