Pacific Yachting - January 2023

We developed the brand new MKIV Ocean furler especially for cruisers who would prefer a furler for cruisers. One smooth-rolling enough to make every furl a little less physical, while being bullet proof to stand and deliver for years. Designed especially for intuitive assembly and retrofit, the Ocean furler offers Harken’s most robust capability. Then we add the features cruising sailors have been requesting, at a price that is certainly its most competitive attribute.

© Tommy Bombon

PASSAGES

THE AFTERGUARD

EDITOR

Sam Burkhart editor@pacificyachting.com

ART DIRECTOR Arran Yates

Cruising Into the New Year

Anew year has us looking ahead. What does 2023 have in store for us? It’s hard to predict the future, but one thing that we know is coming this year is the Vancouver International Boat Show—in person! Yes, after two years of digital, online, virtual “boat shows,” BC Place and the broker docks at Granville Island will once again be open to the boating public from Febru ary 1 to 5. The Pacific Yachting crew will be there with a booth of our own and we hope to see you there!

And let’s not forget the Seattle Boat Show. This will be their second year back after a one-year hiatus. If you didn’t get to go last year, it’s worth the trip (February 3 to 11).

It’s hard to look ahead without com ing up with some goals for the new year. I stop short of calling them resolutions. Instead, I’m inspired by Tom Davis’ “Wish List” on page 56 to create a wish list of my own for the new year. Below are five goals for 2023. I hope I don’t jinx anything.

1.

I hope that 2023 is forest fire-free. We were lucky last year that after a slow start weather wise, the skies on the south coast remained smoke free until the end of the summer and even then, it was nothing compared to previous years.

2. I hope that I am able to spend more days on the water than last year. That’s

not to say I didn’t get out last year, but more time on the water is always better, right? I’m hoping for at least 30 nights on the boat.

3.

I plan to visit at least three new places this year. I don’t think Seward will make the list although Norris Comer’s article on page 30 certainly makes a compelling argument. Instead, I’ll pick some destinations closer to home. Lau ra Bay on Broughton Island (page 26) sounds like a nice spot to drop the hook and spend a leisurely few days watching the wildlife while the prawn pots soak.

4.

I plan to get back into racing. It’s been a few years since I’ve sailed competi tively (racing against unknowing boats in English Bay doesn’t count). I’ll admit I am more of a cruiser these days, but racing is a great way to learn new skills and meet new friends, whether you’re a powerboater or a sailor normally.

5.

I hope to visit Saturna Island for the annual Lamb Barbecue held during the Canada Day long weekend. I had plans to go in 2021, unfortunately it was can celled due to Covid. So, as long as it happens this year, I’ll be there.

No major New Year’s Resolutions for me—just a few easily attainable boat ing goals. I’ll let you know how I made out at the end of the year. Cheers to 2023!

–Sam Burkhart

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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.

AN UNFORGETTABLE KINDNESS

I wanted to write a letter to express my profound gratitude to the captain and crew of the MV Tiger Lilli. I was sailing my 17-foot Albacore off Worlcombe Island in strong winds. I had decided that it was better to go back to shore as the sails were overpowered. While tack ing, my jib sheet caught in the cleat and when I reached over to release it, the wind threw the boat over. I have righted the boat numerous times before by my self, but the wind was especially strong. Tiger Lilli saw the capsize and stopped to help. It was hard to communicate as the wind gusts grew stronger. I asked them to standby in case I could not right the boat. After twice having the boat flip over, I realized my strength was gone and I had been in the cold water some time. I came on board Tiger Lilli and the crew was very helpful as we tried to tow the small boat to the lee of the island so I could try again. Luckily my wife had seen what was happening and asked a neighbour to use their smaller boat to help. I truly appreciate the crew’s will ingness to interrupt their trip to lend me hand—a kindness that I have recounted countless times.

—Chris Ladner

RE: THE CURVE OF TIME

When I moved to British Columbia from Quebec, a friend suggested I read The Curve of Time by Muriel Wylie Blanchet (first published in 1961). Blan chet was born in Montreal. Moving to BC was a big adventure for my Quebec family. I was enchanted by Blanchet’s memoir and travelogue, and through her story I fell in love with our beautiful coastal BC waters.

So, I was delighted to read the De

cember article by the four “Anchor Wenches” who set off to recreate Blan chet’s journey. Reading about their hap less adventures reminded me how brave Blanchet was during her annual summer cruise when she carried her most pre cious cargo—her five children. During her annual voyage even her three-yearold was given a task on board. Every so often I re-read Blanchet’s book. It can encourage parents who sail with their children; for landlubbers the book demonstrates how to face hard times with courage and imagination. I look forward to seeing the upcoming docu mentary “By All Means” chronicling the modern nautical adventure of the four wenches.

—R. M. Davies North Vancouver

GOODBYE GORDON

I saw Gordon’s obituary in the Sun and also your editorial comments about him in the December issue and wanted to say how well you captured his gentle presence at PY. In the time I was at PY I might have exchanged a few dozen words with him, but he was always helpful and patient. Sorry to hear of his passing.

—William Kelly

01/2023

CURRENTS

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 blainew@pacificyachting.com.

PY SPECIAL REPORT

Making Sense of Canada’s new Select Luxury Items Tax Act

s boaters—you may have heard of the new Luxury Items Tax. In simple terms, the new tax (which has been enforced since September 1, 2022) applies to cars and private aircraft that cost more than $100,000 and to boats (including power yachts, cruisers, sail boats, deck boats, waterskiing boats and houseboats) with a

cost over $250,000. Products manufactured in 2018 or earlier are exempt, as are boats used for utilitarian purposes only.

The government’s reasoning for the new tax is that it will not only help reduce inequality by distributing wealth but will also discourage the country’s wealthiest from purchasing emis sions-hungry vehicles, thereby protecting the environment.

A statement on the Canadian gov ernment website says, “Some Canadians have lost their jobs or small busi nesses [during the pandemic], while some sectors of the economy have flourished. That’s why it is fair today to ask those Canadians who can afford to buy luxury goods to contribute a little bit more.”

By imposing the new tax, the federal government expects to increase federal revenue by $604 million over the first five years—something that falls in line with the current government’s promise to ensure “that all Canadians and busi nesses contribute their fair share to a stronger economic recovery.”

HOW MUCH TAX IS PAID?

The tax payable is 10 percent of the total retail cost, or 20 percent of the amount by which the cost exceeds the price threshold of $250,000, whichever is lower. For ex ample, the tax on a boat priced at $320,000 would be 20 per cent of $70,000 ($14,000), in preference to 10 percent of $320,000 ($32,000).

How this tax will eventually affect the used market isn’t entirely clear for foreign registered boats—but the lan guage does imply it’s for new boats. However, any boat acquired and reg istered in Canada before September 1, 2022 and sold later will be excluded from this new tax, as will any vessel with the luxury tax already paid (i.e. a boat purchased after September 1, 2022 with the luxury tax paid at the time of purchase won’t have the tax added a second time).

WHY IS THE TAX CONTROVERSIAL?

History shows that many customers won’t buy a boat if it is tagged with a luxury tax. New Zealand, Italy, Nor way, Turkey and Spain have at differ

ent times introduced luxury taxes only to later repeal them. In the US, a 10 percent luxury tax was introduced in 1991 and was highlighted as further damaging an already beleaguered in dustry. “Production of $100,000-plus yachts peaked at 16,000 in 1987. But by 1990, yacht output had fallen to 9,100. In 1991, the first year of the luxury tax, it dropped to 4,300; in 1993, 4,250,” a Washington Post story at the time not ed. That tax was ended in 1993.

Mark Delaney, director of sales and marketing at KingFisher Boats in Ver non told CBC the tax will undermine a boom in boat sales that began when people were stuck at home during the COVID-19 lockdowns. He also ques tions why the tax targeted boats but not other recreational vehicles like RVs.

The National Marine Manufacturers Association (NMMA) Canada has also expressed concern about the negative im pact the luxury tax will have on boaters, dealers and small communities with boat ing focused economies. “We are ready to work with the government to find new ways to generate revenue,” said Sara An ghel, NMMA Canada CEO. “But we simply can’t support a new tax that would severely damage the boating industry, put thousands of good jobs at risk and potentially put government finances further into the red.”

The government is betting on Cana dians being willing to help each other out. During a news conference regard ing the tax Deputy Prime Minister and Finance Minister Chrystia Freeland said, “I think it is entirely reasonable to say to someone who has $100,000 to spend on a car or a plane, or $250,000 to spend on a boat, ‘You need to pay a 10 percent tax to help everybody else.’ It is great for Canadians to be prosperous. I also think that people who are doing really, really well should feel comfort able supporting everybody else.”

—Diane Selkirk

BRITISH

ANCHOR MARINE Victoria, BC 250-386-8375

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PRIME YACHT SYSTEMS INC Victoria, BC 250-896-2971

RADIO HOLLAND Vancouver, BC 604-293-2900

REEDEL MARINE SERVICES Parksville, BC 250-248-2555

ROTON INDUSTRIES Vancouver, BC 604-688-2325

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SEACOM MARINE LTD Campbell River, BC 250-286-3717

STRYKER ELECTRONICS Port Hardy, BC 250-949-8022

TOWNS MARINE SUPPLY Richmond, BC 604-277-3191

WESTERN MARINE CO Vancouver, BC 604-253-3322

New Ownership for Race Rock Yacht Services

V Business Group Inc. has announced that on Novem ber 1 it assumed the opera tions of the boatyard located at West Vancouver Marina in Fisherman’s Cove, also known as Race Rock Yacht Services. The previous boatyard owners Jani and Teresa Diener are hap py to retire after many years of whole hearted service to the boating commu nity. Their passionate contribution to

fibreglass and gelcoat repairs, fabrica tion, bottom painting, canvas making and more. SV is looking forward to meeting and welcoming existing and new customers to the Race Rock boatyard.

SV Business Group is a team based in West Vancouver Marina with a goal to promote and develop recreational boat ing in British Columbia. They started in yacht sales and have expanded into

rine infrastructure. SV Business Group is a dealer of Greenline Hybrid Yachts, the only serial production hybrid boat builder in the world. The boats are en vironmentally notable for their dieselelectric motors and solar power. SV

February 1 to 5

WESTERN CANADA’S LARGEST boat show is back at BC Place and on-the-water at Gran ville Island Maritime Market & Marina from Wednesday, February 1 to Sunday, February 5.

After a two-year hiatus, this well-loved boating event is returning. This year’s show will feature an incredible display of boats, featuring the latest in power and sail, inflatables, SUPs and more! There will be free interactive seminars and do-it-yourself workshops, as well as enter tainment for the whole family. We can’t wait to see you there!

For more information, a full seminar schedule and to purchase tickets visit vancouverboatshow.ca.

February 3 to 11

START DREAMING AND get your shopping lists ready! The Seattle Boat Show presented by Union Marine and the Port of Seattle is back from Friday, February 3 through Saturday, February 11. It’s the largest show on the West Coast with two locations: indoors at Lumen Field Event Center and on the water at the Port of Seattle’s Bell Harbor Marina.

There are three acres of the latest and greatest gadgets and gear as well as an extensive seminar selection. Twenty-five percent of this year’s semi nars are new and focusing on technology and innovation. The special seminar ticket includes multi-day admission to the show, a boatload of goodies and access to all seminars online, on demand after the show.

If that weren’t enough fun, there are wine and beer nights, a Dogs on Deck promotion and a special Kids AquaZone full of family-friendly ac tivities.

A free shuttle runs continuously between both locations. To find out more go to seattleboatshow.com.

Sacred Journey at Science World EVENTS

For thousands of years, the traditional ocean-going canoe (“glwa” in Heiltsuk) was the main means of transportation for Indigenous Peoples in the Pacific Northwest. It was essential for sustenance, transportation and for developing social and ceremonial life for the First Nations Peoples. Told by Indigenous leaders and participants of today’s canoe resurgence for the first time, Science World’s Sacred Jour ney exhibit unveils this story through the Indigenous framework of “nuyum” (traditional nar ratives) expressed through figurative art, immersive audio and extensive interac tive video projections and displays of those who have participated in a Tribal Ca noe Journey.

“Amongst the Heiltsuk Na tion and other Indigenous Peoples, the last 150 years have seen massive societal changes that have had

devastating and detrimental impacts on our people. During this time of sup pression and technology change, the ocean-going canoe, the Glwa, was al most lost. Sacred Journey allows us to share the knowledge and experience of this journey from an Indigenous point of view,” said λáλíyasila, Hereditary Chief Frank Brown, Heiltsuk Nation. In this exhibit, visitors will experi ence stunning art pieces including a monumental canvas canoe with four prominent Heiltsuk clan crests in striking colours painted by Heiltsuk artist K.C. Hall; overarching house posts and paddles to accompany the canoe, carved by Chazz Mack; and an eagle-human mask, located at the entrance to the exhibit, carved by Ian Reid. Renowned Heiltsuk/Tsimshian artist Roy Henry Vickers created a moon and salmon logo for the exhibit and a “Many hands” canoe image. The exhibition will be on display at Science World until February 20, 2023.

THE EVOLUTION PREMIUM PERFORMANCE

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MERCURY 5.7L V10 350 AND 400HP

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V10 Verado outboards shift your expectations performance feels like. They come to power, propelling you forward to sensational smooth, quiet and refined, they deliver only Verado outboards can provide.

Mercury engines are made for exploring.

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expectations of what high-horsepower to life with impressively responsive sensational top speeds. Exceptionally deliver an unrivaled driving experience

V10 Verado outboards shift your expectations of what high-horsepower performance feels like. They come to life with impressively responsive power, propelling you forward to sensational top speeds. Exceptionally smooth, quiet and refined, they deliver an unrivaled driving experience only Verado outboards can provide.

Mercury engines are made for exploring. So are you. Go Boldly.

exploring. So are you. Go Boldly.

loha! Preliminary planning for the 2024 Vic-Maui In ternational Yacht Race is underway. Interest in the Vic-Maui has been growing from rac ers around the globe—from Cannes, France to Canberra, Australia and be yond. Competitors are already prepar ing for the July 2024 race because it takes time to organize oneself, one’s boat and the crew needed to do this premier world-class ocean race. How does one prepare? Vic-Maui provides exclusive

access to race entrants to select training opportunities throughout the upcom ing 18 months, including World Sailing approved Offshore Personal Survival Courses for which registration always sells out within days. Watch the online page vicmaui.org/courses for the avail able courses.

Still curious but don’t know where to start? We have skilled mentors who have done the race at least once (some as many as 13 times!) and are ready to guide, support and coach skippers and

crew toward race readiness.

This race is best suited for those who love a challenge and an adventure, and most of all understand success comes through teamwork. If this is you, reach out to Event Chair Jim Innes of Royal Vancouver Yacht Club and get on board now! rvyc-chair@vicmaui.org

Want to ‘kick the tires?’ Vic-Maui will hold seminars by knowledgeable and skilful past racers at the Vancouver Inter national Boat Show this February. We’ll also be at the Seattle Boat Show on Feb ruary 3 at the booth of long-time spon sors and supporters Signature Yachts and CSR Marine. Come listen and bring your questions. You’ll find lots of sup port to get you into this adventure of a lifetime. vicmaui.org.

—Charlotte Gann

MARINA NEWS

Marina Expansion in Sooke Bay

Sooke Bay Marine Centre, located 55 min utes east of Victoria, has just undergone a major expansion with the addition of a new dock. With the additional dock space they now have over 60 slips available in total and can accommodate vessels up to 60 feet. They have also dredged their marine basin which allows for larger displacement vessels to use the area. The new docks are fully serviced with 30-amp electrical and are well protected with a gated entrance. There is also a 70-ton boat ramp for launching and hauling. Go to sookebaymarine.ca to learn more.

BY ROXANNE DUNN

Consider the Kernel

Bcould conquer the world, I resolved to make all my meals tasty, nutritious and enjoyable. Who was I kidding? Fortu nately, resolutions are made to be bro ken. Right?

end of a day on the water and heading off to get a bacon cheeseburger with fries is fun, easy and sure to please ev eryone on board.

Buckle up. It’s time for another trip around the sun. Just like that, all of a sudden, we have a brand-new year with a total of 1,095 meals to prepare—at least.

One bright morning last year, when the sun was shining and I felt certain I

So, I decided to make some of them tasty, nutritious and enjoyable. And when I come up with a new recipe, I want it to be quick and easy to make while we’re out cruising.

It’s not the tasty and enjoyable part that’s hard. It’s easy to make things that are fun to eat. S’mores, hot fudge sundaes, peach cobbler and cinnamon rolls come to mind. Tying up at the

Good nutrition is another matter. Even defining good nutrition is diffi cult. If you talk to 10 different people, you’ll get at least 10 opinions about the best type of diet—high protein, low protein, high fat, low fat, high carb, low carb, Mediterranean, vegetarian, vegan; to name a few. If you’re like me, your head starts to spin and you decide to keep on with the same old same old. But no excuses. I already know that

Bulgur salad—a tasty, (healthy), cruise-friendly meal

GALLEY

No-Cook or Quick-Cook Bulgur Salad

VEGETABLE OPTIONS

Prepare 4 to 6 cups of any combination of the following vegetables:

since different foods contain different nutrients, simply increasing the variety of vegetables, fruits, nuts and grains in our daily menu plan is a step toward better nutrition. I know it’s a good idea to avoid highly processed, precooked, prepackaged foods. It’s good to con sume fewer refined carbohydrates, such as white rice, bread and pasta, and eat more complex carbohydrates, such as brown or wild rice and whole-wheat.

If you’re like me, you’ve avoided cook ing grains like farro, quinoa, bulgur, barley, millet and buckwheat because you’re not sure how to use them or whether you or your family would en joy them. There’s one way to find out. This month, I’m going to get acquaint ed with three types of wheat I have rare ly used: bulgur, farro and wheat berries. Bulgur is precooked, cracked wheat kernels. Depending on the coarseness of the grind, it needs little or no cooking.

Farro is uncooked wheat kernels with the hull removed. Removing the hull takes away some of the nutrition, espe cially fibre, but it is still a good choice. It should be cooked for 15 to 30 min utes in boiling water—the same way you cook pasta.

Wheat berries are unprocessed grains of wheat. None of the nutrition has been removed, and since it has not been altered, it must be cooked and takes the longest—about an hour.

Like rice, couscous and quinoa, these wheat derivatives are best stored in airtight containers in a cool place, or if possible, in the freezer, as oxidation makes them rancid.

Because bulgur is quicker to prepare than farro or wheat berries, it’s the easi est to work into a cruising menu plan, so I’m going to start with that.

In eastern Mediterranean countries, bulgur’s nutty flavour, versatility and nutritional value have been highly regarded for centuries. Here, it’s gen erally available in three grinds: fine, medium and coarse. Fine and medium

Note: 1/4 cup dry bulgur makes approximately 3/4 cup soaked.

For six servings

INGREDIENTS

•1 1/2 cups fine or medium-grind bulgur

•1 cup water

•1/4 teaspoon salt

•1/3 cup freshly squeezed lemon juice

NO-COOK BULGUR

1. Mix salt with lemon juice and water.

2. Add the bulgur and stir.

3. Let rest at room temperature 1.5 hours or until liquids are absorbed. Stir occasionally. Add water if necessary, until it has the right “chew.”

4. Add lemon herb dressing and veg etable options (to follow).

QUICK-COOK BULGUR

1. Omit lemon juice and add 1/2 cup vegetable or chicken broth.

2. Mix ingredients.

3. Cover and simmer gently approx. 12 minutes.

4. Drain excess liquid.

5. Fluff with a fork and let cool.

6. Add lemon herb dressing and veg etable options (to follow).

•Cherry tomatoes, halved

•Cucumber, diced

•Sugar snap peas, sliced

•Carrot, coarsely grated

•Green and/or yellow wax beans, blanched and sliced

•Asparagus, blanched and sliced

•Yellow or red bell pepper, diced

•Zucchini, diced

•Scallions, thinly sliced

Lemon Herb Dressing

INGREDIENTS

•1/3 cup extra virgin olive oil

•2 tablespoons plus 2 teaspoons fresh lemon juice

•1 teaspoon lemon zest, finely grated, packed

•1/8 teaspoon salt or to taste

•15 to 20 grinds pepper or to taste

•5 to 6 tablespoons chopped fresh parsley or mixed fresh herbs

Optional

•1 small clove garlic, minced or pressed

•2 tablespoons minced shallot

METHOD

1. Toss vegetables with three tablespoons of dressing.

2. Let rest a few minutes, then stir in bulgur.

3. Taste, correct seasonings and add desired amount of dressing.

4. Garnish with toasted, slivered almonds.

grind bulgur can be prepared by soak ing it for about an hour and a half, or by simmering it briefly. On a hot day, in a cramped galley, the ability to prepare it without cooking makes it a godsend, and it’s perfect for tabbouleh and sal ads. Coarsely ground bulgur should be simmered until it is al dente and is often served warm in a pilaf.

Once soaked or cooked, bulgur begs for the addition of flavour and is ame nable to various combinations of spices and herbs, salt and sweet notes. Add

a sprightly dressing, some vegetables with a variety of colours and textures and some nutty crunch. Voilà! You have a delicious dish to set beside grilled chicken, fish, beef, lamb or pork.

Here’s my first step toward keeping at least one of my resolutions: a salad featuring fresh vegetables and my goto lemon herb dressing. Quinoa or wild rice can be substituted in this rec ipe. Cook them according to package directions and adjust the seasonings to taste.

GO BOATING

BY LIZA COPELAND

A Requisite Refresher on Buoys

Ilia, New Zealand, parts of Africa and most of Asia, when entering a harbour, marks to port are red and marks to starboard are green.

In my last article, ‘Beware the Falling Tide and Be Prepared’ (August, 2022)

I mentioned that the local aids to navi gation are made up of five buoy types: lateral, cardinal, isolated danger, spe cial and safe water marks. These help boaters navigate safely to avoid obsta cles and hazards by indicating where safe water lies. As it may be a while since you referenced them, here is a quick refresher.

LATERAL BUOYS

Lateral buoys indicate the side on which they may be safely passed. There are five types of lateral buoys: port hand, starboard hand, port bifurca tion, starboard bifurcation, fairway and isolated danger. All of these we will go over in detail.

RED RIGHT RETURNING

In 1982 the disparity of innumerable buoyage systems around the world prompted the International Associa tion of Marine Aids to Navigation and Lighthouse Authorities (IALA) to implement a standard. The result is two systems worldwide both of which use red and green marks. In region A, which consists of Europe, Austra

In region B, which includes all of North America, Central America and South America, plus the Philippines, Japan and Korea, when entering a har bour, the marks to port are green and marks to starboard are red. Here on the West Coast, RED marks are on the RIGHT side when RETURNING from seaward and heading upstream. Conversely, when leaving harbour or heading downstream the red port mark should be kept on the boat’s port (left) side and the green mark on the vessel’s starboard (right) side. Although this concept is generally

easy to follow, it also depends on your knowledge of the direction of the flood and ebb. This can be confusing when there are many channels and islands around. So a chart should always be referenced in advance, with particular attention paid around the Campbell River region where the flood and ebb tides change direction with the water flowing around the south or north end of Vancouver Island.

PORT AND STARBOARD BUOYS

Green port hand lateral buoys come in different shapes with differing fea tures. If unlit they will have a flat top (cylinder shaped). The top mark may be a single tall green cylinder. They may have letters, odd numbers and green retroreflective material. Larger pillars may have a green light (Fl) 4s or (Q) 1s. (See legend at the end of article).

Red starboard hand lateral buoys, that mark the starboard or right side of the channel or danger when heading in an upstream direction, have a pointed (conical) top if unlit. Larger red pillars can have a red light (Fl) 4s or (Q) 1s. The topmark is a single red cone, point upward (if equipped). These buoys may have letters and even numbers and red retroreflective material.

BIFURCATION BUOYS

Bifurcation buoys are part of the lat eral system and occur when a channel splits. They have red and green bands with the colour of the top band indi cating the main or preferred channel. A port bifurcation buoy (top green) indicates that the preferred or main

When did you last look at the Canadian Aids to Navigation?

Starboard Lateral Buoys

Port Lateral Buoys

channel is on the starboard (right) side of the buoy, with the buoy kept on the vessel’s port (left) side when a vessel is heading upstream. It is mostly green with one red horizontal band and if unlit, it has a flat top. Lights are green, composite group Fl(2+1) 6s or Fl(2+1) 10s. The topmark is a single green cylinder (if equipped). There may be letters but no numbers and green retroreflective material.

A starboard bifurcation buoy (top red) marks the point where a channel divides when heading in the upstream direction when the preferred (main) channel is on port (left) side of the buoy, with the buoy kept on the ves sel’s starboard (right) side. It is mostly red with one green horizontal band and may have a red light, composite group Fl(2+1) 6s or Fl(2+1) 10s unlit, it has a pointed (conical) top. The topmark is a single red cone, point upward (if equipped). It may have let ters but no numbers and red retrore flective material.

Port Bifurcation Buoy

Starboard Bifurcation Buoy

GO BOATING

FAIRWAY BUOYS

A fairway buoy indicates safe water, and all types have red and white verti cal stripes. They are used to mark land falls, channel entrances or the centre of a channel. They may be passed on ei ther side but should be kept to the port (left) when proceeding in either direc tion. They have a white light Mo(A) 6s or (LFl) 10s (if equipped) and if unlit, they may have a spherical top with a single red spherical topmark and letters but no numbers, with white retroreflec tive material.

CARDINAL AIDS

Cardinal buoys are black and yellow. They indicate the location of the saf est or deepest water by referencing the cardinal points of the compass. Like the compass, there are four cardinal buoys: north, east, south and west. They display identification letters and may have white retroreflective material. The points of the two topmark cones indicate where to find safe water. Lights are white. If unlit the cardinal buoy will normally be a spar (cylinder) shape al though other shapes may be used.

NORTH CARDINAL BUOY

the safest water exists to the south. It is coloured black and yellow in approxi mately equal areas above the waterline, the top half of the buoy is yellow and the lower half black. If present, the top mark has two black cones, one above the other, pointing downward. If it carries a light, it is a group quick flashing six plus long flash (Q(6)+LFl) 15s or group very quick flashing six plus long flash (VQ(6)+LFl) 10s.

WEST CARDINAL BUOY

ISOLATED DANGER BUOYS

An isolated danger mark buoy is used to indicate a hazard to shipping such as a submerged rock or wreck which has navigable water all around it. It is erected or moored above the hazard so vessels should keep away from the buoy—keep in mind the buoy’s move ment in a strong current. They are black in colour with one red horizontal band and have a white light, group Fl(2) 5s or group Fl(2)10s (if equipped). Oth erwise, they may have topmarks with two black spheres, one above the other, and have letters, but no numbers, and white retroreflective material.

A north cardinal buoy is located where the safest water is to the north. It is co loured black and yellow evenly distrib uted above the waterline, with the top half of the buoy black and the lower half yellow. The light is a quick flash ing (Q) 1s or very quick flashing (VQ) 5s and a topmark may have two black cones, one above the other, pointing upward.

EAST CARDINAL BUOY

An east cardinal buoy has the safest water to the east. It is coloured black with one broad yellow horizontal band and displays identification letters. A topmark may have two black cones, one above the other, base to base. If it carries a light, it will be a group quick flashing three Q(3)10s or a group very quick flashing three VQ(3) 5s

SOUTH CARDINAL BUOY

A south cardinal buoy is located so that

A west cardinal buoy is located so that the safest water exists to the west. It is coloured yellow with one broad black horizontal band. If it carries a topmark, the topmark is two black cones, one above the other, point to point. The light, if carried, is a group quick flashing nine Q(9) 15s light or a group very quick flashing nine VQ(9) 10s

BUOY LIGHTING

Here is a quick legend on buoy lighting abbreviations. These are the ones refer enced in this article, but there are more out there for other specific indications.

Fl: A flashing light.

Fl(x): A group of flashes in a period.

LFl: A long flash (generally two seconds or more).

Isolated Danger Buoys

Fairway Buoys

Cardinal Aids

Downstream

Upstream

Fl(x + y): A combo of flashes repeating. For example, Fl(2 + 1): would be a repeating pattern of two flashes followed by one in a given period.

Q: Continuous quick flashes, usually 50 to 60 a minute.

Q(x): A group of quick flashes in a period.

VQ: Continuous very quick flashes, usually 100 to 120 a minute.

VQ(x): A group of very quick flashes in a period.

Mo(x): A combo of flashes and long flashes to represent Morse code.

Mo(A): (a flash followed by a long flash in a period) is often used to show safe water.

These abbreviations are usually followed by Xs, representing the period of time in seconds in which the flash will repeat. For example, Fl(5) 15s means that the buoy will give off five flashes every 15 seconds.

AND THIS IS just the beginning! Spe cial buoys and fixed aids to navigation, such as beacons and ranges, will be cov ered in my next article.

Without knowledge of these systems, entering a harbour can not only be stressful but also dangerous. But while familiarity comes with practise it is al ways prudent to have an aids to naviga tion chart in the cockpit, found in Ca nadian Coast Guard’s quick reference guide 22 in their Aids to Navigation section.

Liza Copeland is the award-winning author of four best-selling books on cruising world wide including a recently updated edition of her and husband Andy’s how-to Cruising for Cowards. Visit her website at aboutcruising.com

BY DEANE HISLOP

Laura Bay, Broughton Island

A popular anchorage all to ourselves

It had been a few years since we last visited Laura Bay and with the weather forecast for the next couple of days calling for rain, 15 to 20 knots of wind and a day time temperature of 16º C it seemed like a suitable time to take shelter in the protection of this beautiful little anchorage. It would also provide an opportunity to do some prawning, perform some preventive main tenance and get caught up on my reading.

We departed Monday Anchorage, Tracey Island, and set a course east in Misty Passage, then wound our way through Blunden, Cramer and Raleigh passages. Transiting Burden Passage we saw a large pod of whitesided dolphins approaching. I set the rudders straight and throttles at 7.5 knots and we proceeded to watch over 100 of these enchanting mammals jumping, surf ing and playing in our wake for a mile and a half.

Our favourite anchorage is northeast of the unnamed islet.

ALTHOUGH IT WAS the last week in June, a bit early for returning salmon to show-up in the area, the VHF ra dio was all abuzz about how a few had been recently caught in Cramer Pas sage. As an avid angler, I entered a note in the log for future reference.

As we approached the anchorage we deployed two crab pots. During our visit a few years prior, we were success ful in putting two healthy portions of succulent shrimp and spot prawns on ice, and the anticipation on board was high for more of these delicious crus taceans.

LAURA BAY OFFERS two separate areas as possible anchorage sites. The first is in the mouth of Laura Bay. The area shoals quickly and is a bit exposed, but offers a beautiful view across the passage of Deep Sea Bluff and the Miriam Range.

Our preferred anchorage is to the north in the small cove formed by Broughton and Trivett islands. The cove is surrounded by forest with an unnamed islet in the centre. The islet’s crown of trees reminds us of a castle rising above a moat. Because of the limited swing room, most visitors set their anchor north of the islet and run a stern tie to Broughton Island.

This is a popular small anchorage and we hoped it would have room for us. We were delightfully sur prised to find the anchor age void of other boats—a benefit of the early season visit—and we had it all to ourselves. The anchor was set in 26 feet of water over a good sticky bottom northeast of the islet and Easy Goin’ swung lazily on the hook.

After the pots had soaked for three hours, we weighed anchor and headed out to check them with great anticipa tion. It was a bit disappointing when

1. “Castle” Islet.

White-sided dolphins playing in our wake.

A tree lies across the shallow channel between Broughton and Trivett islands.

PENPHRASE PASSAGE

LAURA BAY

we only had caught three prawns, but it didn’t discourage us, so we relocated to a promising location nearby and set the pots to soak overnight.

We returned to our private anchor age and reset the hook. I noticed the current in the cove was flowing through the anchorage from the head of the cove, regardless of the tide, so during a sun break I launched the din ghy to investigate. The water was flow ing through the shallow channel be tween Broughton and Trivett islands. We would have explored further, but there were two trees lying across the narrow channel blocking us from tak ing the dinghy through to Penphrase Passage.

Motoring back to Easy Goin’, a hum mingbird attracted to my red PFD buzzed right up to my face. We have hummingbirds at home, but it was the first time I had been eye to eye with one. It must have thought I was a large

flower. A good thing I was wearing my protective eyewear, sunglasses.

It rained on-and-off throughout the day with glorious moments of warm sunshine and the predicted wind was absent in the well protected anchor age. Late in the afternoon we were treated to a beautiful rainbow that terminated in the anchorage. Arlene asked if this was a sign that our prawn ing luck was about to change?

The following day was more of the same, overcast with intermittent rain showers. After breakfast it was time to check for our pot of gold. The haul produced a mixed limit of spot prawns and shrimp. The rainbow the day be fore must have been an indication of things to come. We refreshed the bait and retuned the pots to the bottom in hopes of a second limit.

Back in the anchorage, a young bald eagle who was perched in a tree on the islet watched us clean our catch. We

believe he was looking for a hand-out, but the tails were for us to enjoy and the heads for the crab trap.

The balance of the day was spent re laxing, doing preventive maintenance and waiting for the next pull of the pots.

Dinner was steak and potatoes pre pared on the grill and shrimp cocktails paired with one of our favourite bot tles of wine, making the perfect ending to a beautiful day.

WHE N YO U GO Chart: 3515 Nearest Marina: Echo Bay

Trivett Island

Broughton Island

Small channel blocked by tree

SEE YOU IN SEWARD

A fantastic boating town tucked into Southcentral Alaska

By Norris Comer

Regardless the bearing you cruise— from Prince William Sound to the northeast, Kenai Fjords National Park to the southwest, or from across the Gulf of Alaska to the east—Seward of Southcentral Alaska is a charming coastal town tucked in the beautiful Resurrection Bay fjord. Many of the nearly 3,000 year-round residents make their livelihoods off the water: fisher folk, professional mariners, US Coast Guard servicemembers, seafood indus try workers, marina and fuel dock op erators, ecotourism companies, marine scientists and even Olympic swimmers. Notable Seward resident Lydia Jacoby (18) won two medals (silver and gold) in women’s swimming in the 2020 To kyo Olympics.

Seward’s boat-friendly location makes it a true hub for adventure. The town is connected to Alaska Highway 9 and features a prominent Alaska Railroad station, airport and large cruise ship terminal. Seward’s population swells during the busy summer months. Buzz ing, international crowds roam the downtown drag’s restaurants and bars, souvenir shops and greenspaces, but its Seward’s deep-rooted history that brings depth to this remote place.

BOATER BASICS

Seward is one of the most beautiful boat towns in all of Alaska and the ideal launching point to explore the adjacent Kenai Fjords National Park. I’ve had the pleasure of doing so a few times. It’s a region of the world full of natural wonder and amazing remote anchor

Rages, incredible calving glaciers, feeding whales, raucous seabird rookeries and more. In my estimation, the most fortu nate people alive are those at the helm of a Seward-based boat with a whole summer of cruising ahead of them.

The town is also ideal from a cruising support standpoint with grocery stores, marine suppliers, boatyards and pretty much whatever else you may need. A big bonus is that Seward is connected to greater civilization by road, train and airplane, whereas many similar com munities are not.

But getting to Seward by boat is no simple matter. Located hundreds of miles across the wild Gulf of Alaska from the relative shelter of the Inside Passage, Seward is a goal for true blue water cruisers (unless your noble vessel rides upon a trailer). One could write an entire article with multiple inter views on the ins and outs of crossing the Gulf of Alaska, but suffice it to say that a crossing is a major nautical feat and not to be taken lightly.

As far as Seward itself, the large and centrally located Seward Boat Harbor is your moorage target. The entrance to this public marina is straightfor ward although it can be busy with fish ing charters and tour boats zipping in and out. This full-service marina caters to commercial, recreational and mili tary boats with slips aplenty and sidetie dock space complete with pumpout station, power, restrooms, laundry and fuel docks. A full-service boatyard is also available with 50 and 330-ton boat lifts.

Even during ideal summer weather, a Seward-based boater is operating in the rugged North Pacific. Outside of Res urrection Bay, the breathtaking fjords make landfall an adventure and once ashore you’re on your own. Boaters should be confident in their ability to handle unexpected 50-knot winds and self-sufficiency is a must. Fortunately, there are many moorages if shelter is

needed. I’d strongly recommend identifying specific moorages along your planned cruising routes as Plan Bs for when unexpected weather rolls in.

Local knowledge is priceless in remote areas and buying a local salt a beer at the Breeze Inn—a locals-focused bar near the marina—is highly recommended. Don’t be too pushy though, as for some locals their hard-earned knowledge is not for sharing. But if you pick up the tab and they like you, the odds tend to lean in your favour. As far as my knowledge as a non-local goes, note that rounding exposed Cape Aialik to the southwest is a part of a boater’s journey from Seward to Kenai Fjords National Park. Snotty weather at the Cape is quite often the most harrowing part of such a transit— proceed mindfully.

WALKING AROUND THE TOWN

Part of what makes Seward so great is that a lot of the fun is close at hand and easy to get to. Downtown proper is about a kilometre from the marina and it is a nice walk. During summer, there is a shuttle service between the train station and downtown about every 20 minutes.

For the lovers of ocean life, the Alaska SeaLife Center is a worthy sight. The centre is a combination of an edu cational aquarium, marine research laboratory and wildlife rehabilitation organization with tons of interesting information. It’s all possible thanks to a partnership with the adjacent Uni versity of Alaska Fairbanks—Seward Marine Center. Here you’ll rub elbows with shiny-eyed graduate students in waders releasing sleeper sharks into re habilitation tanks.

1. A hiker at the iconic Exit Glacier.

2. Cruising in Kenai Fjords National Park.

3. A boardwalk with shops and restaurants lines the small boat harbour in Seward.

4. The main underwater tanks at the Alaska SeaLife Center.

1. Galyna Andrushko; 2. Craig Wolfrom; 3. Scott Bateman/Dreamstime.com; 4. Norris Comer

A casual walk is my recommended method to enjoy downtown Seward. Lazily connecting the dots between historic markers and the many painted murals adds a bit of structure to your stroll. Naturally, there is a William H. Seward Monument to honour the man who made Alaska part of the US, and it can be found at the intersection of Ad ams Street and 4th Avenue. Mile 0 of the Iditarod is on the south waterfront of downtown near the Alaska SeaLife Center and a Centennial Statue that commemorates the historic trail’s blaz ers, both human and canine.

A big draw of Seward is the people. During the summer there’s usually events or live music to be found around town. I remember lounging in the Yu kon Bar one Thursday night, minding my own business with my whiskey, when suddenly 50 young kayak guides in Hawaiian shirts invaded the place as DJ Handkerchief set up his spin table to throw down the beats. I left several hours later grinning ear-to-ear.

Seward hosts Opening Day festivities, the Seward Mermaid Festival (a hardy lot those Alaskan mermaids), fishing derbies and more. The most iconic of these annual events is probably the Mount Marathon Race. Held during Fourth of July festivities, gluttons for punishment race up and down Mount Marathon, which towers over town. If you get caught up in this event, don’t be surprised if you see dirt, mud, shale and blood. The prevailing cavalier attitude is that if you make it out of the Mount Marathon Race unscathed you should have tried harder.

FOOD SITUATION

The food and drink situation of Seward is excellent. The influx of business from the summer visitors probably helps sus tain the vibrant hospitality scene.

Alaskans are like their Pacific North west neighbours in their love of craft beer and strong coffee. The Seward Brewing Company is a standout local institution with a varied menu and in teresting house brews to try. The nearby

Yukon Bar and Seward Alehouse have more of a local pool table dive flair, but can you really say you visited Seward without at least peeking in? For cof fee, the Resurrect Art Coffee House is a must. This cosy, high quality café features comfy home-style seating and local art for sale.

Another quintessen tial Seward establish ment is the Flamingo Lounge (previously Thorn’s Showcase Lounge), a promi nent bar and restau rant with endearingly garish vintage inte rior styling across the street from Yukon Bar. This place is famous for its Bucket of Butts—essentially a pile of delicious fried halibut (“butt”).

Most other cuisines are represented in town in some delicious form: Thai (Woody’s Thai Kitchen, very good!) and Greek (Apollo Restaurant) being the standouts. Chinooks Seafood & Grill is an upscale on-the-water seafood option right by the marina. It’s a bit of a distance from town, but the Goliath Bar & Grill housed within the Resur rection Roadhouse is a great place to grab a steak on a special occasion if you can figure out how to get a lift out there. Be sure to check before heading out as many of these restaurants are seasonal or have irregular schedules.

The Pacific Mills Pulp and Paper Plant, 1941.

THE GREAT OUTDOORS

Seward is a great town, but what makes it world class is the raw nature in which it is set. The aforementioned Mount Marathon features a steep butt kicker of a trail with great views at the top. The trailhead is not far from downtown, similar to the Lowell Canyon Trailhead. The Lowell Creek Waterfall is a large waterfall thundering just south of the Alaska SeaLife Center and worth a look.

If budgets allow, there is no end to the kayak tours, fishing charters, sea plane adventures and dog sledding ex periences. I worked with the company

Seward

North Pacific Expeditions last summer and they offer upscale, incredible four and five-day trips into Kenai Fjords Na tional Park out of Seward. All of these come down to personal preference, time constraints, budgets and planning. The number of companies is too staggering to list here, but a google search will show you a number of options.

A great natural area near town is the Exit Glacier trail system. These trails cater to all athletic levels and lead to and around Exit Glacier and the Harding Ice Field above. Heads up, when I last tried in June most of the Harding Ice Field trail was snowed in and stopped me. I also stumbled upon a large moose that startled the bejesus out of me. It’s about 19 kilometres out of town, but you can arrange a ride with Exit Glacier Shuttle as I did if you’re without a car. You’ll note a lot of posted information about how far Exit Glacier has retreated over the last few decades. A painted mural titled Remembering Exit Glacier (2007) honours the dying ice giant’s once vast extent down the valley—a sight locals over 50 years old recall vividly.

Seward is beyond the range of all but the most adventurous boaters (unless you put the boat on a trailer and drive north—an adventure in itself) but if you get the chance to cruise here you will find a lively and friendly commu nity and stunning natural beauty.

When You Go

Seward Boat Harbor monitors VHF Channel 17. Office hours are 08:00 to 17:00, Monday through Saturday with sum mer hours being all week. Phone: 907-224-3138.

More info is available online at cityofseward.us.

Exploring Kenai Fjords National Park.

By Len Sherman

The skipper with his vessel.

years ago, Winston Bushnell (skipper), George Hone (first mate) and I (artist/ writer) sailed the Northwest Pas sage aboard Dove III. Winston was a well-seasoned mariner, having sailed around the world during the ‘70s with his family aboard the small sailboat, Dove, which was rolled over off South Africa by a 60-foot wave. George was an experienced sailor. Although I was living on a 42-foot ketch, Dreamer II, I was still a novice. Winston built Dove III (Brent Swain design) spe cifically for sailing the Northwest Passage. Only 27 feet long, she was made of steel and had a shallow draft, which would enable her to battle the remorseless ice while tightly hugging the shore.

Winston’s first plan was to sail the Northwest Passage with only one crewmember. I’m not sure why he de cided to take on more crew, especially someone like me, but maybe it’s like he said, “At least you won’t mutiny.” I think that sums it up best.

On May 8, 1995, Dove III left Na naimo, BC in her wake. I remember wondering if we would ever return. As we sailed up the inside passage to Prince Rupert, except for an occasion al squall, the going was very pleasant and relaxing.

AFTER LEAVING PRINCE Rupert, we were soon sailing past Tow Hill on Haida Gwaii, which brought back fond memories of camping at its base. Once land had completely disap peared and only sea and sky remained, the wind reached gale force velocity and the ocean went berserk! Although the boat pitched about like a drunken sailor for a few days, she handled the storm well, which gave me added con fidence as we headed farther and far ther north.

A R C T I C O C E A N

Aleutian Islands

The Aleutian Islands seemed dark and foreboding until we reached the first of several designated destina tions, Dutch Harbor. After being at sea for almost three weeks, it felt great to get in touch with our loved ones back home. We stayed longer than we wanted due to a violent gale blowing across the Bering Sea. Anxious to be on our way, we set sail with high hopes that the wind would die down, but it did just the opposite—it blew harder. We were forced to heave-to in two to

six-metre seas. The fierceness of the storm blew us off course and we drift ed toward the Pribilof Islands. I hadn’t really been worried about our safety until a concerned looking Winston ex claimed before my turn at the wheel, “Keep your eyes peeled Lenny! One of those waves could roll us over!”

A few thoughts crossed my mind: How long would the ferocious weather last? How long before a rogue wave the size of a semi knocked us over? How long would we survive if we lost the boat?

Nanaimo

Haida Gwaii

Dutch Harbor

Pribilof Is. Nunivak Is.

BERING SEA

Nome

Point Hope Shishmaref

Cape Lisburne

Kasegaluk Lagoon

Akoliakatat Pass

Utqiaġvik

Prudhoe Bay Herschel Is. Tuktoyaktuk

ANCHORAGE GULF OF ALASKA

BAY

BAFFINISLAND

DAVIS STRAI

west” town. Nome was established during a gold rush around 1901. After a few days on land, we headed toward the ice pack and two days later, after crossing the Arctic Circle, we were in the thick of it! Cutting our way through the ice was a little unnerving and we were soon forced to retreat to the village of Shishmaref, located on tiny, banana-shaped Sarichef Island.

Two days later, after the wind and the sea had calmed down considerably, we were back on course and finally dropped the hook in a quiet little bay off Nunivak Island. Now, halfway across the Bering Sea, we were grateful for a few moments of tranquility after that tremendous storm.

I WAS REALLY looking forward to our next destination: Nome, Alaska. En tering the little port was a little tricky (only 1.5 metres at the entrance) but

Winston, with a little advice from the US Coast Guard vessel, Storis, soon had us safely inside the protected moorage and tied to a small dock.

While waiting for the ice to break, I enjoyed strolling around Nome, pho tographing and videoing the sights, which looked much like an old “wild

TWHEN WE MANAGED to reach Point Hope the next day, the first of many curious Inuit hunters arrived. They told us the sea was free of ice all the way to Cape Lisburne. Upon arrival at the US DEW Line aircraft base, established during the Second World War, we were greeted by the overseer. The overseer treated us, like many of the people we met, to a great meal and much needed showers. Our short stay was a little unsettling because only a tiny stream kept the approaching ice away from the hull. When a sudden squall roared in over the mountains and blew the ice away, we left in a hurry. Hoping to es cape its fury, we tucked into Thetis Creek, which almost ended our voyage. The river was very shallow, and we were almost swept onto a sandbar.

Manoeuvring through tight leads (long, narrow gaps in the ice) can be very tricky because they could abruptly end or suddenly snap shut. We took turns up in the ratlines, point ing out the way. And, as luck would have it, we came to a dead end and were forced to tie to a large chunk of ice. When the lead reopened, we almost made it to Kasegaluk Lagoon, before being stopped once again. It seemed

Nautical Miles

Arctic Circle

Cambridge Bay

Jenny Lind Is. Gjoa Haven

Bellot Strait

Pond Inlet

Clyde River

Pangnirtung

HUDSON

like I’d just crawled into my sleeping bag when Winston hollered, “Time to go boys! A little gust of wind just blew the ice out! Let’s try to get into the la goon before it closes in again!”

It was a good call on Winston’s part because the ice blew in with a ven geance and stacked up on the shore about three to four metres high. If we had stayed, little Dove III would have been knocked over and possibly crushed—a tragic end to our voyage. Over the next few days, we played cat and mouse with the ice, ducking in and out of Kasegaluk Lagoon.

July 8, two months after leaving Na naimo, we reached Akoliakatat Pass, another cut leading into the seemingly endless lagoon. Surrounded by swirl

ing ice at the entrance, George at the bow with a pike pole, I yelled down from the ratlines to Winston at the helm, “Give’er!”

Winston opened the throttle as two huge ice floes rapidly closed our nar row gap to safety. We didn’t quite make it! When the bow rose out of the water and the boat heeled over on its side, I wrapped both arms around the mast and held on for dear life! Fortu nately, the boat slid across the ice and soon righted itself. Even though we were inside the lagoon, it took some time to escape the ice that was flowing in right behind us.

WHEN WE FINALLY bashed through the ice to the bustling town of Bar

row (now known as Utqiaġ vik), we were greeted by a sign: BEWARE OF POLAR BEARS. After picking up some provisions, we set sail for our last American port, Prudhoe Bay. Upon arrival, we weren’t allowed to go ashore, but they did give us enough fuel to reach Herschel Island, Yukon. It felt great to set foot in Canada again and explore the old abandoned whaling station, which had been turned into a tourist museum. As I tromped about the island, I discov ered an old cemetery. Over many win ters, the frost heaves had pushed up a casket and I could see the skull and some bones of a person simply named John—the name had been carved into an old, weathered cross.

Toasting King Neptune and staying warm in the cabin of Dove III.

The sea was relatively ice free by the time we reached Tuktoyaktuk and while there, I met some fellow artists who were carving soapstone sculptures. It would have been nice to stay longer, but speed was a priority if we were to get through the Northwest Passage before winter arrived.

Upon arrival at Cambridge Bay, a friend of Winston’s, Chris Strube took us flying in his small plane to check out the ice conditions. The flight was quite exciting, especially when the plane suddenly swooped down over a herd of muskox. Because the ice had yet to break further east, we stayed for five days.

After motoring by Jenny Lind Island, another abandoned DEW Line sta tion, we were forced to motor back. I had a lot of fun exploring the empty buildings and going inside the enor mous parabolic aerial. Unfortunately, while climbing into the dinghy to row back to the boat, I had a misstep, which sent my video camera sliding across the back seat and into the sea! Like losing a lover, it almost broke my heart.

HEADING TOWARDS GJOA Haven, we were surprised by the lack of ice; it seemed to have mysteriously van ished! Once there, I met a renowned Inuit sculptor, Judas Ullulaq. Since he couldn’t speak English, his grandson translated our conversation and I was amazed that he was more interested in showing me his freezer full of frozen fish than talking about his art—such a humble man—a joy to meet.

Shortly after leaving Gjoa Haven we met up with the Croatian Tern, with Mladen Sutej at the helm. We rafted together and learned that they were planning to circumnavigate North and South America, which they even tually did. We were a little worried as we neared the infamous Bellot Strait located at the northern most tip of mainland North America. We mo tored through the narrow passage dur ing slack tide and big bad Bellot Strait

(which runs eight to nine knots and can change direction at any time) was on its best behaviour, so we didn’t have any problems.

ON AUGUST 20, while Dove III sliced through a skim of ice, the realization that winter would soon be arriving began to sink in. And to top it off, we were introduced to a northwest erly full-blown gale reminiscent of the Bering Sea. When we finally reached Pond Inlet, the wind was blowing so hard, we had to bypass it in favour of Albert Harbour. When we were able to return to Pond Inlet, we anchored near a massive iceberg. When the berg began breaking up huge chunks of ice drifted toward our little boat—it was time to leave!

It was a long haul down Davis Strait to Labrador and when the wind

coating of ice when we left two days later. Winter pursued us like a hungry polar bear.

As we continued down Davis Strait, between the fog and stormy condi tions, the situation became more per ilous. Although 80 kilometres out of our way, Winston decided to head for Pangnirtung. Hoping for calmer weather when we returned to Davis Strait, we were instead greeted with the tail end of a hurricane, and with waves occasionally breaking over the entire boat, Winston decided to head back to Pangnirtung and leave Dove III there until spring.

While spending three days win terizing Dove III, we became good friends with Roy Bowket and his Inuit wife Annie. They were won derful hosts who not only gave us an apartment to stay in, but also treated us to some great meals.

I remember, after skid ding Dove III ashore and securely tarping her, I looked back over my shoulder as we left and felt a touch of mel ancholy leaving behind my refuge from so many storms.

picked up (combined with thick fog) the going became very dangerous, es pecially during the night. An iceberg could suddenly pop out of nowhere at any moment! Forced to tuck in at Clyde River, Baffin Island, we made friends with the local RCMP officer Jerry Smith and his wife Sandy who fixed us mouth-watering Belgian waf fles. The boat was covered with a thin

I RECENTLY SAW a photo of Dove III, and after 25 years, she’s look ing just about as beat up and old as me. Winston built another boat and at age 82 is still sailing around the BC Coast in the summers. George just remarried and is planning to get another boat. And me, never much of a sailor, I still have my dinghy from when I lived aboard Dreamer II. Maybe I’ll rig a sail on her and cruise around the nearby lake come summer. If I wait till the lake starts to freeze over, I can shut my eyes and imagine I’m once again aboard Dove III as she crunches through the ice of the Northwest Passage.

PISCES VI

Touring this locally designed submarine reveals small spaces and big technology

By Jonn Braman

About half the folks I’ve spoken to about this were quite excited at the prospect. The other half had quite an opposite reaction. Does yours change if I mention there is no toilet on board?

THE PISCES SERIES, 11 in all, were designed—and many of them built— in Vancouver, BC, as deep-sea sub

mersibles. One of them returned to Vancouver to finish a major refit and certification—the Pisces VI. We spot ted it at the boatyard we frequent and were invited on an impromptu tour with Carl Boyer, the diver technician, and Scott Waters, the owner and proj ect manager. It’s quite the amazing ocean-going vessel.

While most of the Pisces were built in Vancouver, the Pisces VI was built in Europe and has stronger, more per fect spheres than earlier versions. This characteristic means it has a deep dive rating of 8,300 feet (2,500 metres), though its normal operating depth is a mere 7,155 feet (2,180 metres).

The human-carrying part of the sub is the big, white, steel sphere at the front. The rest of the vessel supports that ball. There’s a frame, with heavy oil-filled steel legs on skids, designed to hold the 18,500-pound weight on dry land, and to lift it in and out of the ocean. Two other smaller spheres, one at the front top and one aft, are the ballast tanks, containing a ratio

The conning tower and entry hatch.

controls. Note the three portholes below.

of water and air to allow the vessel to float or sink. Neutral buoyancy is the goal—going up, down and sideways is the job of four 315-pound force elec tric thrusters.

On top of the deck, painted highvis orange, is the removable conning tower, which protects the entrance hatch, and creates a relatively dry space for the pilot to steer the vessel on the surface. The hatch is extremely heavy, requiring a large spring to help lift it open. The tapered and milled surface of both the hatch and the sphere opening are perfectly shaped for a very tight seal. No one wants wa ter inside!

Under the fibreglass deck and cowl ings are several thousand pounds of

foam blocks that help keep the top side always facing up and to counter the weight of the submersible in the water. These are very special glass bead and epoxy foam blocks that won’t collapse at depth, so like almost everything else on the vessel they are very expensive. The many blocks also enable the submarine to be reconfig ured for different missions.

Between the skids is a large redun dant battery pack filled with mineral oil (so it doesn’t collapse at depth). A second battery power supply is the seat for the pilot inside the sphere. As much as possible is located on the outside frame including the air tanks, plumbing and wiring. On the front bottom there’s a carriage that can sup

port whatever equipment is needed for the expedition: a sample basket, grappler, cameras and lights. It’s de signed to be versatile.

PISCES VI IS a privately-owned sub mersible, not a purpose-built scien tific research, rescue or industrial vessel. It can easily be reconfigured; whether that’s for research, film, re covery, commercial work or deep-sea tourism. Yes, you can take a ride to the bottom of the ocean, along with two of your closest friends, and a very ex perienced pilot.

I got to climb inside for a look around. At 6'4" and 240 pounds I was a little apprehensive about fitting, but I was very surprised by the space

The

inside! Cosy, but not as cramped as I would have thought, though after 12 hours I might change my mind. In the centre at the bottom is a stool, the nor mal pilot position. On either side there is a bench for semi-prone seating. Each of these three positions have a six-inch (150-millimetre), window. The glass

is tapered so outside they measure 14 inches (350 millimetres) across. Above that are three large computer screens and one human interface systems con trol screen. Around the walls are an impressive array of organized electron ics and wiring (it might appear a little untidy, but this is due to the refit and

testing that was underway).

The ladder to get down in the sphere can be removed to allow the pilot to sit at the back on the secondary battery bank and run the vessel using the ex ternal cameras and sensors, while three passengers lounge in relative comfort gazing out the windows at all manner

Top: The three portholes as seen from the outside. Above: The partly exposed Pisces VI

of strange and exotic sea creatures. Of course it is very dark at depth, unless someone turns on the outside lights!

THE TECHNOLOGY IS amazing with state-of-the-art electronic controls and sensors, and several layers of redun dancy. For air supply, two carbon di oxide scrubbers operate on either side of the pilot with oxygen tanks below them. There’s a passive back-up CO2 absorber and individual full-face mask rebreathers for further redundancy.

Sub-to-surface communication is wireless, using a standard VHF radio while at the surface (the same model we have on our sailboat) and a trans ducer radio operating at 27 kHz while underwater. This is similar to the technology used for depth sounders

(our boat has a 50 kHz and a 200 kHz frequency sounder), but with transla tion tech to convert voice to ping and back to voice in both directions. This instrument can also be used downward to gauge the depth to the bottom dur ing descent.

Under the pilot’s feet is a hatch to the bilge where the mascot rat lives (a stuffed one) and a special stainless steel winch handle. This can be connected to a screw through the bottom of the vessel to release a 400-pound (180-kilogram) lead weight for emer gency surfacing. It’s doubtful this will be needed, given the many redundant systems on board, but I’m sure we all agree a low-tech emergency plan is always a good idea at sea.

Among the many upgrades done to

Pisces VI was to trim the exterior size to enable it to fit into a standard 20foot shipping container. Along with a second identical container that holds a well-equipped workshop and parts supply, the vessel can be easily trans ported anywhere in the world. After the refit and insurance certification was complete Pisces VI was shipped to Spain and then on to the Canary Is lands for expeditions there. It will then be loaded on a research ship and taken to the Antarctic for a ‘summer’ of sci entific data collection.

KEEP AN EYE on their website, it may turn up in a tourist destination you fre quent allowing you to fill one of your bucket-list check boxes! piscessub.com

Marlinspike Seamanship

Part Two: The essential knots and how to tie them

By Martyn Clark

LAST MONTH, WE were introduced to the terminology of ropework and the world of knots. This time we will look at the essential knots, how to make them and how to avoid some of the pitfalls into which even old salts sometimes fall.

As a quick refresher, we learned that knots can be used as a sort of umbrella word for the specific members of the family which are in four distinct groups:

Knots: (both “loop” and “knob” knots) that are gener ally made in the end of a rope. Hitches: that are used to fasten rope to objects. Bends: that fasten two ropes together. Splices: that put in permanent loops, join two ropes per manently or form a grommet or rope circle.

Remember there are exceptions all over the place, just to make life for us boaters as exciting as possible!

The Bowline on the Bight

The day will come when you want to make a knot in the middle of a length of line (especially on a long rope). Here’s the time to use the bowline on the bight. Note that it’s started like a regular bowline except you are employing both parts of the rope because you have doubled up the line to form the bight. The real difference is in completing the knot by looping the end over the whole works as shown.

The Bowline Knot

As said last time, the bowline is probably the most useful knot you will ever use. Why? Because it is quickly tied, doesn’t slip and can easily be untied even after severe strains have been imposed upon it.

Look closely at the illustration. The working end of the rope (remember the definitions from last time) comes up through the “bight” or loop, goes up the standing part of the rope on the “right” side, around the back and down on the “left” side and back into the loop.

Now here’s a tip even some old timers don’t know: There are actually two ways to tie the bowline. The one described above is the right-handed bowline. If you tie the knot with the “working end” going up the other side of the standing part, you’ll have the left-handed bowline which is an inferior knot.

The Figure of Eight Knot

Simple to tie, the figure-eight will pre vent the ends of sheets and halyards running through blocks or fairleads and going adrift.

Like the figure-eight the overhand is also a stopper knot but inferior for two reasons: it doesn`t have the bulk of the former (which is what stopper knots need) and after some strain can be difficult to untie.

The most common of hitches, the clove hitch is easy to tie as illustrated and is best employed on a cylindrical object such as a piling or stanchion. Beware, the clove hitch is likely to fail if:

• Subject to intermittent strain.

• Secured to a square or rectangularshaped object.

It is commonly used to hitch fenders to stanchions with the weight of the “bumpers” exerting the constant pull the clove hitch requires to stay put. Nevertheless, expe rienced mariners will take an extra single hitch around the standing part to “lock” the clove hitch. Another trick employed by fishermen using three-strand line is to tuck the loose end of the line back between two strands of the standing part

Not so common is the rolling hitch, but when it comes time to secure a line to a mast, light line to a shroud or stay (wire rigging) or tying a lifeline when aloft in a bosun’s chair, this is the knot to use.

Remember that this hitch needs to be set up snug before putting a load on it. Its best feature is that it can be slid up or down with one hand to any required position on the mast or spar and will set up securely as soon as a load is imposed in the direction indicated.

The most commonly used knot for tying two ropes together, even ropes of different diameters, is the sheet bend. For better se curity a second hitch or turn can be added in the lighter of the two different lines (a double sheet bend).

Look closely at the illustration. Both of the working ends emerge in the same sides of the standing parts. I`ve seen many socalled sheet bends tied with the working ends finishing up on opposing sides. Can some reader enlighten me as to what this knot is called, if anything? I suspect it is a cousin of the left-handed bowline and not as secure as the proper sheet bend

The Eye Splice

Difficult, if not impossible, to make in well-used braided line, the eye splice is simpler than it looks in three-strand rope.

The trick is getting the first three tucks in properly (especially the third one). Some boaters like to use a marlinspike to pry the strands apart, some just use their fingers. Practice with 3/8-inch diameter rope that doesn’t unravel easily. Put masking tape on the three strands and unravel them about six to eight inches and put another piece of tape firmly around the entire rope so it doesn’t continue to unravel.

Look at Figure 1 closely: the stand ing part leads away to the left; the working part is to your right with the three strands forming a centre strand, a left-hand strand and a right-hand strand. Always tuck the centre strand first. Then the left-hand strand

which will go over the strand in the standing part (under which you have just tucked the centre strand) and under the one to its left. Now the only real trick is turning the splice around so that the remaining strand in the working part goes over and under the remaining strand in the standing part

After that it is simply a matter of starting again and tucking each strand in the same direction over the strand ahead and under the one two ahead.

Tuck each strand at least five times, ensuring that they’re all equally tightly pulled up. A quick taper is made by cutting one strand, tucking the next two then cutting the second strand and tucking and cutting the final strand.

Roll the splice underfoot and don’t cut the strands too close to the standing part. Use a match or lighter to seal the strands once they’re cut.

The Clove Hitch

The Rolling Hitch

The Sheet Bend

I told you bends tie two ropes together? Sorry! This bend ties a rope to an anchor and since we all have a second anchor tucked away aboard somewhere that we are going to need one day, this bend needs memorizing. (It is also a good knot to secure your dinghy to a ring ashore.)

Hint: If your anchor doesn’t have a ring use an oversized shackle so you can make the two turns illustrated. If this bend will be in use for a long time, finish off with a bow line rather than the last hitch as shown.

Next time we look at coiling and belay ing (where most mistakes are made) and how to avoid the enemy of every boater: chafe.

We make getting out of boat ownership a breeze.

We make getting out of boat ownership a breeze.

Donate your boat in support of our local community of sailors with disabilities and receive a tax receipt for its full market value.

Donate your boat in support of our local community of sailors with disabilities and receive a tax receipt for its full market value.

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All boat sale proceeds directly support the Adaptive Sailing Association of BC

All boat sale proceeds directly support the Adaptive Sailing Association of BC

The Fisherman’s or Anchor Bend

TACK

This year’s RTC featured some wonderful downwind sailing! (Invictus leads the fleet on Saturday).

BY ALEX FOX

San Juan Convergence

Round the County 2022

my own 2022 race experiences.

The Round the County (RTC) race is a yearly migration of keelboat racers from all around our sailing region for a unique adventure race. For those who might not know, RTC is a two-day, two-stage competition, sailing around the San Juan Islands of San Juan Coun ty. This month I’d like to share some of

TI refer to RTC as an adventure race, because it’s much more than just show ing up at the start line and racing be tween Point A and Point B. It’s a plan ning, logistics and time commitment exercise that includes delivering the boat to and from the race, assembling crew and organizing food and accom modation for three or possibly four days. It’s a gathering of boats from the US and Canada, a coming together or a reunion in many cases of racers from Puget Sound, Anacortes, Bellingham, Vancouver, Vancouver Island and plac es farther afield. I believe this Orcas Island Yacht Club race was first run in

2000 and continues to this day, led by organizer and long-time participant Betsy Wareham. Interest and entry numbers seem to keep growing every year, which is quite something consid ering the time of year and uncertainty of the weather. Sailboat racers are a hearty bunch though, and the RTC appeal and draw are undeniable.

MY RIDE THIS year, only my sixth RTC, was aboard my good friend Vern Lhotsky’s Dufour 34, Invictus. We would sail with a crew of five. Our adventure began with a noon Friday boat call, at Port Sidney Marina. A sunny, but chilly three-hour motor-

sail to Friday Harbor, where we’d stay the first night. We cleared customs en route via video call—very simple and civilized. I hadn’t been to Friday Har bor since 2019, and it was a bit sad to see the entire Herb’s Tavern block gone, as the result of a fire, but good to see a few new buildings had sprung up along the waterfront. Provisioning for the race was job number one, and we immediately ran into friend and fellow Victoria sailor Kirk Palmer, also over for the race on his J-120, Light Scout. Our shopping list was simple: buns, wraps, cheese, cold cuts, a few staples, some beverages, plus some meat for the Saturday night barbecue at the end of leg one in Roche Harbor—a burger a beer and bed. Then a 05:00 wake up call for a 05:30 departure.

The two-hour motor in the dark, passing between Orcas and Lopez is lands is a nice way to begin any day, meeting up with a stream of our com petitors coming out of West Sound, where Orcas Island Yacht Club is lo cated. Transiting one final narrow pass, we were greeted by the sunrise and the rest of the fleet, most coming from Anacortes. A San Juan convergence of 117 vessels. Updated forecast was for a light northerly and sunshine. As we rigged up and sussed out the start area, we discovered surprise number one. Vern exclaimed, “Take the helm, some thing doesn’t look right.” A trip up to the bow revealed that the headsail in the yellow bag was not the #1 genoa, but instead the #3. A well considered decision to leave the heavy air sails at home had gone slightly sideways. Vern was angry with himself, but it was an honest mistake, and as an old friend once said, “You gotta dance with what ya brung.” We all kind of shrugged it off, the wind was already building, and it looked like a nice downwind leg ahead!

THIS YEAR’S RACE was clockwise, and we had a cracker of a start just down from the committee boat, alongside

Ben Braden and crew on the 30-footer 6 Feet More. We traded gybes for quite some time, and what a wonderful sight, to look back at 100 spinnakers chasing us down! As we approached the south end of Lopez, the fleet had compressed, and we found ourselves surrounded by TP52s, Farr 40s and 30-foot sport boats. The game quickly changed to preserving clear air the best we could. We held our own but got a little too far inshore approaching the bottleneck at a day marker, which ev ery boat had to leave to starboard. We came through relatively unscathed but at this point the wind was getting very patchy. Small bands of pressure would touch down on the glassy surface, then disappear just as quickly. Boats were leap frogging each other and the

foredeck crews were kept busy chang ing from spinnaker, code zero, genoa, jib—then back again. Our team of Kyle and Becky did a fantastic job!

The ebb was well established by this time and the new puzzle was to figure out the fast lane through it all. Some of the faster boats had been lured farther offshore, led by the TP52, Glory. As the wind went forward, we struggled to find speed with our #3 but we no ticed the group up ahead seemed to be getting flushed right to left with the current. Seeing what looked like more pressure to the right, it was an easy de cision for us to roll the dice a bit, tack ing over for another big bite inshore. It was a lonely move with only a few boats taking the chance, including a navy blue Beneteau 36.7 leading the way.

The breeze reached them first and soon we too were in much better pres sure and even able to crack off a bit, paralleling the shore and rolling over the pack of boats now to leeward. It’s better to be lucky, so the saying goes. Soon we were able to deploy the code zero in nice close reaching pressure… Who needs a genoa anyway?

One of the best things about RTC is that you get to see the whole fleet and indeed cross paths with most every boat at one time or another. In these fickle conditions, the faster boats were struggling too, and that buoyed our spirits. The final miles, on day one, found the fleet short tacking the shore all the way to the finish line out side of Roche Harbor. We laboured in the dying breeze, nervously checking our watches. We managed to ghost

over the line with 30 minutes to spare. Some 45 boats weren’t quite so lucky. We lived to fight another day.

THE EVENING AT Roche is always fun, catching up with old friends, sharing tales from the day. After the barbecue, a few drinks and lots of laughter (sailors like to laugh), the or ganizers wisely shut the party down. For most that’s a hint that there’s an other full day of racing ahead. Sunday dawned overcast and a little cooler. There was enough breeze for us to be powered up with the #3 and we held our own coming off the line with our fleet and the leading group of J-105s. We had one long starboard tack be fore we were able to tack onto port, leading our group up Boundary Pass toward Patos Island. As the wind pre

dictably lightened, we looked back to the jib trimming lessons from day one. One technique of in-hauling the clew with the lazy sheet proved very effective. It was nonetheless a very narrow groove, with Becky and Suze constantly on the jib trim, using the distance inside the spreader end as the primary gauge. With this trim, our speed was pretty good. This was a great experiment and I wish I’d taken a few photos of the sail. I’ll save that for another article. The larger boats were soon up with us again.

Now, keeping clear lanes, maintain ing speed and connecting the dots were the priority. Jeremy Hill, who sailed on ORC winning Longboard, described these conditions as a full court press, heads on swivels look ing for new wind and changing gears

PHOTO: DANIEL JONSSON

constantly. Ultimately there was one major shift to the northwest, bringing the trailing boats up from behind es pecially those who worked more to the Saturna Island side. The lead we had on our division was gone. In fact, five or six had sailed around us in the fill ing pressure. Fetching the lighthouse at the north end of Patos, the ebb cur rent had really kicked in. We suffered with the cracked off jib and were freed just enough to opt for the code zero’s extra power. Initially, this seemed like a good move, but the wind headed, forcing us back to the jib. We only just squeaked around, aided by a last second back eddy up and around the rocks. Yikes! We were again looking at a whole bunch of spinnakers, but this time from the wrong side… The chase was on!

THE LEG TO the finish was a glorious spinnaker run in company with 6 Feet More, a gaggle of 105s and the two pesky Santa Cruz 27s who led our division by a sizable margin after day one. There were also a few larger boats around. Boundary had been even less kind to them. The pressure increased to 12 to 14 knots as we ran south to ward the finish. Many racers will have witnessed and experienced the tricky finish line at Lydia Shoals through the years. Often the wind can conspire against those who lead in. So there’s hope yet for the trailing boats. Sure enough, as we tight reached toward the finish in good pressure, the wind begins to lighten. Some boats ahead had gone to whites, while others looked fully parked up. Our plan was to skirt the edge of the hole as best we

could, stay in the pressure as long as possible, keep moving and at the end, stay between the goal posts of the fin ish line. Three gybes later, one last second spin douse/jib hoist/tack and we swept over the line, passing a big pack for line honours in our division and ahead of many faster boats. Hey, hard work does pay off! We ended up 3rd in our division, 13th overall in PHRF. The two Santa Cruz 27s claimed 1st and 2nd overall in PHRF. Immediately after finishing we fired up the engine, motor-sailed back to Sidney, cleared customs and packed the boat up. It was another wonder ful race experience shared with some great people. I’m looking forward to lots of adventure racing in 2023. See you all out on the water sometime soon!

This article could be re-titled “Show your Political Advisors the Door: It’s time for the Minister of Fisheries and Oceans to listen to qualified advisors with extensive fishing knowledge and experience.” But as a title it’s too long, despite being mainly correct. In recent years, many items on the following list have been presented directly to Minis

BY TOM DAVIS

2023’s Wish List

Tters of Fisheries, and senior Department of Fisheries and Oceans (DFO) bu reaucrats, through the six decades long Sport Fishing Advisory Board process. Unfortunately, few recommendations have been acted on recently. Here are my 10 wishes for the fishing industry in 2023.

1: Move to Mass Marking Hatchery Chinook & Coho

Mass Marking is the process of clipping the adipose fin of nearly all hatchery reared chinook and coho. The purpose of fin-clipping is to provide a way for anglers to quickly identify and then re lease wild salmon, while legally retain

ing hatchery fish.

This one action reduces regulation rigidity and replaces it with regulation flexibility. Retaining a hatchery chi nook, combined with other manage ment tools, facilitates re-opening chi nook angling in important fishing areas. The long-term goal is more wild salmon spawning in rivers, while not obliterat ing fisheries in the process.

Currently Canada marks about 15 percent of hatchery chinook and coho. This means the remaining 85 percent cannot be identified. This has conse quences well beyond lost angling op portunity. Hatchery salmon have been paid for by Canadians but are badly

My hopes for BC’s recreational salmon fishery

An adipose fin-clipped adult chinook.

Foghorn

under-utilized, thus returning marginal benefit from the initial investments. Lack of marking also makes it difficult to identify hatchery salmon from wild ones on the spawning grounds, which is important in preventing further dilu tion of wild salmon genetics.

2: Adopt a Mark Selective Fishing Policy

Canada has been moving at a snail’s pace towards Mass Marking, and Mark Selective Fishing (MSF) which is the logical outcome from Mass Marking. With MSF, marked hatchery salmon can be retained and wild salmon must be released. By some DFO estimates the proportion of marked salmon in a fishing area should be at least 40 per cent for MSF to proceed, while some

suggest a mark rate of 50 percent or more is required. Otherwise too many wild salmon are vulnerable to FisheriesRelated Incidental Mortality (FRIM), commonly called ‘hook and release mortality.’

The FRIM rate for salmon is highly variable. Factors that affect FRIM in clude the species, the size, the age, the fishing tactics and gear used, fish han dling, angler competence, and the rate of post-release mortality.

The Pacific Salmon Commission uses a 20 percent mortality rate for recre ationally caught chinook and coho, while Canadian managers apply a 15 percent rate. UBC is currently conduct ing comprehensive recreational fishing FRIM research jointly with the Sport Fishing Institute of BC. The results

are expected soon and should narrow the margins of error for this important piece of management data.

3: If the Data Supports it Implement MSF—Now!

While Canada has wasted opportuni ties to derive benefits from its hatchery salmon production, the Americans have been marking virtually all Pacific North west hatchery chinook for decades. The direction for their fin-clipping program comes from the federal Environmental Protection Agency as a requirement for chinook rebuilding.

Washington State fin clips between 75 to 100 million juvenile chinook an nually. Many originate in Puget Sound and migrate into Canadian waters to feed before returning home. This

produces an abundance of adipose clipped hatchery salmon. Canadian anglers have legally retained these hatchery fish since the Pacific Salmon Treaty was signed in 1985.

Since 2019 a chinook-non-retention regulation has been in place for most of southern BC’s important recre ational fishing waters. It lasts from April 1 to as late as July 31. As a re sult, the opportunity to keep these abundant hatchery chinook vanished immediately.

4: Re-balance Science & Politics in the Decision Making Process

The blanket chinook-non-retention regulation illustrates another missed opportunity to sustain modest rec reational fisheries. There are regions in the southern Strait of Georgia and Juan de Fuca Strait where the propor tion of US marked chinook ranges from 40 percent to 80 percent of the total chinook abundance during April and May. These high hatchery chinook abundance rates should permit some hatchery chinook fisheries to proceed. Since 2020 proposals for very modest hatchery-based fisheries were put for ward for April and May, with the ex ception of two lightly fished areas, all were denied by DFO without provid ing a science-based rationale.

This has led to distrust of DFO’s motives and speculation that their re fusal to provide angling opportunities was driven by politics—not science. DFO could clear the air by explaining what the science predicate was for the rejections while providing a timely opportunity for revising the propos als. Or DFO could simply approve the proposals that already meet the criteria for MSF for 2023.

5: Simplify Regulations Governing Southern Resident Killer Whale Protection

Since 2018 Southern Resident killer whale (SRKW) issues have occupied considerable discussion time within the recreational angling community.

No one wants to see these magnifi cent animals disappear. However, the response by the federal govern ment to address competition for chinook salmon, their main food source, whale avoidance and noise reduction has left many anglers and other stake holders scratching their heads.

Anglers have co-existed with SRK Ws in the Salish Sea for nearly 70 years. This included lengthy periods when fishing effort and chinook catch rates far exceeded that of recent years, without any apparent negative con sequences. In fact, the opposite oc curred as SRKW numbers increased to their peak of 98 animals in 1995. Regardless, anglers are committed to working with the government to de velop practical measures that will re duce pressures on SRKWs.

While some progress is being made, there remains an underlying sense that measures introduced so far have been ad hoc and inconsistent. The major complaint centres on regula tion complexity, and whether the large areas that have been closed to fishing are actually working.

The government’s SRKW team does deserve credit for removing a major no-fishing sanctuary in the Juan de Fuca Strait that, for two years, was wrongly classified as critical foraging habitat. However, Interim Sanctuary Zones (ISZs) in the southern Gulf Islands remain completely closed to all boating activity. It is worth noting that the research-oriented Orca Be havior Institute, based at Friday Har bor, Washington, recently reviewed the data and determined SRKWs spend roughly seven percent of their time in these ISZs, concluding this occurrence rate did not meet their criteria for closure designation.

Initially, the angling community proposed a ‘moving avoidance bub ble’ as an alternative plan. The bubble would come into effect as soon as SRKWs appeared in any area. Their ar rival would trigger existing avoidance protocols: stop fishing, slow down

and reduce noise, until the whales move on. Anglers also agree that clo sures to marine activities might be necessary in high use SRKW habitats. The point is the SRKW recovery reg ulations must be measurably effective, data based and easy for the boating public to understand.

The previous five items on the list dealt with fishery management issues. The next five are important for re-setting the government’s relationship with an glers and re-focusing policy direction for salmon recovery and fishery sustain ability.

6: Improve DFO’s Consultative Relationship with Fishing Communities

The common complaint is that DFO’s working relationship with the fishing communities has been a top down process rather than a cooperative, goal driven exercise. It is a common belief that DFO management proposals are a fait accompli; basically, DFO’s con sultations with stakeholders ticks the ‘requirement to consult’ box. It would be in everyone’s best interests if DFO pivoted toward treating fishing inter ests as clients, or partners rather than adversaries.

DFO has also been accused of sepa rating the disparate fishing sectors into separate silos, even playing one off against the other, rather than pro moting the concept of inclusive pro cesses with all fishery stakeholders at the table.

7: Fully Consult with Non-Indige nous Interests as Part of the First Nations Reconciliation Process

There is widespread concern that non-Indigenous fishing and outdoor recreation interests may not be ad equately integrated into First Na tions Reconciliation discussions with senior governments. They should be, so the public’s continued access to re sources and outdoor recreation does not fall through the cracks.

8: Shift Priorities Toward Addressing Climate Impacts on Salmon Habitats

The last few years have shown that climate driven events like fires, floods and droughts have severe impacts on wild salmon productivity. However, those who work at the salmon recov ery ground level recognize there are immediate actions that can slow, or halt, the negative consequences of climate change. Fisheries and envi ronment officials at all government levels need to incorporate their ad vice and knowledge into a focused climate mitigation strategy, and to do so quickly.

9: Fund Salmon Enhancement & Habitat Restoration to Meet Current Needs

While collecting information for salmon restoration articles, one comment I’ve received has become predictably repetitive: “We have not received an increase in funding from the federal government in a decade or more.” Instead, volunteer orga nizations have relied on their own fundraising initiatives, help from or ganizations like the Pacific Salmon Foundation, angling club donations, local businesses and governments, and community fundraisers to con tinue their work.

This financial neglect has been partly rectified by recent initiatives like the BC Salmon Restoration and Innovation Fund and the Federal government’s Pacific Salmon Stra tegic Initiative. However, these pro grams have sunset clauses, and critics suggest the money supporting these programs should have been spent years ago. The fact is salmon sus tainability requires long term main tenance and that means stable long term funding.

10: Move Open Net Pen Fish Farms to Closed Containment

Recent comments from Fisheries and Oceans Minister Joyce Murray have

raised concerns that she is wobbling on her predecessor’s decision to move fish farms to closed containment by 2025. This multi-decade debate on the future of open net pen fish farms in BC needs

to come to an end. Recently Washing ton State legislators revoked the last fish farm license in Puget Sound. The federal and provincial governments should follow their lead.

Sleek, stylish and nearly silent, the 45 Fly has it all Greenline 45 Fly

BY PETER A. ROBSON

IIT WAS A PERFECT day for a powerboat review, with blue skies, a gentle westerly breeze and temperatures just above freezing. Aboard the new Greenline 45 fly with me were Pacific Yachting editor Sam Burkhart and David Siradze of SV Business Group. David guided us expertly out of our berth at the Race Rocks Yacht Services marina at West Vancouver’s Fisherman’s Cove.

The 45 fly is a great looking yacht, with sleek lines and an open flybridge (with a folding Bimini top) that looks even better folded than if it had a hardtop. I especially liked the covered aft deck and covered side walkways with high bulwarks. Her exterior design fea tures and naval architecture is by the renowned design studio, J&J Design. The stylish interior was crafted by Marco Casali’s Too De sign. Casali is a highly respected Italian designer known for projects in the superyacht sector.

POWER AND SYSTEMS Greenline Yachts has been producing die sel, diesel-hybrid and pure electric boats since 2008. They were the world’s first production builder to offer hybrid yachts. Our test boat is pure diesel, but 80 percent of Greenlines sold are hybrid and a handful are pure electric.

Our test boat was powered by twin 370-horsepower Yanmar diesels with Vdrives and proportional bow and stern thrusters. With this setup, a joystick system isn’t necessary. Yanmars are also used with the hybrid option while the full E-Drive system is now being tran sitioned to Greenline’s own propulsion system. Regardless, with twin 330 kW

1. The VIP features a queen island berth, opening portholes and one of the best features—the numerous deck-level windows. 2. A hinged gal ley window opens to create a seam less transition between the cockpit and saloon. 3. Adjacent to the upper helm, a large sunpad area is perfect for sunbathing.

solar panels and 10 AGM service batter ies totaling 13.3 kW (all 110 V devices are connected to the inverter), owners should be able to spend 24 or so hours at anchor without having to run the en gines or the 13.5 kW generator. Other Yanmar power options are available as well as Volvo Penta IPS 600 diesels with pod drives and joystick steering. The test

boat was optioned with a Quick 16 gyro stabilizer said to reduce roll by up to 95 percent.

DESIGN AND CONSTRUCTION It is important for any vessel to have an effi cient hull shape. The more efficient the shape, the easier the boat slips through the water and the less horsepower re quired. Less horsepower also means less fuel burned. Greenline’s patented “superdisplacement” hull was derived in part from sailboat lines, with a simi lar deep forefoot, but widening aft to a slightly rounded bottom. However, above the waterline, the bow broadens out considerably and this allows for more interior room forward.

To further increase efficiency, the hull and interior were designed to be as light weight as possible, while not sacrificing

strength. To this end, the hull is vacu um infused using solid biaxial S-glass polyester resin. The extensive network of stringers and liners are built with lightweight composites and chemically bonded to the hull and cored deck. The interior molds are glassed into place and the pre-built modular components add ed prior to installing the deck. Extreme ly light plywood laminates are used in the interior finishing to further reduce overall weight. Wherever possible, ecofriendly fabrics such as PET foam core, grass paper and recycled materials are used.

ON DECK A wide hydraulic swim plat form with chocks will make it easy to launch and recover a dinghy, or lower the platform to swim or relax in a chair with your feet just underwater on those

hot summer days. A transom grill is op tional, but was not ordered on the test boat (however, a second grill/outdoor kitchen is located on the flybridge). With or without the grill, the transom door opens to reveal a garage with more than enough room for all the fishing gear, traps and toys one could want. Teak-planked steps to either side lead up to the teak-soled cockpit. A forwardfacing lounge is fronted by a folding teak table with a flush cut out section in the centre of the table that when lifted out and flipped, serves as a drink holder. Add a few folding chairs and there’s plenty of room around the table for ev eryone. The sole hinges up electronically for full access to the engine room, which is tight, but there’s good access on both sides of the engines.

A folding door to the saloon tucks

ON BOARD POWER

out of the way while a hinged galley window opens to create a seamless tran sition between the cockpit and saloon. A flip-down section of counterspace provides a nice ledge between the aft galley and cockpit for serving food or as a raised bar. The test boat was ordered with a canvas enclosure for the cockpit, which should keep the area comfy in the off season or in adverse weather. Teak steps lead up to the expansive flybridge.

The 15-inch (30-centimetre) wide, partially covered side decks and the raised bulwarks make it safe and easy to move forward regardless of sea condi tions. A large sunpad area on the trunk cabin top has hinged sections to provide a variety of seating angles.

The flybridge has most of the same controls as the lower helm station, in cluding two 16-inch Simrad touch

screens. A huge folding teak table is flanked by L-shaped seating while for ward is the summer kitchen with grill, refrigerator and sink. Like the cockpit table, the flybridge table has an interest ing feature; a flush cut out section in the centre of the table that reverses to serve as drink holders. Having an open fly bridge when the Bimini is folded down makes for excellent views all around. Adjacent to the upper helm, a large sunpad area is perfect for sunbathing. The two solar panels are located on the wide brow forward of the flybridge.

SALOON Aft galleys are becoming more and more standard—for good rea son. It allows the cook to be in the centre of the action whether the gang is inside the saloon or in the cockpit. The galley is equipped with a two-burner induc tion cooktop with an oven/microwave built in underneath. There’s even a good size dishwasher. Across from the galley is a full-size refrigerator/freezer. A nar row shelf aft of the fridge is perfect for a coffee maker while below is a pull-out spice cabinet. I like the raised fiddles on the countertops that prevent objects from sliding off in rough seas. Plenty of storage is available in overhead cabinets and under the counter, which is super for extended cruises. One feature of the U-shaped dining area is a natural wood table instead of the typical teak table. It can be lowered to create a wide ad ditional berth. This raised grain table is different but a really nice detail.

Between the galley and helm station is a linear sofa that can be ordered instead as a raised bench with a hinged TV con sole. I prefer the lower sofa arrangement as opposed to a raised bench seat with no back.

The helm console is a big attribute, with twin 16-inch Simrad touch screens with separate manual controls (should it be too rough to use the touch screen). The throttles, autopilot, digital engine readouts, gyro controls, VHF, thruster controls, rocker switches and windlass controls are laid out neatly on the con sole’s black finish. A sliding door ad

jacent to the helm will make it easy to step out and drop a dock line. There’s also a side boarding gate here, but it is a bit high to be practical when moored to tidal docks.

ACCOMMODATION The accommoda tion areas are extremely stylish and com fortable, with plush carpets, soft beige wall treatments and, as per the saloon, horizontally-grained Alpi veneer (over real plywood).

The 45 is offered with either two (standard) or three staterooms with two heads with separate showers. The test boat was ordered with three cabins: a full width master, a bow VIP and a small guest cabin. Alternately, the third cabin can be eliminated in lieu of walk in wardrobes for both the master and VIP.

The master is fitted with a king size is land berth flanked by a sofa to port and a long dressing table to starboard. Hull windows bring in ample light and the mirrored headboard makes the room look even larger than it is. Headroom is well over six feet on both sides of the bed. The ensuite comes with a raised ves sel sink and one of the largest showers we’ve seen on a yacht of this size. There’s also room in the master for a combina tion washer/dryer.

The VIP is also spacious, and one couldn’t be faulted for thinking it is actually the master. It features a queen island berth, opening portholes and one of the best features—the numerous deck-level windows. As a bonus, cut outs in the bulwarks provide excellent views outside the yacht. A door provides pri vate access to the second head and show er, which also serves as the day head.

The third cabin, if optioned, can be configured with a full width double berth (no walkaround) or bunk beds.

My only criticism here was that none of the doors have mechanisms to secure them in the open position, though they all have rubber stops to keep them from damaging the woodwork when open.

underway for both driver and passenger. The Webasto forced air heater kept us toasty inside, though the yacht is also equipped with more power-hungry reverse cycle air.

Acceleration from the combined 740 horsepower was impressive with half trim tab. There was no noticeable cavita tion and no significant bow rise. Despite the shaft drives, our hard-over turning radius was less than two boat lengths and the 45 remained level throughout. We came onto the plane at about 13 knots, which was a bit sooner than ex pected. By the way, the 45 is the first Greenline model that planes. With min imal fuel aboard, a displacement speed of 9.2 knots saw us sipping 7.4 gallons per hour (28 litres per hour) at 2,000 rpm. On the plane at 14 knots (2,800 rpm), our burn was 19 gph (72 lph). At a fast cruise of 20 knots (3,400 rpm) our burn was 29.6 gph (112 lph). Our top speed was 24 knots (3,870 rpm). These are good fuel numbers when compared with other vessels of the same size. Vis ibility all round was good, though there

is a blind spot from the fridge arrange ment on the aft port quarter. However, four cameras, including two aft-facing cameras will help.

Throughout the sea trial, I felt I could drive the 45 all day with ease. Part of the comfort level was the lack of engine noise. At 20 knots, sound levels in the saloon were only 68 dB, probably the lowest this reviewer has measured, and conversation was easy without having to raise our voices. We did not spool up the gyro stabilizer, which is a good thing as it is important to test a yacht under nor mal roll conditions.

CONCLUDING REMARKS For anyone looking for a yacht in this size range, the Greenline 45 would certainly be worth careful consideration, even without the advantages of being a hybrid. The 45 Fly

not only looks great on the outside but the interior is also well laid out and styl ish. Performance from the twin diesels was excellent and could not be faulted. With the notable battery capacity and solar panels, one can expect to not use the generator too often at anchor. As to seakeeping, while there weren’t any seri ous wakes to jump to judge performance in adverse conditions, the Greenline 45 is certified as a Class B Offshore Yacht. This means that it can operate offshore (200 miles or less) with winds up to 40 knots and significant seas of 13 to 20 feet. That should cover any conditions on our beautiful coast. Price as tested and equipped was $1,325,250 plus ship ping. Some owners opt for a European delivery for exploring that part of the world before having the boat shipped to the West Coast.

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The INVENTORY ARRIVING SOON

grandyachts.com

world reference in cruising ©BENETEAU

A PERFECT

EVOLUTION

The 500 FLY is one of Galeon’s most award-winning and innovative yachts. The model sets benchmarks with its ever-popular Beach Mode, comprised of fold-out side decks. Optional rotating aft seat with garage underneath acts as a luxurious complement to space. On the flybridge, guests can take advantage of high-level features like a wetbar, sundecks, and a second, state-of-the-art helm station.

The Saga 409 Verbatim really is the best of both worlds. She has all the features that make modern cruising designs so popular. On deck the large cockpit, arch-mounted traveler, twin wheels and swimstep make Verbatim convenient and stylish. Below deck the cabin is open and airy with features such as a separate shower stall, spacious galley and two staterooms. On the other hand, everything from the craftsmanship of the glasswork to the woodwork exudes quality. The boat was built by Pacific Seacraft in California and the quality of construction is apparent throughout. Electrical panels, plumbing and other systems are of top quality. The lines were drawn by Tony Castro, who is known for everything from super yachts to racing designs. With modest proportions, generous sail area and a long waterline, the Saga 409 will be comfortable near shore sailing or offshore passagemaking. Without the distortions of excessive aft beam, Verbatim should sail well in all conditions including a seaway and light wind. During our photo shoot on Lake Union in 5 to 8 knots of breeze, Verbatim ghosted along impressively. Verbatim is a one-owner boat that was ordered new and is hull #9. She has cruised exclusively in the Pacific Northwest and has been rigorously maintained and relatively lightly used.

– kurt hoehne

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.

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1.79 acres with 190± ft southwest oceanfront overlooking Sidney Channel, James Island and Vancouver Island to the Olympic Mountains. Flat, treed, easy to build on and landscape, when building site clearing is complete will be open, warm, and sunny. Set back from the road the treed winding driveway is one of the nicest on the island. $378,000

AWESOME SIDNEY ISLAND OCEANFRONT

Very special 2.42 acres, 291 ft east facing oceanfront, incredible sunrises, sunsets bathe the view in splendid light. Beautifully treed with fir, cedar and arbutus, shared well excellent building sites. Communal dock and breakwater, airstrip, swimming pond, miles of roads trails, beaches and island caretaker. $528,000

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WATERFRONT ACREAGE ON LITTLE KNOUFF LAKE - HEFFLEY CREEK, BC

The iconic North End Farm is a rare offering of 164.86 acres, with a kilometer of walk-on waterfront, 3 homes, multiple barns, and farming infrastructure with a mix of 32 acres hay / pasture and mature coastal timber. Operating as a productive produce and farmers market, this property has been long known for serving the island residents. Trail systems throughout allow access to all parts of this uniquely diverse property, permitting access for equipment and recreational use. After 60 plus years in the same family, this crown jewel of the West Coast is ready for its next chapter. $11,500,000

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Stunning, custom built, timber frame, 2 storey home on Puntzi Lake just 2 hours west of Williams Lake. This 6.2 acre property is also complete with a heated carport, 350 of waterfront, income potential and has easy access by floatplane right to the front yard, or by the 6,000 ft paved airstrip just 10 minutes away. $1,525,000

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Welcome to Waterlea. This famed historic property is a rare jewel situated just minutes from the ferry on North Pender Island. A boater’s sanctuary, the Gulf Islands are known for their gorgeous vistas, calm waters, safe harbours and marinas. Waterlea is 3.5 acres of peninsula waterfront with ocean and sandy beaches on 3 sides and an ultra rare +/-1 acre private island. Featuring Canada’s first olive grove with 80+ olive trees. The presence of thriving olive trees is evidence of the warm,

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The

sive practice, but your clothes are now saturated with salt spray, what with the waves that are getting quite large. Make vow to change jibs earlier next time.

More wind. Might be time to reef, but that’s a lot of work and the wind might die down any minute now. Leave up the full main.

Still more wind.

Head forward to reef. Tiller pilot promptly loses its heading causing the boat to head erratically, occasionally doing a full 360-degree circle, much to the amusement of other sailors in the vi cinity. Finish reefing. Make vow to reef earlier and replace the tiller pilot and/or hove to next time.

Return to cockpit. Forget vow.

Eat a fairly damp lunch. One handed, needless to say.

Really quite a lot of wind. The lee rail is now spending a lot of time under water. The sheet winches in particular cause a lot of drag when submerged. Take video to post on social media.

Consider dropping the main com pletely, but that’s a lot of work and the wind might die down any minute now.

Really, really, really a lot of wind. No tice seagulls flying backwards.

Remember that due a rare instance of good planning, home is downwind, not upwind.

Tack. Due to the lack of self tail ing winches (and crew), this involves winching with one hand, tailing with one hand and steering with a foot.

Once safely on the new tack, ease the sheets. Sail on a downwind course like a bird on the wing and/or a bat out of hell. Admire the impressive wake at the stern, damp but happy.

Heavy Weather Sailing

BY STEPHEN GWYN

If you’re like me, you’ve read a lot of hairy-chested writing about heavy weather sailing over the years, advising what kind of boat to buy to go offshore, how you should deploy a drogue and what you should do to survive when the waves hit 20-metres. Then the ar ticles go on to explain what sort of emergency locator beacon you should have on board—in case the other ad vice doesn’t work out. This is not one of those articles.

II sail an Alberg 30, now in its 50th year. Alberg 30s have a reputation for being heavy weather boats; several have crossed oceans and circumnavigated. Unless there is a serious problem with my GPS, mine is not likely to do either. That doesn’t mean I haven’t been out in heavy weather. I have, but it’s always been more of a middle-of-the-afternoon thing, rather than a middle-of-the-Pa cific-situation. Over the years, I’ve per fected a method for dealing with strong winds. I’ve used this method primarily in the Gulf Islands, but I’ve applied it with equal success in the fjords of Deso lation Sound and the Broughtons.

Allow me to explain it in some detail: Before leaving the dock, debate which jib to hank on. The big jib is really big, but its light diaphanous fabric means it can be stuffed back into its bag easily,

whereas the working jib is much stiffer. To stow it, it must be spread out on the dock and carefully folded, which is a lot of work. Hank on the big jib.

Motor out, and raise sail. Ghost along in a gentle breeze, admiring the sun through the light diaphanous fabric of the big jib.

As the wind picks up, debate switch ing to the smaller jib. That’s a lot of work, and the wind might die down any minute now. Leave the big jib up.

Notice that the big jib is visibly bulg ing in the gusts. Remember that the big jib came off an even older Alberg 30 and is now well over 50 years old.

Head to foredeck with the working jib under one arm. Switch jibs. This actual ly goes fairly smoothly because of exten