Pacific Yachting - June 2024

PASSAGES

What’s in a Name

In the first editorial I wrote for Pacific Yachting (October, 2019) I talked about the misconceptions around the term “yachting.” For many, the word evokes images of a white, crowned yachting cap and brass buttoned blazer (in reality, these are saved for special occasions such as sail pasts and formal dinners). For the most part, the uniform of the West Coast boater is shorts and a T-shirt in the summer (with sunscreen of course) and foul weather gear in the winter. Nevertheless, I wasn’t the only person aware of the misconceptions around the term. Last year, well-known publication Canadian Yachting rebranded to the less “haughty” Canadian Boating. As far as I can tell the content of the publication hasn’t changed.

maintaining that varied mix over the years and continue to try to appeal to all boaters on the West Coast through our lineup of monthly columns and feature articles.

Anyone who knows PY knows it isn’t a magazine for millionaires. In the charter issue of then Pacific Yachting Journal, editor Don Tyrell claimed that the magazine would, “keep in mind the varied activities of the fisherman, sailor, trailer boater, cruiser skipper and fast racing driver… We hope to report on fads, fashions, races, regattas, cruises, new boats, old boats and all those things that make the wonderful world of boating.”

I think we’ve done a good job of

In this issue we’ve checked all five of Tyrell’s boxes. The angler will find our monthly Fishing Fix column on page 66. In it, author Tom Davis ponders the question: “Does the early bird really get the worm?” We’ve got the trailer boater covered on page 44. Long-time PY contributor George Hone offers a thorough explanation on how to trailer your boat long distances safely and easily and how to get it in and out of the water stress-free. For the “fast racing driver” Alex Fox’s monthly column on page 60 reports on a race you might not be familiar with, Seattle Yacht Club’s Smith Island Race. Of course, for the cruiser, sailor, powerboater, yachter—whatever you call yourself—we have a mix of destinations, including Brentwood Bay and some favourite anchorages in the Discovery Islands as well as an informative article on installing and maintaining hoses on board.

Enough pedantry, whatever type of boating you do, we hope you find the pages of Pacific Yachting as varied and entertaining as the cruising grounds we cover. Fair winds!

DIRECTOR OF SALES Tyrone Stelzenmuller 604-620-0031 tyrones@pacificyachting.com

ACCOUNT MANAGER (VAN. ISLE) Kathy Moore 250-748-6416 kathy@pacificyachting.com

ACCOUNT MANAGER Meena Mann 604-559-9052 meena@pacificyachting.com

PUBLISHER / PRESIDENT Mark Yelic MARKETING MANAGER Desiree Miller GROUP CONTROLLER Anthea Williams ACCOUNTING Elizabeth Williams

CONSUMER MARKETING Craig Sweetman CIRCULATION & CUSTOMER SERVICE Roxanne Davies, Lauren Novak, Marissa Miller DIGITAL CONTENT COORDINATOR Mark Lapiy SUBSCRIPTION

Vol 1, Issue 1, 1968

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.

OMINOUS OBSERVATIONS

The summer before last Janet and I got up to the Broughtons.  I think there are only three places to fuel up any more up there.  Lagoon Cove was busy as usual, but Echo Bay was so quiet in the middle of the summer I couldn’t believe it. Pierre and Tove had sold it to the First Nation based in Health Bay.     Anchorages were abandoned too.  It was great to have places all to ourselves but a very odd feeling when in previous years we’d find lots of boats everywhere. Desolation Sound and the places at the north end of the strait were busy last summer. I know our economy is creaking. I expect this is

another evidence of that.

We are getting young people as delegations to council meetings. Their perspectives are different than ours. None of them are very optimistic, but they are motivated for change.

—Rob Southcott

THE DARK NIGHT

It was with great pleasure that I read the May issue’s Cockpit Confession (page 114). It brought to mind a memory from years ago when my wife and I were anchored in Ellen Bay on Prevost Island. It must have been the middle of summer, although my memory isn’t what it once was. I certainly remember

that night though. As soon as the sun went down the bay filled with what felt like hundreds of bats swirling and diving around the bay, with our boat at the epicentre. I don’t remember dealing with mosquitos that night, probably thanks to the many bats dining on the flying insects. We admired the aerobatics of the bats until it was time to turn in for the night. The next day, my wife and I ventured ashore in search of any sign of our evening visitors. Unfortunately, we saw nothing, but it was eerie walking through the woods knowing somewhere nearby was a roost of bats.

—Bryan Watson

Lagoon Cove Marina.

THE R-27 THE CUTWATER FLEET INCLUDES THE FOLLOWING MODELS: C-248C, C-288C, C30S, C-30CB, C-32 & C-32CB THE RANGER TUGS FLEET INCLUDES THE FOLLOWING MODELS: R-23, R-25, R-27, R-29 S, R-29 CB, R-31S, R-31 CB, R-43S & R-43CB

CURRENTS

06/2024

WE ENCOURAGE CURRENTS SUBMISSIONS

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

Do you know where this is?

Congratulations to Dan Rollins of North Vancouver who correctly guessed La Conner, Washington as the location of our May issue Geo Guesser. This month’s location is back north of the border. But that’s the only hint you’ll get. Send your guesses to editor@pacificyachting.com. Deadline for the June Geo Guesser is June 5. Good luck! —Eds

Geo Guesser

May location: La Conner, WA.

At 31+ feet long and just under 10 feet at the beam, the Adventure is the biggest, toughest, most capable boat we’ve ever built. The 55° bow entry deadrise keeps you safe as you cut 1462

SV Dorothy , Oldest Canadian-built Sailboat, Wins 2024 Classic Boat Award

The Maritime Museum of British Columbia (MMBC) has announced that one of its iconic sailboats, Dorothy, has won the 2024 Classic Boat’s Award for “Restored Sailing Vessel of the Year under 40 feet.”

Classic Boats, an internationally renowned magazine featuring vintage boats, launches its awards each year to “celebrate the best vessels in the sometimes unsung world of classic and traditional boatbuilding and restoration.”

Qualifying for the award has been an arduous task that took well over a decade with donor funding from around the world, painstaking structural repairs and thousands of hours of volunteer labour restoring Dorothy to her original beautiful lines.

The Awards 2024 ceremony took place April 3 at the Royal Thames Yacht Club in London. Royal Canadian Air Force Colonel Jonathan Bouchard of the Canadian High Commission accepted the Award on behalf of the

MMBC and all the people who supported her refit.

More than 15,000 votes were received in the “Restored Sailing Vessel under 40 feet” category. Although it’s not known how many votes Dorothy received, we’ve heard there was “clear water between her and the second-place nominee.”

Dorothy was built by John J. Robinson in 1897. Her owner, Victoria barrister William H. Langley, kept her for 47 years, racing and cruising her in regional waters (PY August 23). A subsequent 13 owners sailed her until she was donated to the MMBC in 1995. At that time, she was experiencing geriatric problems. The Museum didn’t want the gaff-rigged, single headsail sloop to moulder away, so in 2011 she was shipped to Gabriola shipwright

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Tony Grove. Over the next decade, he refurbished her structural elements using traditional materials when possible. “Dorothy was around long before me,” Grove said. “I feel very privileged to have been part of her timeline, restoring her alongside everyone else who put their hands and hearts into making her whole again for the next generations and for her legacy.”

After leaving Grove’s boatbuilding shop, she was ferried to Ladysmith’s Maritime Society where Dorothy historian and boatwright Robert Lawson spearheaded a group of volunteers who, using original drawings, photos and logs, restored the mahogany interior; painted the hull and topsides; refinished the mast, portholes and all brass and bronze; installed rigging and new sails and thereby restored her original,

sleek, elegant looks.

“I don’t think a project like this could be easily replicated,” Robert Lawson told me. “We did it with donations large and small from all over North America. Our volunteers weren’t boatbuilders but in their age range of 67 to 82, they brought their life skills and

dedication to the refit.”

Angus Mathews, a former Dorothy owner and the MMBC board member liaising with all refitters said that people have often asked him how Dorothy has survived more than 126 years. “My response is that she’s always attracted people who care,” he said. “People have supported her refit and voted for her in the Classic Boat Awards. And it’s especially due to people like shipwrights Jim Dryburgh, Brian McMillan, Hugh Campbell, Tony Grove and Robert Lawson who brought their skills to keep her going over the years. We are grateful to them all.”

Dorothy will be on prominent display at MMBC’s Classic Boat Festival in Victoria’s Harbour, Labour Day weekend, August 30 to September 1, 2024.

—Marianne Scott

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Boat for Hope Returns June 8

Boat for Hope is a day of pirate-themed adventure for more than 400 children, their families and caregivers, totalling as many as 900 participants. The morning begins by boarding boats docked at the Royal Vancouver Yacht Club and heading out into False Creek for what becomes an hour-anda-half of fun-filled pirate adventure. Once out on the seas of False Creek, participants will stop by a number of “Treasure Stations” where generous sponsors deliver some bounty (loot bags) for the children to take home. During this time, many “marauders” are out and about causing friendly havoc with pirates they meet, engaging in fun water battles on the “high seas.” Needless to say, there is never a dull moment during this unique water event with the

kids truly feeling like they’ve been out on a big day at sea fighting real pirates!

Since its inception, Boat for Hope has become an event that is looked forward to “more than Christmas.” Through all the years, the most important part has always remained the same for the Boat for Hope Committee: that this event is for both the children and their families and that they will attend at no cost and be given the chance to have the best day of the year! This is the true heart of the event and one that will never change. Boat for Hope is about more than just a day in the sun. Through the generous support of local skippers, the business community and enthusiastic volunteers, Boat for Hope raised $140,000 in 2023.

To donate or to find out more go to boatforhope.ca.

EVOLUTION OF PERFORMANCE

ADVENTURE AWAITS. FIND YOURS.

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Trevor Maxwell Anderson and Peter Godwin Chance 1921-2024

As the memories of the Second World War fade away, so do those who served in that war. Two men, Trevor Maxwell Anderson and Peter Godwin Chance, both closely connected to the sea, died last month, each having reached the age of 103 and having been born and died just a month apart. They were featured as “Coastal Characters” in Pacific Yachting in December 2019 and May 2021 respectively.

TREVOR MAXWELL ANDERSON was born in Saskatchewan but moved to Victoria in his teens. He enlisted during the Second World War and became a Morse code radio operator and doubled as gunner. He was attached to the British RAF with 100 other Canadians in North Africa and flew 55 bombing missions, vastly outpacing the usual limit of 25 to 30. After his 55th run, he sought out the colonel and said, “Sir, I’ve had enough.” He returned to Victoria and married Flo, with whom he’d been corresponding. It was a 73-year marriage. He re-enlisted in the Royal Canadian Air Force, operated the radios aboard Dakotas and North Stars and taught flight simulation to pilots.

After retiring in 1961, he took a job as assistant lighthouse keeper and he, Flo and their four offspring relocated to Lennard Island, near Tofino. Subsequently, they became “rock hoppers,” serving as lighthouse keepers

at different locations, including icy Green Island, BC’s most northern light. Their favourite became Race Rocks, where they spent 16 years, and where without any boatbuilding experience, they spent seven years constructing a sailboat, while also helping to change the islets into an ecological reserve. In 1982, they launched Wawa the Wayward Goose, a 56-foot ketch. They sailed her to Hawaii, New Zealand and other isles. After returning to Victoria, they lived aboard for years and then settled in James Bay, the house he occupied until he died. Flo died at age 93.

I’d asked Trevor his secret for a long life. “My philosophy of life is to take things as they come,” he answered. “I

don’t think much about it. I’ve survived an airplane crash, a car crash and a mangled foot. I just continue to live, day after day.”

PETER GODWIN CHANCE learned to sail a dinghy at his family’s cottage north of Ottawa as a child, fostering a love of boating that led him to a 32year naval career. He’d already enlisted as a Navy Volunteer Reservist when the Second World War broke out in September 1939. Two weeks later Peter left Halifax aboard the destroyer HMCS St. Laurent, part of the first Canadian convoy ordered to keep the merchant and troop ships safe. He spent the war years as midshipman mostly in the British Royal Navy—on seven different

Trevor Anderson.

ships. He recalled the unending trips across the North Atlantic with German subs and their torpedoes an incessant threat, the constant zigzagging and the discomfort of a continually swaying ship in often brutal weather. He was in Singapore when Hong Kong was captured by the Japanese.

Peter also recounted an event a month after D-Day—when battles continued to rage. He was aboard Canadian ship HMCS Skeena that was patrolling with three other ships near Audierne Bay. The ships had received intelligence that a group of German warships tasked to protect U-boats were to exit the harbour. “We blew them out of the water,” he said, still pleased.

But with all the fear and mishaps of being in a war encompassing the globe, he still had one wartime highlight:

meeting his wife, Margaret, in the UK. Subsequently, he served in the Royal Canadian Navy, reaching the rank of captain, sailing the globe and retiring in 1970.

The West Coast beckoned and in 1974, the family moved to Sidney. He and Peggy sailed their 34-foot ketch, Moonsong, in BC waters for many years. He took up a variety of volunteer jobs, serving in the Naval Officers Association of Canada and the Duke of Edinburgh’s International Award Program. Until the last few months, having been widowed, he lived alone.

Asked what accounted for his longevity, Peter answered, “One should have an engaging attitude toward life. Find companionship. Develop friendships and keep them. Have a little tot of whisky in the late afternoon. And just live on.”

—Marianne Scott

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Peter Chance.

You got new charts! Explore the ocean with vibrant terrain & depth shading, using all-new TZ MAPS. Don’t just take our word for it. See for yourself. Scan here, and we’ll show you!

Siren Marine expands Connected Boat Experience to Canada

Yamaha Motor Canada and Siren Marine have announced the launch of the Siren Connected Boat Experience in the Canadian market. This expansion allows consumers, dealers and boat builders in Canada to utilize the industry’s leading marine IoT (Internet of Things) experience for monitoring, tracking, controlling and providing maintenance information on the next generation of Connected Boats. Siren Marine’s flagship device,

the Siren 3 Pro, is a patented, thirdgeneration remote boat monitoring and telematics platform leading the future of Connected Boat technology. The Siren 3 Pro operates over a global 4G/5G/LTE cellular network with the option to add SirenSat, an offshore antenna for customers who are not in range of cellular coverage. Options for sensors include wired and wireless as well as connection to the NMEA 2000 network. For more information go to sirenmarine.com.

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Waterline Boats partners with DMS

WATERLINE BOATS has partnered with DMS Holland to represent DMS’ cutting-edge stabilizers in the Pacific Northwest. DMS offers a unique combination of fin stabilizers, rotor stabilizers, and gyros to improve the experience of boaters while on the water. To date, Waterline Boats has worked closely with CSR and the Port Townsend Shipwrights Co-op to retrofit a number of vessels with the DMS MagnusMaster stabilizer. The MagnusMaster is increasingly popular within the trawler community due to its ability to reduce rolling while underway at speeds as low as three knots, its low power consumption, extremely minimal maintenance requirements, and small footprint inside of the engine room. To find out more contact dms.stabilizers@waterlineboats.com.

Greg Andrew joins Freedom Marine’s Sales Department

FREEDOM MARINE International

Yacht Sales has announced the addition of Greg Andrew to their sales team in Port Sidney on Vancouver Island. Greg is a native of Vancouver Island with over two decades of experience in the boating industry representing new luxury yachts, cruisers, sports boats, along with hundreds of pre-owned brokerage vessels. For more information go to boatingfreedom.com.

GALLEY

Versatile Cheese

Let’s be honest, we all have it on the boat, but do we all know what to do with it?

BY JAMES BARBER

CCheese has many virtues. It’s comforting and keeps well; it’s extremely versatile, as it goes with just about everything; and almost anything cooked with cheese is quick and easy. An apple, a piece of cheddar and a slice

of good bread makes about the quickest lunch you can think of, and there are very few salads not improved by a handful of grated cheese sprinkled over the top. An ounce of good cheese will flavour anything you cook with it (like opening a can of beans, rinsing off the sticky stuff, stirring in half a chopped onion and grating cheese over top). Or dumping a tablespoon of grated cheese into almost any soup. A three-egg omelette with a chopped tomato and grated cheese folded into it just before it sets becomes one of the quickest and nicest meals for two.

Plain boiled noodles of almost any kind take very well to a bit of grated cheese, as do pears, sliced tomatoes and cooked vegetables. And you can make a good toasted cheese sandwich in a frypan or on the barbecue. But (and there’s always a but to simple solutions) all cheeses aren’t good boat cheeses. Runny cheeses like brie and camembert are challenging on boats without full-time butlers, and processed cheese is only slightly more appetizing than a well-used seaboot. Chèvre will keep for a couple of days at most in the icebox, and blue

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cheeses like gorgonzola or Danish blue sweat and get smelly very quickly. But cheddar, gouda or gruyère all keep reasonably well; they have some body and substance, and if they dry out, they can be grated over pasta. If you eat a lot of pasta on board, try asiago rather than parmesan—it keeps better and is inexpensive.

You will also need a good grater for simple cheese cooking on boats. A good stainless steel one, preferably box shaped with different sized graters on each side, is a good all-purpose tool in any galley with ambitions, and (in addition to cheese) will grate apples, ginger and potatoes. A cheap tinned grater will rust quickly, a good one will last forever.

All cheese recipes are simple. Use grated cheese instead of butter in mashed potatoes, and next morning for breakfast, fry the leftovers in little patties. Grate potatoes (don’t peel, just wash them), squeeze out the juices in a tea towel, add a handful of grated cheese, pepper and salt, a tablespoon of flour and half a chopped onion, make them into little patties and fry them in a little oil. Do exactly the same thing with grated apple (nice crisp green ones like granny smith) and fry them alongside pork chops. Add a sprinkle of cayenne pepper if you like them spicy, or a bit of chopped cooked ham to serve as a main course.

Grated cheddar stirred into scrambled eggs or an omelette is a good quick supper. If you’re running the barbecue, cook one side of your hamburger, flip it over and put a little grated cheese on to melt while it finishes cooking (a little cayenne is not amiss, either).

Welsh Rarebit (Cheesy Sauce)

Then there’s the all-time British favourite— Welsh Rabbit, sometimes called Rarebit, for which there are more recipes than boats. Rest assured that it has absolutely nothing to do with bunnies. It’s usually eaten for supper, on toast, but my version is more of a fondue that you can dip bread into, or pour over hot boiled potatoes, or even use as a sauce over stir-fried Brussels sprouts or steamed cauliflower.

INGREDIENTS

•2 tbsp butter

•4 oz grated cheddar

•1 tbsp flour

•1 tsp dried mustard powder

•1 tsp paprika

•1 bottle good beer

•1 egg

METHOD

1. Melt the butter over medium heat.

2. In a bowl, mix cheese and flour and stir into butter.

3. Add mustard and paprika, stirring continuously (get it out of the corners).

4. When it’s almost all melted, add about half the beer (still stirring). As it turns thick and sticky, slide in the egg and stir furiously.

5. Serve immediately on toast, fried bread or boiled potatoes, or with bits of bread dipped in or cabbage or even green beans.

David Norwell

Kayaker, traveller, author, artist

BY MARIANNE SCOTT

has certainly gone beyond the comfort zone of most of us.

in a van and we’d camp out in sleeping bags,” he told me. “During spring break, we’d rent a house in the Gulf Islands, a different island each spring.” The family canoed in a “big green canoe” as well as kayaking on rivers and lakes, while also portaging between locations. Skating in winter was part of growing up as well. “It was certainly the best part of my childhood,” he said. He also participated in some daredevil experiments. “We’d ride ice shelves that built up near the dam,” he said. “Push ourselves with hockey sticks. Quite dangerous. Someone called the police. We ran home and dad told them we’d been home drinking hot chocolate!”

WHEN IT CAME time for university, he chose the University of Victoria because of its nearness to the ocean. “I thought I’d major in philosophy but decided on something more practical—geography, with an emphasis on geographic information systems,” he said. “It was a really great program. I had summer jobs in remote parts of the Yukon, mineral exploration, helicopters, bushwork. Taught me about solitude. I graduated without debt. My parents taught me much about money. ‘Want a bike? Get a paper route.’”

David Norwell is a peripatetic traveller. In his short 33 years, he’s covered a lot of the world, on land and water, and

Born in Fort St. John, David began testing his mettle early in this wintery place. Despite warnings, he licked a frosty metal door with the usual painful result. His parents were forestry consultants who conducted planting and silviculture surveys and did timber cruising. They also had many adventures. “They packed my three siblings and me up

In 2013, he obtained certification for leading YMCA Camp Thunderbird sessions for youth and subsequently guided nine-day trips to Gabriola and Sidney islands. “The kids learn camping, cooking, navigation and leadership skills,” he said. “A great job that prepared me for my next adventure, solo kayaking to Alaska. I completed the first leg to Bella Bella in 2014.”

He left Victoria in early May, having packed about 250 litres of gear into his 17-foot Bell Pepper, his arm-propelled

mode of transportation into danger and wilderness. He wanted to test his body, endurance and inner strength while avoiding the temptations of the internet. Always having been an outdoor nomad, he also sought a more intimate acquaintance with British Columbia’s 5,000-plus islands. Although he’d kayaked in the Gulf Islands, navigating the waterways north, with their various challenging rapids, was vastly more demanding. “Tides are teachers,” he said. Sometimes he departed at 03:00 to catch a tide having quickly realized that human-powered progress against an oncoming flood was unattainable. Along the way, he sailed his kayak whenever possible by transforming his tent tarp into a sail, his paddle into a mast and found himself moving at a respectable six knots—a speed not unlike a much larger sailboat. The sail offered a welcome relief for tender muscles.

Each day, finding a suitable beach— it needed to have a flat area—that would not drown him in a rising tide was paramount. After pulling in, he’d drag his vessel above the high tide line, set up the tent and tarps, dig into the kayak’s innards for food, make a fire, cook, clean up, and then record that day’s adventure and his views on life in his journal, adding illustrations. Besides the food he’d packed, that included oats, chickpeas, dehydrated veggie bombs, jerky, peanut butter and chocolate, he fished, collected seaweed and shellfish, and added lichen to the stews he cooked up. He also brought a 20-litre bag filled with books of all kinds that kept him from feeling lonely. Whenever possible, he delighted in meeting the coastal characters who inhabit isolated villages.

In 2015, he returned to Bella Bella with his girlfriend Kaya on a C&C 25, then finished the kayak trek to Gustavus, Alaska—a village adjacent to Glacier Bay National Park. Running short of funds, he took a ferry to Sitka, and with his knack for finding jobs, worked a month on a salmon troller. His Alaska journey took a total of 92 days and covered 928 miles.

DAVID SPENT THE next winter living aboard in Victoria Harbour, where he started a book on his paddling adventure. But the travel bug never slept. So, he set off on a world exploration lasting six years—definitely not the “grand tour” of yesteryear’s aristocratic young men. He train-hopped to Newfoundland, then crewed on a Swiss couple’s catamaran. “It was a fast boat,” he recalled. “We sailed to St. Maarten, then to the Azores and on to Gibraltar.” He spent a year in Europe, hitchhiking from place to place. His 6’4” lean frame and clean-cut look, and what he calls “being white and able” provided plenty of hitchhiking opportunities.

“These helped me to be safe,” he said. One time he took over the driving for a drunkard; he was also thrice picked up by drug dealers who thought his presence made them less conspicuous. “I’d be more cautious today,” he said. Finding work was easy for David. “I had lots of skills and a good attitude,” he said. “My mom always said, ‘just be keen and do so well that they start paying you.’” Thus a variety of short-term jobs funded the lifestyle. He helped build a playground in Denmark and worked a couple of months on a Norwegian farm. Moving on to Greece he paddled around Aegean islands in a borrowed kayak.

A torn meniscus made him realize his body had its limitations. “It made me look different at life,” he said. “I’d always counted on my body, now I knew its vulnerability.” But he still moved on. After working at a Turkish

farm and visits to Israel and Egypt, he crewed on a catamaran with a couple of Australians and a Canadian. “It was a boat delivery, not very safe,” he said. “We were in dangerous waters.” he said. “The Red Sea is unique. After a Yemini island stop, we sailed three weeks to Sri Lanka in big storms. I was really sick.”

To recover, he sojourned four months in Sri Lanka—the length of his visa. “I was a bit traumatized and it was great to be in this lush, green environment, with so much tasty fruit,” he said with a sigh.

THE 2.5 YEARS he lived in northern India focused him. His knee injury healed and he attended meditation centres. He concentrated on completing the book he’d started in Victoria describing his self-discovery kayaking trek. David is an accomplished and imaginative watercolourist and he finished painting numerous illustrations for his book. Life was inexpensive, “pennies a day,” he said. To earn those

pennies, he illustrated children’s books for an Indian publisher.

“I finished my kayaking book and spent two years collecting rejection slips,” he said. But in 2023, his “A Complex Coast was published by Heritage House. Based on the journals he kept over the months in BC’s coastal waters, the book is a combination travelogue, observations on the environment and critters, household and survival skills, and philosophical musings, embellished by more than 700 colourful illustrations.

Since his return to Vancouver Island, he has concentrated on preparing a TEDx talk. He plans to write more books about his six years spent in Europe, the Middle East and Asia, and what he learned. “Everyone in the world struggles in some way,” he has concluded. “The tension those struggles create affects us physically and mentally. But how we react to it is a choice.”

BRENTWOOD BAY SAANICH INLET

Not your garden variety destination

By Marianne Scott

OOn the east side of Saanich Inlet, just a bit north of Finlayson Arm and Todd Inlet, the village of Brentwood Bay occupies a small indent. It’s home to about 5,000 residents and once served as part of an active industrial area but today it’s a tranquil destination. MV Klitsa docks here at the end of its run from Mill Bay.

To arrive in Brentwood Bay, boaters must traverse Satellite Channel, which separates Salt Spring Island from the Saanich Peninsula, and turn south into Saanich Inlet, the most southern fjord on Canada’s Pacific coast. The Inlet continues on as Squally Reach and then flows into a long, deep finger named Finlayson Arm. The 12.4-mile inlet somewhat resembles the “boot” of Italy. On the inlet’s west side lie the wooded cliffs of the Malahat Highlands reaching up more than 350 metres. On the east side lie chic homes, the Canadian Coast Guard station and the Institute for Ocean Sciences. Some boaters anchor off the west side’s Bamberton Park and dinghy in to its 225-metre sandy beach. During the

summer, the water is warm enough for swimming; you can also hike up the 1.5-kilometre arbutus-lined trail that connects to the park’s campground.

HISTORY

Saanich Inlet has been the long-term home to the WSÁNEĆ people (from which the name “Saanich” is derived), who harvested abundant seafood and other resources in the region. Senanus Island lies to the east of Bamberton and is owned by the Tsartlip First Nation—part of the WSÁNEĆ—who had their permanent winter village here. I’m told the prawning in this area is very good. Saanich Inlet and its villages and anchorages are sheltered from all but strong northerlies and the regional climate is considered the mildest in Canada.

We’d hoped to visit a brand-new attraction: the Mahalat Skywalk, which is situated roughly across from Willis Point and offers great views of the entire inlet and beyond. But so far, they’ve not cleared the vegetation and created a path from the water to the tower.

Brentwood Bay is named after yet another British town. According to the Encyclopedia of Raincoast Place Names, Robert M. Horne-Payne, chair of the British Columbia Electric Railway Company’s Saanich Line, hailed from the British version of Brentwood in Essex. Like so many settlers and industrialists, he named his colonial abode after the place he was born.

The tranquil, lake-like setting makes Tod Inlet the ideal summer destination.

Left: Jaw dropping views from the 32-metre-high Mahalat Skywalk.

Before that nomenclature became commonly used, though, it was called Sluggett Bay, after a farmer/settler. It proved to be an unpopular name.

Once Brentwood Bay became a village, it served as a busy commercial hub, producing cement for most of the 20th century. Next to Tod Inlet, a narrow baylet south of Brentwood Bay, limestone was quarried and then transported across Saanich Inlet to the Bamberton Cement Factory for processing. In the early 20th century, the limestone depleted, the quarries were converted into what have become the world-renowned Butchart Gardens. The ruins of Bamberton’s cement works still occupy the west shore. Multiple plans for a residential development or an LNG plant have not materialized to date.

PORTSIDE MARINA

Obtaining transient moorage in Brentwood Bay can be challenging. Three marinas are located on its shores, but two of them offer scarce transient berths. I met John Denny, owner of the Portside Marina who told me the marina was built in 1927 and is the oldest privately owned marina in BC. It was started by the Gilbert family and over the decades offered fishing charters to people like Canadian prime ministers John Diefenbaker and Lester B. Pearson. “I bought Portside seven years ago,” Denny said. “It’s old and funky although we have refurbished it quite a bit.” He explained the marina caters to permanent guests and rarely has space for transients, although you can call to see if a slip is available. As part of the marine community and to help keep the waters cleaner, he allows the inlet’s many anchored liveaboards to shower, do laundry and dispose of

Top: Malahat Skywalk; Above: Kevin Oke

garbage for a fee.

The Marina shares its premises with Pacifica Paddle Sports operated by E.J. Frederiksen, who bought the company in 2021. A large number of canoes, kayaks and paddleboards are stacked on the dock. E.J. not only rents this equipment, but also stores it for local residents. “These sports are terrific in our waters as they’re

so sheltered, safe and suitable for all levels of ability,” she said. Her certified instructors take people along the shoreline and run the popular bioluminescent night tours.

Abernethy & Gaudin Boatbuilders’ shop lies next to Portside Marina (PY Feb 2024). A long dock where vintage vessels are often being repaired extends from their red, wooden

building with its ways. Visitors are welcome.

When you leave these premises, you’ll run into a carved, bemossed ancient mariner with a peg leg. Could it be Captain Ahab? As you walk toward the BC Ferries dock, you’ll find the Seahorse Café with both indoor and outdoor seating. It’s a restaurant with a 30-year pedigree and offers

SAANICH INLET

Left: The southern end of Saanich Inlet and Finlayson Arm.

the bounty of the ocean—crab cakes, calamari, fish-and-chips and prawns as well as burgers and other pub fare.

BRENTWOOD BAY RESORT

On the other side of the ferry dock, Brentwood Bay Resort is an upscale boutique hotel with a 50-slip marina, of which 38 are occupied by annual guests. Transient moorage is available, either at their 165 linear feet of docks, or at temporarily free berths. Christopher Judge, director of marine operations, told me the resort is in the process of upgrading the marina, replacing wooden docks with minimesh grating and new floats, water piping and updated electricity. “We want to provide the best guest experience,” he explained, “and to be a true destination marina. We’ll be there to catch mooring lines and make dinner reservations.” He added that the marina staff will provide provisioning services for people staying for a while; the service is especially helpful for American boats that cannot bring certain foods into Canada. “For permanently moored boats whose owners live elsewhere, we can have their yachts cleaned and provisioned when they arrive,” he said. Registered marina guests over 18 have access to the hotel’s fitness centre, pool and hot tub. Spa services are also available, as are laundry and showers. During the summer, you can rent kayaks, or, if you’ve dreamed of testing your balance on a paddleboard, the marina has also made them available. The area between the marina and the Mill Bay ferry dock is especially well protected for people learning to stand on a board and paddle. The resort has two restaurants— you can treat yourself both to breakfast and fine dining at the Arbutus

Brentwood Bay Marina &Resort

Tod Inlet

Canadian Coast Guard Station

Bamberton Park

Butchart Gardens

Mahalat Skywalk

Coles Bay

Portside

Thomson Cove

Mckenzie

BUTCHART GARDENS

This is one of the main reasons people come to Brentwood Bay. After its limestone was exhausted and mining ceased in the early 20th century, Mrs. Butchart took on the task of restoring the moonscape-like environment, and with tons of topsoil and careful planning, created a masterpiece with several themed gardens, including the tranquil Japanese Garden, the Rose Garden and the Sunken Garden. It’s a botanical delight that changes with the seasons and is visited by people from around the world. Tod Inlet is one favourite anchoring spot to access Butchart. On Saturday nights during the summer, when the spectacular fireworks are let loose, boaters can see the highflyers above the trees.

Room. Its menu focuses on locally grown food (and wine), offers vegetarian and gluten-free dishes and options ranging from seared Hokkaido scallops to roasted squash to four types of steak. The Pub offers standard pub fare, kid menus, and some special items—roasted pear & prosciutto flatbread anyone?—and allows for indulgence in desserts like crème brûlée cheesecake.

ANGLERS ANCHORAGE MARINA

This marina lies further south of the Mill Bay ferry dock and is the third local marina where you might find moorage. It’s been in business since 1975 and offers berths primarily for the longer term. Scott Campbell, the acting manager, said for boaters to call to determine if any slips are available. “Boaters can see the Saturday evening Butchart Gardens’ fireworks from here,” he said. Like the other marinas, they rent paddleboards and provide kayak storage. Showers, laundry and a pumpout are also available.

I asked Campbell what boaters should do when the Brentwood Bay area marinas are full. “I recommend

they anchor out and dinghy in,” he said. “The Bay has excellent holding ground.”

Another attraction here is Blue’s Bayou Café which can be accessed from the marina along a short, shoreside path and is a popular venue, especially on fireworks night. It’s built on pilings over the water, offers great views and has a decided Creole and Cajun twist. The menu includes such plates as the voodoo dipper cauldron, jambalaya and bayou salad.

Butchart can also be accessed directly from the water. A dinghy dock is available and visitors can buy tickets at the “back door.” Besides a plethora of beautiful flowers and trees, the Gardens offer a cafeteriastyle restaurant, coffee shop and fine dining (by reservation). One advantage of visiting Butchart from the water is the quick getaway—especially on the highly popular Saturday evening fireworks, you don’t have to line up with the many hundreds of cars leaving the premises. It’s fun to be a boater.

Saanich Inlet includes Finlayson Arm, where, at its most southern point, the Goldstream River is the spawning ground for returning chum, coho and chinook salmon. Part of the Salish Sea, the fjord that runs north-south is the only such firth on the southeast coast of Vancouver Island. The Global Geopark Network reports that like many BC fjords, an entrance sill left by the several past glaciations keeps water from flowing into the Inlet’s deeper regions—which reach about 235 metres. For part of the year, that lack of circulating water combined with submerged, dead algae create an anoxic environment where animals and plants cannot live. The inlet’s bottom layers are a dead zone.

SAANICH INLET’S AND BRENTWOOD BAY’S UNIQUE ENVIRONMENTAL FEATURES.

View from the Brentwood Bay Resort.

SAANICH INLET

Courtesy: Brentwood Bay Resort

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THE DISCOVERY ISLANDS

Revisiting our favourite anchorages

By Anne Vipond & William Kelly

Lisa Targal Favors – Trailer Trawler Life

Like many boaters who have spread their wings on summer trips to Desolation Sound, we soon wanted to explore the maze of channels weaving northward through the Discovery Islands. After listening to veteran cruisers describe what seemed to us faraway anchorages, we were determined to see these places for ourselves. We realized this meant transiting some daunting tidal rapids, but this only added to the excitement of visiting a new destination.

1

OCTOPUS ISLANDS & WAIATT BAY

First on our list were the intriguingly named Octopus Islands on the east side of Quadra Island. This cluster of small islands and islets is part of an undeveloped marine park lying off Okisollo Channel at the mouth of Waiatt Bay.

Reaching this scenic anchorage entails transiting at least one set of rapids: Surge Narrows at the south end of Okisollo Channel; Hole in the Wall (which connects to Okisollo Channel from the east); or the Lower and Upper Rapids, lying north of the Octopus Islands. With youthful enthusiasm and a copy of Bill Wolferstan’s guidebook to the Discovery Islands close at hand, we proceeded up Hoskyn Channel toward Surge Narrows.

We had carefully studied the Canadian Hydrographic Service’s Tide & Current Tables to determine the time of slack water at the pass, however, upon approaching the narrows, we realized we were a good hour early and decided to wait at the government wharf located opposite the pass on Read Island. As we pulled alongside, the current grabbed our Spencer 35 and slammed it against the dock. We circled round and tried the procedure again, now acutely

aware of the flood current still pouring out of the pass. After waiting close to an hour and watching a couple of boats come south through the pass on the tail end of the flood, we figured the current was slack enough for us to go through.

As we entered Beazley Pass—the recommended approach through the Settlers Group of islands at the entrance— a man fishing from shore shouted, “You’ll never make it!” A few minutes later our six-ton boat came to a standstill at the neck of the pass, where the current was still running strong against us. Despite the prophetic warning we managed to twist our way through. Once you’re through the pass, the stretch along Okisollo Channel to Waiatt Bay is quiet, both in terms of tidal current and boat traffic. One time we were approached by two fellows in a skiff as they emerged from the Upper Rapids at the same time we were entering Okisollo Channel from Hole

Waiatt Bay.

QUADRA ISLAND

THE DISCOVERY ISLANDS

in the Wall. As they pulled alongside our slow-moving sailboat, they told us they were lost and asked for directions. We asked where they wanted to be and the helmsman told us Maurelle Island, which we pointed to. “Is that the north end?” he asked, to which we nodded. “Thanks, now I know where we are,” he said, and off they went down Okisollo Channel.

We proceeded to the Octopus Islands, choosing the straightforward entrance into the anchorage along the narrow channel that traces the Quadra Island shoreline from Bodega Anchorage into Waiatt Bay. Amid the Octopus Islands are several protected coves, where most boaters set a stern line because of the limited swinging room. We found ourselves a good spot to anchor for the night and next morning we watched the entire anchorage

empty of boats in the space of an hour as everyone left, we presumed, to catch slack at Surge Narrows. We stayed put for the day, lazily poking around the various islets by dinghy and observing the bird life, which included a mother merganser swimming past with her chicks.

The following day we raised anchor and motored to the head of Waiatt Bay. On shore was a lovely forest trail winding past cedars, ferns and streams. It leads across a neck of land to Small Inlet on the west side of Quadra Island. This was an easy hike and upon reaching the head of Small Inlet we sat there gazing at the empty anchorage before returning to Waiatt Bay and a pre-dinner swim off the boat. That summer night was perfectly calm and the only sound we heard was the tremolo call of a loon.

Our next visit to Small Inlet was not on foot but by boat, having sailed up the west side of Quadra Island along the main shipping channel of Discovery Passage. Migrating salmon also transit Discovery Passage, swimming southward in the cold, swift-flowing waters. Discovery Passage eventually became our regular route when heading north and we found Kanish Bay a convenient place to pull into for the night after transiting Seymour Narrows.

The Chained Islands at the bay’s entrance contain a sheltered cove lying behind Bodega Point. This is a snug anchorage, within which is an islet with a small grassy knoll from which you can enjoy a tranquil view of the anchorage. However, if a strong northwesterly is

KANISH BAY & SMALL INLET

Small Inlet.

funneling down Discovery Passage, we carry on to Small Inlet Marine Park at the head of Kanish Bay.

A narrow entrance channel leads from the main part of Kanish Bay into Small Inlet, where the anchoring options include a spot east of the treed islets at the head. If a gale force northwesterly is blowing in Johnstone Strait, strong gusts will snake past the islets and a better place to be is west of the islets on the north side of the inlet. In fair weather, Small Inlet offers much in the form of recreation and relaxation. At its southeast corner lies the trail leading across the neck of land to Waiatt Bay. In the other direction, a rough trail winds uphill for about a mile to Newton Lake. There are several spots along the lakeshore section of trail where you can clamber down to the water’s edge for a refreshing swim.

3

GOWLLAND HARBOUR  & APRIL POINT

Another Quadra Island anchorage we regularly pull into when transiting Discovery Passage is Gowlland Harbour. Lying five miles south of Seymour Narrows, this is a large, nearly landlocked anchorage with wooded islets and hidden passages awaiting exploration by dinghy. In the past, log booms often lined the harbour’s western shoreline but there is always plenty of room to anchor at the south end of the harbour. If a northerly is blowing, we tuck in behind Stag Island.

Northwest winds from Discovery Passage can push moderate swells right up to Doe Islet and gusts will whistle past the islets (protected as provincial park reserves) lying north of Stag Island. In December of 2000 a winter ‘bomb’ tore the Seascape Resort docks from their moorings at the harbour’s north end and sent them a quarter-mile east. With a dozen boats attached to the docks, the ensemble drifted over a reef before coming to

Entering Small Inlet.

Newton Lake.

THE DISCOVERY ISLANDS

a rest. More recently, in September of 2021, a floating resort moored at the marina began to list and when attempts were made to right it, the barge sank.

Meanwhile, the scenic anchorage at the south end of Gowlland Harbour offers a peaceful setting and stunning sunsets. A narrow and winding boat passage connects this part of the harbour with the April Point anchorage. Local knowledge is needed to avoid the rocks in this passage, but it’s interesting to explore by dinghy or kayak.

We have often pulled into the April Point anchorage when northbound in Discovery Passage. One July evening, after riding a flood current up the Strait of Georgia, we approached Cape Mudge as the sun—a ruby pink orb— was setting behind the mountains of Vancouver Island. The tidal current had just started to ebb in our favour as we entered Discovery Passage and were passed by a southbound cruise ship, followed by a second one which appeared to have crossed to our side of the chan-

nel but was simply avoiding Yaculta Bank as we passed port to port. A few minutes later a northbound cruise ship overtook us opposite Quathiaski Cove. This was followed by yet another southbound ship passing us as we approached April Point—easily visible thanks to the lights of the historic sportfishing lodge located on the point. Less easy to spot in the darkness was the starboard hand buoy marking some rocks extending from April Point. Once safely through the entrance, we anchored near the head of the small bay, beside the marina located there, and remarked on the amount of commercial traffic in Discovery Passage when several cruise ships are transiting Seymour Narrows at slack water.

That busy summer’s night was in marked contrast to our first visit to the April Point anchorage years earlier. It was a misty October afternoon and the off-season had descended on the marina when we pulled in and dropped anchor, then sat outside in

the cockpit, enjoying the peacefulness and pine-scented air until the dampness of early evening drove us below decks. From inside our warm cabin we could hear an owl hooting in precise rhythm to the Cape Mudge foghorn. Then, in the fog-shrouded stillness, we heard a pod of killer whales swim into the anchorage, their breathing the only sound in the darkness apart from the distant foghorn. Were they waiting for a tide change we wondered, or perhaps they were resting a bit before returning to the strong currents that flow in Discovery Passage.

Anne Vipond and William Kelly have written a best-selling guidebook to the passes and anchorages of British Columbia’s south and central coast. ‘Best Anchorages of the Inside Passage’ is available at chandleries and bookstores, and can be ordered online at The Bookshack (shop. opmediagroup.ca).

April Point Resort, Gowlland Harbour.

TRAILER CRUISING

101

Trailering a cruising boat opens up a whole new world of destinations, both inland and in remote locations—here’s how to do it both safely and easily

By George Hone

WWith recent marina closures and the high costs of moorage, a trailerable boat is a sensible option for prospective boat owners or boaters looking for a change. Keeping your boat in your driveway or rented storage space lets you work on it conveniently and load before trips. I towed and cruised a 22-foot, outboard-powered C-Dory for close to 10 years and I lived aboard full time for 14 months continuously while on my longest trip. With nearly 28,000 miles of towing this boat and treating it like an RV while on the road, I learned a few things along the way.

THE RIGHT BOAT

My wife and I had originally bought a C-Dory 19 Angler in 2008, liking its reputation for toughness, stability and shallow draft, as well as its low power requirements and pilothouse for protection from the elements. Since I was planning on living aboard during my early retirement, I had to upgrade my C-Dory 19 to something more liveaboard friendly. My cruising mentors, Bill and El Fiero, had a C-Dory 22, and they have been aboard almost full-time for the past 10 years, trailering it to nearly every major waterway in North America, as chronicled in the C Dory owner’s site, cbrats.com. I decided to follow in their footsteps.

I ordered a new C-Dory 22 from Port Boathouse in Port Alberni and spent that first winter adding electronics and custom features. I arranged to downsize into liveaboard mode by cancelling all my utilities to my townhouse and leasing it out for a year. I moved aboard in Nanaimo in the spring and decided to retire in late August and hit the road.

My plan for the four months was to start in the Broughtons and then head south into the US, stopping to boat on Lake Powell, Utah, and on lakes Meade and Mohave in Nevada and Lake Havasu in Arizona. I would finish up in the California Delta near Sacramento. I towed the complete coastal route to San Diego from Nanaimo twice and I5 once. Crossing the Mojave Desert from Needles was the ultimate test of my rig. It was the roughest highway I’ve ever been on. In later trips, I found being able to position the boat near my cruising grounds via trailer let me go when time was short. By utilizing BC Ferries I could reach inland lakes and points south from my home in Nanaimo. Other times, I would tow up island to

To avoid bounce and support the engine, it should be lowered onto a 2x4 block of wood.

A second strap from the bow eye to the trailer frame will keep the bow firmly in the stop.

Telegraph Cove, to cruise the Broughton Archipelago and avoid the long run up the current passes which costs time and fuel. The truck got better mileage than the boat.

THE RIGHT RIG

In trailering a boat, it is really important to have the proper trailer under it. With a new boat it is pretty simple, as the dealer will have sold enough rigs to know what works. A tandem trailer with surge brakes was specified for my boat, Kerri On. I had a Mazda B4000 truck rated for 6,000 pounds, and with the fully loaded C-Dory package running about 4,800 pounds, I felt my setup would be adequate. However, one trip with this rig convinced me I needed something more substantial to tow with, as towing capacity is but one requirement. The other, equally important, requirements are stopping ability, crosswind resistance and all-around stability while going down the road. So, I traded my Mazda for a Ford F150 Lariat rated for 9,500 pounds, which would mean that my towing package would be about half of my rated capacity. This is in line with what many dealers recommend. This truck proved to be a reliable workhorse for me on subsequent trips up and down the I5, Highway 1 and 101, as far south as San Diego and east as far as Tucson, Arizona. Towing up the mountains into Flagstaff, Arizona and over route 50 out of Reno, across “the loneliest highway in America,” it was nice to have ample towing ability. The trailer, I learned, was a weak link. It’s difficult if not impossible to buy a trailer built for continuous use and long-distance towing. Surge brakes are normally installed but inferior to disc brakes, which I upgraded to after 15,000 miles. Wheel bearings need to be checked daily while towing and

Transom straps hold the boat down and back.

A gunwale strap over the cockpit will hold the boat centered on the trailer.

TRAILER CRUISING 101

at every stop. Looking for heat, mostly to indicate problems. I had one bearing failure leaving Yuma, Arizona, and I was alerted by a pedestrian while I waited at a light. “You’re on fire back there,” he said. That got my attention. A nearby tire shop fixed me up. I normally stop 15 minutes into each day’s run to check for anything amiss. I had spent two weeks stationary in an RV park and that bearing had rust failure. While driving, keep an eye on your wheels by regularly checking in your mirrors. Trailer dealers have told me they manufacture trailers for normal towing, which means short distances, so if you’re going to tow long-distance, your maintenance will increase. Flushing everything after being in salt wa-

A drop or rise hitch may be necessary to level out the truck and trailer.

ter will help keep failures down. I see many sketchy trailers under boats. Your driving habits while towing should be conservative. My rig was 46 feet long overall so I kept to speed limits and watched surrounding traffic

for issues keeping plenty of distance. In Utah the speed limits are up to 130 kp/h and I was passed by people towing boats at 130. In my opinion, that’s too fast, things go wrong quickly at high speed.

LOADING THE TRAILER

With your boat on the trailer, and hooked to your truck, have a good look from 20 feet away. For the best stability when loaded, the whole package should look level, both truck and trailer. Many trailers tow at poor angles, this will affect your safety. Your tongue weight should be about 10 to 12 percent of your total load, and you may need to get a drop or rise hitch to level out the trailer.

Minimize the risk of wheel bearing failure by installing TPMS (tire pressure monitoring system) valves. They work by replacing the standard valve with a TPMS valve that monitors tire pressures and temperatures via bluetooth to a digital readout in the cab. When a tire drops below a specified pressure or above a specified temperature, an alarm will sound. There are many cheap options available from Amazon but we recommend buying from a reputable manufacturer.

When you are getting set to tow, hook up to your ball and plug in your lights. Cross the safety chains under the hitch and attach the breakaway chain. Crossing the safety chains will help keep the front of the trailer off the road if your hitch fails, if they are not crossed, they will not do this.

Your bow should fit snugly into the front post of the trailer. I like using a second strap from the bow eye to the trailer frame to keep the bow in the stop. Trailer manufacturers say the front post is not built to withstand the loads imposed by a panic stop or collision situation, so the bow should be secured so the boat does not come flying forward into the truck in a panic stop or collision. A gunwale strap over the cockpit will hold the boat centered on the trailer. Transom straps hold the boat down and back. Be sure these are all snug. I see many boats being towed with

their outboards tilted up and bouncing, which causes huge stress on the transom. It also causes failure of the lift and trim mechanism. I like to put a 2x4 block of wood under the mount to support the engine most of the way down. Just power down onto the block to keep adequate ground clearance. Tie the block up with a small cord to hold it in place.

When you think you are ready to tow, have a look inside the boat to make sure all is stowed for highway speeds. Then walk around your rig, looking for anything not secure and ready to go. Also check your lights. Turn them on and be sure everything is functioning. Tire pressures and tread OK? Trailer tires do not last as well as car tires and need regular replacement. For long trips I installed a charging port to utilize the trucks charging system to keep my boat battery charged. If you have a bimini or canvas on

PRO TIP

your boat, this should be covered and stowed. The amount of chafe damage from 100 km/h towing is shocking. If you have a full cover, it needs excellent padding and needs to be snug.

HITTING THE HIGHWAY

Before getting on the highway I like to drive around on sideroads if possible for 15 minutes before stopping and taking another look around the boat and trailer. Is everything still in place and secure? Anything forgotten? Check the bearing and tire temperatures. If the bearings or wheels are too hot to touch after this short drive, they may need servicing. If all is well during this first check I

like to check again after running for an hour. Keeping your speed in the 95 to 100 km/h range will lessen your failure rate.

GETTING LAUNCHED

When you get to your launch ramp, find a spot away from the launch zone to get ready. One of my pet peeves is seeing people getting their boats ready while parked on the ramp. Don’t do this in Utah! Those bass boat guys launch 100 boats in 20 minutes, you don’t want to be holding up the ramp. The first thing to do is to unplug your lights. Dipping hot lights into the water as you back your boat in will shorten the life of your light system. Go down to the ramp and dock area if there is one. Find out which way the wind and current are going. I like to put my fenders and dock lines on the side of the boat that will allow me to

Make sure the transom plug is in before launching.

launch upwind of the dock. This lets the boat float off and come up to the dock on its own, rather than floating away from the dock. This is especially important when I launch solo. As I used to tell my students during my sailing days, “you do not want to be the show.” Think it through and take your time.

Once you’ve got the lay of the land at the launch ramp, go ahead and take off all your straps, except the bow straps. Hang your fenders and attach your dock lines. I like a long floating breast line to attach to the dock as I get down to the ramp, to be sure the boat is attached to something. I see many folks launch with no docklines or fenders, only to have their boats float away! One important thing to remember: do not launch without putting in your transom plug. Boat US says they have many claims every year for sunken boats that were launched with the plug out. Put it in and check it twice. I like to carry the plug in the truck with the wrench in the console. Some people tie it to their keys, whatever you do, double check this one.

When the traffic allows, tow into launch position at the top of the ramp. I like to get out here and double check everything again, including the plug, fenders and dock lines, and make sure the outboard is tipped up. You can now proceed down the ramp slowly, so you don’t launch the truck! Stop once you are near and unhook the winch strap and safety bow straps; the boat is free now to float clear. Back on down and you should be able to see the boat come level as it floats, but don’t go any further into the water than the rim on your rear wheels. I see boaters burying their exhaust pipes and axles, and since an axle has a vent on top, getting sea water inside your axle is going to cause issues! If your boat is difficult to launch you may need to find a steeper ramp. Be aware of being in reverse gear now as every year, trucks end up launched.

Once your boat floats off, stop, shift to park, put on your parking brake, and get out to secure the boat in an out-of-the-way spot on the dock or pull it ashore if there’s no dock. Tie it to something or set the anchor on the beach. I take a quick look in the cockpit to make sure it’s not filling with water, and then park the truck. When you’re back in the boat and ready to go, flash up the engines and make sure everything in the boat and engine are working properly before you leave the dock. If everything checks out, depart and enjoy your trip. Retrieving your boat can be facilitated with those “goal post” guides and I recommend them. My trailer had bunks, you may have rollers or a combination of the two. If you have

two experienced people and some practice, you can retrieve easily and quickly if one person goes and gets the truck/trailer and positions it as launched. The other person can drive the boat onto the trailer. The truck driver hooks up the winch and pulls the bow snug. Some trailers it works slick, some are challenging, but it gets easier as you do it more. If everything looks centered, go ahead and pull the boat out of the water. If there is a boat wash or rinse available, it’s best to use it right away. Most jurisdictions are strict about transporting invasive species such as zebra mussels and European green crabs.

Reattach all your straps and plug in lights as before and you’re set to travel.

SATURDAY, JUNE 8TH 2024

36TH ANNUAL

ROUND BOWEN RACE

HANDS ON BOATER

More on Marine Hoses

Part 2: 8 Tips for your next hose installation

BY DENNISON BERWICK

SELECTING AND INSTALLING HOSES

Follow these guidelines to install hoses that will give trouble-free service for many years:

1.

Select the correct type of marine hose for its intended purpose (covered in part one, February 2024), eg. labelled fuel hoses for fuel lines.

2.

Select the correct size of hose. Hoses are sized by their interior diameter. A hose barb is sized by its exterior diameter (Fig. 1). A hose that is too large for its hose barb will likely leak (liquid or air) even when the hose clamps are very tight. A hose that is slightly too small can be immersed in hot water to soften the rubber; however, it will likely have to be cut when it needs to be removed from the barb. Applying a little dishsoap to a barb can make installing the hose much easier.

In general, larger hose ID (and larger hose barb) is better because resistance to flow is lower. The size of hose depends on several factors; the aim is to minimize restrictions:

• What is the minimum required flow of fuel, raw water or bilge pump capacity? For example, the fuel draw from the fuel tank can be double an engine’s fuel consumption, with the excess being returned to the tank (or secondary fuel filter).

A full bore ball valve has an oversized ball ensuring the hole size is the same as the valve’s diameter – allowing fluid to flow with less resistance.

Type A1-15

A reduced bore ball valve has a smaller hole, resulting in restricted flow through the valve.

• A long hose run increases resistance to flow due to greater internal friction. A larger diameter hose reduces internal friction.

• Number of bends and connections. Sharp bends and more connectors create resistance to flow. Avoid 90-degree connectors (two x 45 degrees is better). Full bore flow valves are better than reduced bore valves for the same reason (Fig. 2).

Meeting or exceeding minimum hose diameters is critical when sizing fuel hoses. Engine manufacturers usually state the minimum ID for fuel hoses for their engines. (Check in the manuals or installation guide.) The American Boat and Yacht Council (ABYC) also publishes minimum standards for fuel hoses:

• Fuel fill hose: 38-mm (1.5-inch)–interior diameter to fit standard fittings

Pipes and fittings are sized by their outside diameter (OD). Hoses are sized by their inside diameter (ID).

Fig. 1

Fig. 2

• Fuel vent hose: 12-mm (7/16-inch)

–interior diameter to fit standard fittings

• Fuel supply hose: 8-mm (5/16-inch) –verify in engine installation manual

• Fuel return hose: 8-mm (5/16-inch) –verify in engine installation manual

3.

Buy the best quality hose that is available—buying low quality, unlabelled hose is almost always false economy because it deteriorates quicker and kinks and chafes more easily; the hose will likely have to be replaced sooner. Quality hoses are not inexpensive, but given their vital functions and the number of years we expect them to last without cracking, leaking or splitting, installing only quality hose is money well invested. Failure of any marine hose can threaten the safety of a vessel and crew.

4.

Carefully plan the route for a new hose; take the time to find the most orderly path above, below or beside other hoses and cables. Plan a route where the hose can be supported about every 30 centimetres (12 inches) and kept away from

hot surfaces (such as the exhaust) and belts. Avoid blocking access, for example, around oil and fuel filters and the raw water pump.

5.

Be generous. Adding a few centimetres to the run of a hose has two advantages and adds little to the overall project cost: First, a slightly longer hose reduces stress on the hose and helps avoid kinks caused by trying to make too sharp a turn. (Low-quality hoses almost always kink sooner than better quality hoses). Second, everything on a boat needs to be removed for repair or replacement eventually, including hoses. Adding a few spare centimetres (space permitting) to the length of a hose will allow a couple of centimetres of hose to be cut off if the hose needs to be removed from its hose barb. This is more convenient than struggling to remove a hose from a fitting in a confined space and much less expensive than having to replace the full length of a hose.

6.

Avoid chafe and install anti-chafe guards (old hose works well) where a hose might rub on another hose or metal surface. Hoses can be bunched together with cable ties (Fig. 3)

Chafe Protection—old hose secured in place with cable ties makes good protection through bulkheads.

Fig. 3

7.

Keep the number of hose connectors to a minimum. Install (or replace) the full length of a hose rather than joining hoses using connectors. Connectors are prone to leaking—liquid or air. Quality hose clamps used with connectors will likely cost more than the price of a longer new hose. (Hose clamps are explained in part three).

8.

Record the date of installation in the Maintenance Logbook. Hoses should be replaced at least every 10 years; the years pass surprisingly quickly. Best practice with a newly purchased vessel is to replace all the fuel, raw water and bilge hoses. Carefully inspect the engine, exhaust or sanitation hoses and replace if damaged or “spongy.”

REMOVING A HOSE

Removing a hose from its hose barb can be a challenge if the hose is several years old and the rubber is stuck to the barb. Several techniques can be tried:

1) Loosen the hose clamp(s) and try to rotate the hose while pulling the hose off the barb

2) If there is access, use a small, flat screwdriver to pry the hose from the barb (Fig. 4).

3) As a last resort, the hose will have to be cut—lengthways along the barb or, if access is restricted, cut the hose at the end of the barb, then cut the hose lengthways off the barb. If extra hose was allowed during its original installation the hose will still be long enough to be reinstalled (Fig. 5).

HANDS ON BOATER

Hose clamps—selection, installation and inspection will be covered in part three.

Removing hose: After removing hose clamp(s), use a flat screwdriver or pick to separate the hose from the barb or pipe.

the hose as the last option. Cut lengthways along the barb or at end of a barb.

Dennison Berwick is creator of the Marine Diesel Basics books and website—visual guides to marine diesel systems. Marine Diesel Basics 1 Maintenance, Lay-up, Winter Protection, Tropical Storage and Spring Recommission is now available in English. Two value-added Maintenance Logbooks (for single and twin engine installations) are available in six languages. Dennison sails a 1982 steel Chevrier 36. He has solo sailed the Indian Ocean and recently completed a passage through the notorious Mozambique Channel and the Wild Coast of South Africa on his way from Africa to Brazil. mainedieselbasics.com

Fig. 4

Cut

Fig. 5

4

Summer Gear Guide

Master boating season with these eight products

BY PY STAFF

1 FENDER

$26 to $138

Polyform’s G Series one-piece fenders are made with ribs and even wall thickness for extra strength and durability. The G Series comes in a variety of sizes, from the smallest, 12.8-inchlong G-1 to the largest G-6 which measures 30 inches long. A reinforced rope hold provides added durability and Polyform’s unique vinyl valve system is available on the G-3, G-4 and G-5. The G-Series comes in a wide variety of colours to match your style. polyformus.com/en-ca

2

RAIN JACKET

$400

Mustang’s Callan Waterproof Jacket is the ideal summer rain coat for the “wet coast.” Made for boating, the athletic cut features an adjustable waist bungee and adjustable cuffs to keep the wind out, while a fitted hood offers unobstructed peripheral visibility. Water-resistant zippers at the pockets protect stored items and the “Marine Loop” at the hip is designed to be an attachment point for an engine cut-off switch. The Callan is fully seam sealed and ready for your next adventure on the water. mustangsurvival.ca

3

DOG PFD

$90

The Underdog Foam Floatation vest looks and performs differently from most other dog PFDs on the market and there’s a good reason for that. As the name suggests, it’s designed to give floatation where it’s needed most, under the neck and chest. We tested it on Pacific Yachting’s office dog and found the fit was snug with four adjustment points and two lifting handles, conveniently coloured yellow for quick identification. The handles also double as leash attachment points. Available in five sizes. mustangsurvival.ca

4

BOAT POLISH

$80

Meguiars New Boat Owner’s Essentials Box is the perfect starter set for putting that summer shine onto your boat. The kit comes with three compounds including the Marine Gel Wash for removing dirt and grime, the Premium Marine Wax for a deep glossy finish and the Flagship Ultimate Detailer which removes contaminants while maintaining and boosting wax protection. The kit also includes two accessories: The Supreme Shine Microfibre Towel and the Hi-Tech Applicator Pad. meguiars.com

5

ELE CTRIC OUTBOARD

$1,700

The e-lite 500-watt electric outboard from EPropulsion is ideal for dinghies, kayaks and canoes. The compact, fully-integrated design is efficient and offers ease of mobility. At full power (500 watts) the e-lite will propel an eight-foot aluminum dinghy with a single passenger at four knots for 45 minutes or three miles—more than adequate for shore excursions or quick tours around the anchorage. At less than 15 pounds, the e-lite is just that—light, and with a carrying bag included, this might be the most compact outboard on the market.

epropulsion.com

6

CRACK FILLER

$26

BoatSmartz’ Gelcoat Repair Kit quickly and easily fills hairline and spider cracks without the need to sand. The small, easy to use kit makes repairing cracks in gelcoat easy and efficient even on the go. The cracks can be filled in minutes and curing takes 24 hours, after which the repair can withstand regular use and even power washing. The twopart kit comes with a small jar of crack filler and matching bottle of crack sealer. The product is made from proprietary resin interlaced with nano particle filler/pigment. It comes in two sizes: The mini kit is five grams of filler and five millilitres of sealer and the maxi kit is 10 grams and 10 millilitres. boatsmartz.com

7

GAS GRILL

$329

Magma’s Party Size Marine Kettle is the ideal propane barbecue for your next boating adventure. Made of 100 percent 304 mirror polished stainless steel, it will give you the safety, durability and performance required of a marine grill, and with its patented kettle design it utilizes both radiant and convection heating. The balanced lid does not slam shut and acts as a windscreen in blustery conditions. The barbecue was designed to be used with standard, disposable one-pound fuel canisters, but can be adapted to existing on board fuel systems as well. magmaproducts.com

8 ELECTRIC FAN

$65

Keep the boat cool even during the hottest summer months with a portable, electric fan. A minimalist’s dream, Caframo’s Chinook is a simple two-speed tabletop fan that boasts powerful airflow through quiet operation and low power draw. Its sturdy metal base is balanced on three adjustable silicone feet to eliminate vibration and create an even level of white noise making Chinook an ideal fan for sleeping in comfort. Engineered to produce superior airflow, Chinook’s Finger Safe blades are soft, with shockabsorbing edges. Without the need for a safety grill, powerful airflow is unimpeded and the fan’s blades are easy to clean. caframobrands.ca

Sound Racing

BY ALEX FOX

IIt’s always great to get back down to Seattle for some racing with and against old friends. I’ve delivered boats many times

from Victoria and am certainly familiar with the North Sound waters, but most of my racing experience is off Shilshole Marina and in the South Sound area, so this would be a rejuvenating, fresh experience. Here’s the story.

OUR SMITH ISLAND Race, aboard the J-122, Joy Ride, began slightly inauspiciously, as we missed the fiveminute signal, resulting in us being 30

seconds late across the line. Not great, but not terminal, as a few others were also tardy. The bigger boats scooted off in the 18 to 20-knot southerly and we followed on a wonderful run north, trading gybes with our division and some of the faster boats as well. The ebbing current was with the fleet, and our strategy was basic, try to stay in the best stream and the best pressure. It was beautiful sailing weather!

Seattle Yacht Club’s Smith Island Race

Jan Anderson

Somewhere around Port Ludlow, the wind began to lighten, dropping to less than 10 knots for a period. Very much on our minds was to stay in touch with the faster boats, and specifically with the slippery J-111, Hooligan, from our division. The drop in pressure stretched the fleet out, but gradually the breeze refilled and built again. The big boats were pretty much gone, but we were happy to be

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hanging in with the rest. As the pressure ticked up, it also shifted initially southwest as the Whidbey Island shoreline flew past. We hit a high of 18 knots SOG here.

During the last few miles escaping Admiralty Inlet, we were lifted again in a southerly shift and it was time to gybe onto starboard. As the big puffs rolled in, a couple of spinnakers ahead were flogging, one flying from the masthead. Don’t look! I was on the helm for the final miles approaching Smith Island and it took constant working of the helm in the quartering seas, keeping the apparent wind somewhere between 135 and 140 degrees to keep the boat stable. Robin was calling puffs, Erik and Byron taking

turns working the sheet on the big A2+, Bron poised for a vang ease. One more gybe back onto port. The J-111 was crossing well ahead, after holding the initial port gybe longer. We opted for a letterbox takedown and things went pretty smoothly, though it’s always challenging getting the chute down in these conditions. A two-sail reach across the north side of the island gave us time to clean up, take stock and prepare for the long beat back to Shilshole.

COMING OUT FROM the lee of Smith Island, John was trying to skirt the shoal, it was clear that the breeze wasn’t letting up. It was time to put a reef in the main and find the groove

with the J2.5. This was not exactly the ideal break-in for new sails, but once trimmed the sails looked great. Up ahead, Hooligan was crossing on starboard, no doubt to clear their air from the pack which included the Farr 36, Annapurna, the Farr39ML, Tachyon, the Aerodyne 43, Freya, and the startlingly fast Sunfast 3600, Rush. The chase was on!

Now, Joy Ride has always been a great upwind boat, and after an initial gain on the pack ahead, we decided to tack onto starboard, heading back into Admiralty Inlet and the sound. In a stroke of good luck, the tide was changing to a flood for the beat back home. After 15 minutes on starboard, Hooligan came across, lifted on port

across our bow with a solid gain from their early tack left. Hmm, we tacked in under to stay in phase with the shift. As we progressed on port, there was still no signs of the current shifting in our favour. In fact, we seemed to have a half-knot against us? The boats that had continued heading right on port, were now coming back on a huge right-hand shift, and were also gaining on us. I think I said to John at that point, “Sorry, I’m not giving great advice so far—lots of racing to go though!”

AS WE DUG back right, it was clear that the other boats had also hooked into a stream of flooding current on that side. There was some solace in

As we progressed up the course, we managed to stem the initial bleeding, slowly reeling in the boats ahead and pulling away from the two close behind

at least figuring that out. Two other boats rounding behind us, the XP44, Maverick and the J-20, Shearwater had also caught up quite a bit. OK, we were making it tough on ourselves. It was time to settle in, work on boat speed and watch the boats ahead for shifts and trends. We’d shaken the reef out for a short period, but the breeze was back in the mid-20s again, with building current against wind waves.

It was my turn to helm again, and I must admit, I was struggling with the sea state. Finding the right balance between steering enough and oversteering, along with the right trim was tough! I’ve never been a big instrument guy, but I’ll say that having an easy-to-read speedo is invaluable when searching for “fast.” Now, it’s not just about finding fast, it’s staying fast and not falling out of the groove. This involves observation and input from crew members who have the best vantage point. The most valuable thing is relative boat speed and height along with gains and losses against the competition. This real time corroboration is a critical element and Ryan was doing a fantastic job of this!

STEEP WAVES, wind in the high-20s, these are not your common race conditions here in the Pacific Northwest. It’s safe to say we’re a smooth water bunch the majority of the time, even when it’s breezy. As we progressed up the course, we managed to stem the initial bleeding, slowly reeling in the boats ahead and pulling away from the two close behind. The boat was being thrown around, as I tried my best to keep the boat speed consistently over seven knots. The pattern that immerged was that the SOG would hover around eight to 8.5 knots much of the time. If I hit a bad wave, feathered too much, or oversteered, both numbers dropped quickly. I experimented a little with putting the bow down, and getting the speed up

to 7.4, even as high as 7.8. This seemed counterintuitive because the boat was heeling more, but the interesting thing was that the SOG seemed to jump a lot, as high as 9.5 or even 10 knots. In retrospect, because the waves were so close together, this made perfect sense, in effect elongating the space between wave crests. It also didn’t hurt that a couple of wind shifts went in our favour. Hey, these things generally even out over time! Once in that nice groove, I was able to keep the numbers up and sail consistently fast. Another factor that I think worked for us, was that as we began to come came back into the pack ahead. They each got a little more defensive, and perhaps a little less focussed on their own boat speed in the awkward con-

ditions. There’s no doubt we found a fast groove in the waves, and this motivated us to continue the charge. Further up the leg, the water flattened out considerably and we were first to shake out the reef, power up and shift into a higher pointing mode. Again, those changes were confirmed by watching the two numbers along with crew observations on relative boat speeds.

NOW WE FOCUSSED on getting through the group of boats we were with, but like most any distance race there’s the small picture and big picture strategy. Byron was now on the helm and as darkness fell, we had managed to get through our immediate competition. Freya was still ahead, but we were now within a few boat

Lagoon 42 Catamaran

Delta Pacific 52

lengths. That was when I first heard John mention Shearwater, the J-120, lifting up the eastern shore on port. I’d thought we’d left them well behind, but it had been mentioned previously, file that one away, listen to all input. Sorry Bron, Erik. Sure enough, as we finally crossed the Aerodyne 43 there was Shearwater. We were still ahead, but with only a mile to the finish, there was work to do. By now the wind had lightened, to perhaps 10 knots and there was still lots to play for. The fleet was coming on again in a last-minute right shift, and it seemed like the entire pack was back in the race. We had to dip Freya again and just crossed Tachyon, flipping back onto starboard as high boat in the group. We were just able to hold them off and after a

short hitch back onto port we heard the horn. Wow, that was a great race! The final section, with the lightening breeze and the slightly cruel righthand shift, had likely cost Shearwater handicap honours, but we were thrilled to correct to First in Division and ORC Overall!

THERE’S ALWAYS SOMETHING to learn or relearn when competing in sailboat racing. All you can do is prepare well, put your best efforts forward, live with the choices you make, hope for a little luck or a break, enjoy it as a crew when the results fall in your favour and congratulate the competition when it’s their turn! Good sailing everyone, see you on the racecourse sometime soon!

North American ABYC H-27 Standard.

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SUMMER RACING CALENDAR

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Round Bowen Race June 8

WAVES Keelboat/June One Design June 15-16

SIN June 28-30

Summer Regatta VARC/VRC July 13-14

July One Design Regatta July 13-14

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Daybreak Fishing

“The early bird gets the worm, or does it?”

BY TOM DAVIS

Do you need another reason to get out on the water early?

EEveryone has heard the term, “the early bird gets the worm” and its meaning is fairly obvious. The first bird to the worm patch gets the best choice of worms to eat. It applies to a host of analogous situations, including fishing. Logically, the first angler on the water should get the best chance at a fish, because none have been removed from the existing pool of fish. But is it true? If we judged its merit by the number of anglers who stagger out of bed in the middle of the night just to get their lures in the water by daybreak, it must be so. Particularly on fishing derby days when money and other enticing prizes are on the line. However, that doesn’t confer validity. There are situations when getting out early makes sense, but from my experience these opportunities are limited over a full year of angling.

There are other reasons, not connected to catching fish, for being on the water at the crack of dawn. For me I would describe it as a process. Get out

before daylight, pick my spot, set the gear and relax with that first cigarette of the day, a nasty habit that I gave up 40 years ago. Then pour myself a cup of hot coffee while waiting for sunrise. It was those few minutes on the water before the rest of the world woke up that made getting up early worthwhile.

So, from a purely angling perspective these questions are relevant. Why should anglers have lures in the water at first light, and what really governs the best daily fishing times for most of the fishing season?

SALMON

Daybreak fishing success depends on a lot of factors: Fish species, fish age, current direction and flow rates and the state of the tide. Other factors include whether they are feeding fish or not, and are they a migrating species or homesteaders? Even the stage of the moon and weather conditions have something to say about angling success.

The most reliable first light bite occurs along the nearby approach waters, or in the estuaries where mature chinook salmon have already staged as a precursor to moving upstream to spawn. No one knows why this happens, but it is a fact. The terminal area daybreak chinook bite is reliable but usually lasts only a few hours after sunrise. From then on, the bite is sporadic until a couple of hours before dark when a second less intense bite develops.

Even the moon plays a role. Many years ago, friends and I were fishing Nootka Sound in early August during a full moon. We didn’t have much luck until we started fishing San Carlos Point at daybreak. In spite of the full moon, it was so dark one morning

THE FISHING FIX

that we used a flashlight to land our first fish. To take advantage of the early bite we decided to tie the boat to a nearby log boom and over-night there rather than return to our camp in Galiano Bay. This paid dividends with pre-dawn bites over the next two days.

The moon also impacts salmon fishing success in other ways. There is an old

saying that the salmon bite hard leading up to the full moon, followed by slow fishing for at least three days afterward. It makes some scientific sense. After all, the moon has a major gravitational impact on the earth, and salmon have very sensitive lateral lines that are probably affected by the same forces.

Let’s move further away from the river

mouth by following the salmon migration route in reverse. Stop when you’ve reached the point on the migration path when salmon have grown to legal size. Starting here the bite is mainly influenced by other factors. For example, the feeder Chinook (in the photo to the left), caught by Barry and I, were taken during a summer salmon fishing derby. The bite came on during a tide change, which is the classic scenario for feeding salmon regardless of when it occurs during daylight hours.

In 1978, minimum size limits were smaller and bag limits were more generous, so anglers kept more small fish. The two and three-year-old chinooks in the picture weighed from three to eight pounds and are the normal mix of summer feeders anglers encounter in the southern Strait of Georgia. Today only two of them would be legal sized. If the tide change occurred at daybreak it would have influenced the bite in the same way. However, if it did not the bite would have been much less productive, which was exactly opposite the bite trigger in the Nootka Sound example.

Things get even more complicated, specifically when chinook are in their last year of ocean life. While they are feeding it’s the tide change that determines the best time to fish. Once they stop feeding and start their final run to the river mouth, fishing the tide change becomes less important. Now the direction of the current flow, the time of day and specifically early morning bites become progressively more influential. The best time to fish is from the last of the ebb, through the slack water and as far into the flood tide as possible. This is when adult chinook migrate along nature’s escalator, and they also bite. When it turns to ebb they stop moving, stop biting and find areas with slower current flow where they rest for the next push toward the river. Coho, sockeye and pinks follow the same general pattern with the direction of the current playing a major role in angling success, the only difference is that coho

Chinook taken during a summer salmon fishing derby in ’78. Oversize halibut before release.

feed much later into their migration than chinook.

During this migration phase the best bites for all salmon species seem to be from early morning until about noon. Then there is an afternoon lull, followed by an evening bite whose intensity increases as they near the river mouth.

HALIBUT

Halibut are the number two marine game fish in BC. I am going to stick my neck out and suggest their bite periods are not influenced, or very rarely influenced by the time of day, unless it coincides with what are called ‘halibut tides.’

Most halibut fishing occurs during the lead-up to slack water, through slack water and into the next tide. Basically, anglers prefer days when current flows are less than two knots and the tidal transition lasts longer. This is because halibut anglers generally don’t troll, although many halibut are caught using this fishing style.

Anchoring in a fixed position, jigging or drifting over prime halibut ground are three common halibut tactics. This means they have limited options when it comes to mobility. This narrows the best fishing times to the slowest current flows per month. Halibut hunters should be fishing if good tides coincide

with the early morning. It’s solely because of the state of the tide and current velocity, and not the time of day.

ROCKFISH

I am going out on the same limb because I doubt ‘the early bird gets the worm’ theory works for rockfish, lingcod or other similar species, even though they are quite aggressive biters whenever potential food passes by their rocky hideouts. They even take shots at lures in the middle of the night. Decades ago, Len Bland, who owned Harvey’s Sporting Goods in Sidney, and I fished one night to prove or disprove the “do salmon bite at night question.” They didn’t, at least for us, but we did attract considerable interest from rockfish.

The best times to fish for rockfish and

their reef dwelling cousins are also the best times to fish for halibut. That’s around slack water. How long the slack lasts can vary from tide to tide and day to day. The reasons are simple. Your chances of staying on good rockfish ground are significantly reduced by increased depth, line drag and current velocity.

Your only means of compensating for elements like wind and current flow are using the thinnest non-stretch line possible and progressively fishing with heavier lures. Even those tactics fail during a strong current. In other words, the stock fishing rule applies. Rockfish and lings bite when the food chain is most active, which also coincides with the easiest time for anglers to get their lures where these fish are located.

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TOM'S TIP

This month’s article points out the importance of keeping fishing logs. Along with the usual entries like lure, depth, flasher type, colour and bait choices, anglers should include the non-tackle elements like the time of the day, tide change information, current speed, weather conditions, precise catch locations and any special notes that pop up on that particular day like barometric pressure. For example, severe low pressure is usually the kiss of death for a successful fishing trip.

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Stabicraft

BY PETER A. ROBSON

WWith the growth of the heavy-gauge welded aluminum boat market in the Pacific Northwest, Richmond-based Galleon Marine went looking for another high-quality aluminum manufacturer to complement their existing line of Kingfisher aluminum boats. Galleon co-owner Ian Binstead had heard good things about the New Zealand built Stabicraft line and so he visited one of several established Washington State dealers. Soon after, impressed by the versatile and sturdy line, Galleon became the first Canadian dealer.

Established in 1987, Stabicraft offers 14 models from a 14.5-foot (4.42-metre) open boat to a 27.5-foot (8.4-metre) enclosed cabin model. The first Stabicrafts were imported to BC by individuals (mostly transplanted Kiwis) in about 1988. Recently, Stabicraft acquired a manufacturing facility in Washington State with future plans to expand across North America. Regardless, for tariff reasons, all Stabicraft sold into Canada will continue to be manufactured in New Zealand.

These are utilitarian vessels designed to perform well in the often-boisterous waters off the coast of New Zealand.

DESIGN AND CONSTRUCTION

Stabicraft are utilitarian, no-nonsense vessels. They are designed to perform well in the often-boisterous waters off the southern coast of New Zealand and the harsh and unforgiving environment of the infamous “Roaring Forties.” That makes them well-suited to our waters— including the west coast of Vancouver Island—when the going gets rough.

One of the notable attributes of Stabicrafts is their foam filled, air-tight aluminum sponsons (Positive Buoyancy Chambers) that wrap around the hull and aid in stability while making Stabicrafts pretty well unsinkable. Those pontoons, built in three separate modules on each side of the hull, are welded to the outside of the hull for added strength, and therefore don’t reduce interior space. They are said to help prevent sliding during cornering and help reduce broaching in following seas. Wide bulwarks above the pontoons and wing-like coamings serve to deflect spray.

The test boat was a Stabicraft 2500 Ultracab XL measuring 25 feet (7.62 metres) in length and powered by twin 200-horsepower Yamaha F200XC outboards, though 150-horsepower Yamahas are standard. The outboards incorporate Yamaha’s internal hydraulic steering cylinders, which give a nice, clean look to the rigging. On the test boat, the starboard outboard’s cylinder did the steering and was connected by a rod to control the port engine.

ON DECK

Access from the dock is via folding cockpit steps on either side of the out boards. These double as cockpit seats. The test boat came with a transom mount for a kicker motor to port and a folding swim ladder to starboard. The cockpit is finished in a tasteful metallic gunmetal gray. It was immediately ap parent that the welding in the cockpit and throughout is superb, while the aluminum floors are welded to the structure for added strength.

or soles, as well as the cockpit gunwales, are covered with a U-Deck closed cell foam material which is very soft on the feet. It also helps reduce noise and eliminates the hard cold feel of bare aluminum. There is linear storage along the bulwarks and under the flooring in the cockpit and cabin. At the aft end of the cockpit is a storage/fish box with a top that can be used for cleaning fish or as a platform for a barbecue. Built in rod and cup holders are well placed and the aluminum cleats eliminate any worry about galvanic corrosion. The aft end of the cabin top is fitted with 10 rod holders. A handy second steering station is located at the forward end of the cockpit.

The side decks are narrow, but cabintop handrails make it relatively safe to

move back and forth. Up on the bow is a clever arrangement. The chain runs aft from the bow roller to a nicely concealed drum type windlass tucked under the forward end of the deckhouse.

An unusually high aluminum bow rail provides good security.

INTERIOR

A sturdy black powder coated door provides access to the interior, which is also gunmetal gray. Several interior configurations are available, however, on the test boat, the galley package had everything needed for day or weekend cooking—a single sink, single burner Wallas diesel stove and small fridge under the companion seat. The dark wood dining table cleverly drops down from the portside with fold out leaves. Single

I really like that the cockpit and interi-

seats fore and aft of the table provide a comfy place to eat, play cards or just relax. Another single seat is to starboard, aft of the galley. A pull-out aluminum shelf under the aft seat makes for a narrow, single athwartship bunk (and when in use, blocks access between the pilothouse and the cockpit). Two opening windows on either side of the cabin provide good ventilation. The portside seat has a hinged backrest to allow it to be used as either a companion seat or a dinette seat. For heat, the Webasto forced air diesel heater has outlets in both the main and forward cabin. This is an excellent feature in a vessel of this size. Again, I was impressed not only by the excellent welding, but by the quality hardware used throughout.

The bow area features a wide V-berth. When not underway, three aluminum panels fold down into the cabin to increase the size of the berth. An electric head (with holding tank) is concealed under the V-Berth cushions. An overhead hatch provides an escape route, light and ventilation.

The flat black helm console is clean with a Garmin GPSMAP 8612SV touch screen, Yamaha digital engine readout, Garmin AIS 215 VHF, Lenco trim tab controls, windlass controls

and toggle switches. The helm seat is mounted on an Airwaves pedestal suspension system to take the edge off in lumpy water. Steering is through a Sea Star hydraulic system.

UNDERWAY

We stopped while on our way down the North Arm of the Fraser while Binstead demonstrated the Stabicraft’s unique stern, called a gamechaser. On most outboard powered boats, backing down to chase a fish or approach a dock is not very controllable. In contrast, the gamechaser stern gave us excellent control and made steering while backing down extremely easy and precise. Throttling up, Binstead was hoping for rougher conditions, but when we reached the Strait of Georgia, the seas were relatively calm with less than a one-foot chop. We did some speed runs on reciprocal courses. While this not designed as a speedboat, our time to plane was a very quick 2.8 seconds at a speed of under 18 knots. Bow rise was minimal and slight adjustments to the trim tabs made a big difference to our speed and the ride. At a slow cruise of 3,300 rpm, our speed was 22.6 knots while only burning 9.3 gph (35.2 lph). At 4,000 rpm, our speed increased to

30.4 knots while burning 14.3 gph (54 lph). These are great numbers with the latter translating to more than two miles per gallon (3.8 litres). Our top speed was 40 knots at 6,000 rpm. The fine entry of the bow ride gave us a surprisingly smooth and gentle motion while in sharp turns, the steering was nice and tight. My only regret was that the seas weren’t rough enough to put the Stabicraft through its paces, where it is said to really shine.

CONCLUDING REMARKS

The Stabicraft 2500 Ultracab XL is a tough, utilitarian vessel that ticks the boxes as a versatile fishing machine, commuter, day boat or weekender. For a small vessel it is surprisingly well equipped with the bonus of excellent workmanship and quality hardware. It has plenty of speed to cross the strait or get up the coast in short order. Cost as equipped with a Highliner trailer: $329,900.

S PE CS

LOA 7.62 m / 25'

Beam 2.56 m / 8' 4"

Draft (motors up) 0.66 m / 26"

Deadrise 19 degrees

Weight (dry) 1,630 kg / 3,593 lbs

Fuel 378 L / 100 USG

Water 60 L / 15.8 USG

Holding 29 L / 7.7 USG

Power (max) Twin 200 hp

Yamaha F200XC outboards

Built by Stabicraft New Zealand stabicraft.com

Sold in Canada by Galleon Marine Richmond 604-273-7544

Heard on the docks — from people who have toured a Helmsman Trawlers® 43E Pilothouse:

“Look how beautifully built this is”. ”It is so well thought-out”. ”The salon is unbelievably roomy”. “There is storage everywhere!”. “I love the real wood”. “The floors don’t creak when you walk on them”. “The flybridge is big!” “The pilothouse works as a separate living area”. “The engineroom is so

and

and roomy”. “I can’t believe that this is only a 43 foot boat”. “Helmsman isn’t charging enough for this boat”. Helmsman Trawlers® are built to exceptional standards – examine and compare!

MUNSON PACMAN

VANCOUVER

BENETEAU

TIARA

SEA RAY

33' TIARA 33' MIRAGE 38' GRAND BANKS

32' SEA RAY

30' BAJA

WESTPORT YACHT SALES SIDNEY 28' CAMPION 31' BOSTON WHALER

GRADY WHITE

CATALINA 37' TOLLYCRAFT

80’

“Westerly”

60’ Schooner ’05 Steel

53’ Petersen/Jespersen ’88

52’ Santa Cruz ’93 US $224,900

50’ X-Yacht XC 50 ’17

48’ Grainger ’06

Jeanneau SO 440 ’21

44’ Jeanneau SO 440 ’24

44’ Jeanneau SO 44 DS ’13

44’ Sparkman and Stephens Sloop ’65

44’ Lagoon 440 ’10 $595,000

42’ Lagoon 42 ’24 Lying Bahamas

42’ Lagoon ’20

42’ Lagoon ’24

42’ Lagoon ’17 Lying Greece

41’ Jeanneau SO 410 ’22

41’ Jeanneau SO 410 ‘24

- INQUIRE 41’ Hanse ’21

Riptide ‘13

36’ CS Traditional ’79

44' LAGOON 440 ‘10 37’ GARTSIDE PILOTHOUSE ‘18

42' LAGOON

52’ MARITIMO ’07

RIVIERA 465 SUV

Moorage available, trade-ins welcome

Available now for the cruising season, the Riviera 465 SUV is a combination of high performance with luxurious living single-level living. Enjoy the comfort, style, and ambiance of an al-fresco deck, a generous cockpit for water-sports action, and impressive staterooms below deck.

Riviera 465 SUV

Riviera Range

MARLOW

HUNTER 50 2012

• A Fabulous Luxury Passage Maker! • Tall Rig, In-mast furling, electric winches

• 110hp Yanmar only 307 hrs. / Flexfold prop

Hydronic heat, bow thruster, c-pit enclosure

$495,000 CAD

BUYING OR SELLING?

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

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

• Identify and evaluate yachts of interest.

• Provide experience in negotiating acceptable sale terms.

• Ensure your deposit stays in Canada.

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

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

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

Because you Love Pacific Yachting, you may also enjoy these titles:

Wild Harvest BC

Linda Gabris has been venturing into the outdoors to harvest wild edibles for over 60 years. Tips and practical advice, combined with a scientific field guide, Wild Harvest BC is the perfect companion book to take with you on your outdoor adventures.

Road Trips Volume VI: The Road Less Travelled

In the 2024 issue, we’ve included some of BC’s lesser-known highways and byways, which we hope you’ll add to your summer itineraries. We’ve also included a few of our local favourites such as the North Shore’s Marine Drive and a scenic tour of the Southern Gulf Islands.

Log Book

The Pacific Yachting Daily Cruising Log Book is 6” wide by 9” high and comes with a splash-proof cover. Wire-O binding allows the 200 pages to be folded behind the book for ease of writing. Provides ample space for your daily cruising notes.

SIDNEY ISLAND OCEANFRONT STRATA LOT 116

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

RICHARD OSBORNE

Personal Real Estate Corporation

604-328-0848 rich@landquest.com

TROPHY WEST COAST OCEANFRONT PROPERTY - GABRIOLA ISLAND, BC

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

SAM HODSON

Personal Real Estate Corporation

604-809-2616 sam@landquest.com

140 ACRE BRAMHAM ISLAND SLINGSBY CHANNEL

140 acres, 4,800 ft oceanfront, and lakefront in the south central coast. Sheltered moorage, timber, and gravelly beach, lake large enough to land a float plane. Possible hydro power generation. Privacy assured, no neighbors here. $1,795,000

RICHARD OSBORNE Personal Real Estate Corporation

604-328-0848 rich@landquest.com

DISCOVERY PASSAGE RECREATION PROPERTY - CAMPBELL RIVER, BC

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

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

CHARMING FAMILY HOME AND WORKSHOP WITH AMAZING MOUNTAIN VIEWS

Affordable and picturesque 3 bedroom, 1 bath home on 1 acre in the heart of Hagensborg, Bella Coola. Excellent location, across from schools, walking distance to river fishing and minutes to airport and all amenities. $399,000

FAWN GUNDERSON Personal Real Estate Corporation 250-982-2314 fawn@landquest.com

JOHN ARMSTRONG

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

Waterfront property at sought after “Whittakers at Pender Harbour’! This is one of BC’s finest waterfront communities offering private, protected deep water moorage. Gorgeous ocean views & Southern sunshine are featured prominently from this gently sloping property. Garden Bay • $699,000

docks & a boathouse. Halfmoon Bay • $3,295,000

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

$169,900

Fully equipped 1999 4087 Bayliner, Aft cabin with private head/shower, 2nd head and cabin in bow with lower berth, sleeps 6 comfortably, Twin 270 Cummins with rebuilt turbos. New Ray marine 3 D Axiom and Garmin Backup with Radar, AIS, Stereo, cell booster , 2 flat screen TVs, Glass window and wiper at upper helm, New Bow & Stern thrusters, New Lemar windless, 10’Bulldog tender on davits. To many more options to list. Vessel is very well maintained Bow to Stern. Will trade for newer model 30’ Commander

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

TRADES & SERVICES

MARINE TITLES (CANADA) LTD. A complete Marine documentation and Licensing company. E-mail: marinetitlesltd@telus.net 400-1681 Chestnut St. Vancouver, B.C. V6J 4M6 Tel: 604-736-3377

Why I Didn’t Become a Mechanic

BY JONN BRAMAN

TThe boat refused to start. After weeks of procrastinating about the failed starter on the boat, I finally gave up on the so-called “new” starter and put the rebuilt old one back in. It wasn’t a job I looked forward to, but it turned out to be fairly straightforward and I only lost one wrench to the bilge gods, this time. When I went to start the engine it cranked over hopefully, but still wouldn’t start.

Two weekends of frittering around trying to figure out why, proved hopeless. Bleeding everything, checking wiring, muttering, saying bad words... Still no

go. By the second Sunday both my wife and I were feeling very dejected about our project boat. Sad, bummed, frustrated we walked up the ramp to the truck with our heads slung low.

At the top of the ramp, we bumped into some fellow yachters who listened to our sorry tale with interest. Then one man offered to help. Dejected as we were, neither my wife nor I figured there was much point, but an offer is an offer and we were desperate. “I know something about diesels,” he said. Well, that’s a plus.

Tuesday evening, we agreed, would be our zero hour. On Sunday, the sun was shining and the weather was warm. It was the same on Monday. Tuesday, when I showed up at the dock the wind was blowing, the waves were pounding and the boat was rocking furiously in the rain squall. No way, I thought, is buddy going to show up and if he does, I’ll send him away. I didn’t want to put him through

the misery. It was not a day to hang upside down in a bilge sniffing diesel fumes.

Then he appeared. There he was, at the top of the boat ramp wearing his slickers. “Not a good day for this,” I said. “We should have a look anyways,” he replied. And down we went.

The filters were checked. Systematically the pumps were bled in case of air in the fuel. There was none as I had spent two weeks doing that already. Off came the line to an injector. “We’ll do one first,” he said, “less mess that way.”

I climbed into the cockpit and cranked the starter. The result was the same as the past two weekends. Sigh.

“Push the fuel ahead a notch,” he said, “and where’s your shut-off?”

“Shut-off?” I muttered. “Oh yeah,” then “oh no!” The mechanical lever was tucked safely out of sight in the lazarette and definitely in the OFF position.

Perky, our reliable diesel, rumbled to life.

Mike Mockford

EXPLORING LIBERTY

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

AZIMUT. DARE TO AMAZE.

OFFICIAL DEALERS

USA: Alexander Marine USA, alexandermarineusa.com

Canada: Fraser Yacht Sales, fraseryachtsales.com