Pacific Yachting Magazine - September 2024

Hands On Boater

Installing an LPG Detector

CONQUERING THE CURRENTS OF THE

NORTHERN GULF ISLANDS

Vipond

Bert Vermeer

sailboat transits “The Cut” between Thetis Island and Penelakut Island

Photo: Deane Hislop

IMPASSAGES

PASSAGES

Sam Burkhart editor@pacificyachting.com

EDITOR Sam Burkhart editor@pacificyachting.com

Autumn Optimism

Two Types

Perrin

t’s that time of year again. September is a month of transitions; for many, it’ s the end of summer vacation and the beginning of the school year. The weather is transitioning too. Gone are the warm summer evenings that seem to go on forever. In their place are crisp fall mornings and pleasant autumn nights. For most people, September brings the end of the boating season. For most people…

ost people have heard the joke about the two types of boaters. It goes like this: “There are two types of boaters out there, those who have run aground and those who will.” As far as jokes go, it’s pretty accurate. Most boaters I know have hit some under water “thing” at some point in their lives. I won’t go so far as to call it a rite of passage (it really should be avoided at all cost) but I will say that once you do it, you sure try not to do it again.

her, but polishing and varnishing are frivolous extravagances, and if looked at askance, his boat has something of a pirate ship appearance to it.

Perrin

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

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

“There’s still lots of boating to be done!” I say, unconvincingly. Last year, when the tarp went on the boat at the end of September, it stayed on until the spring. There were plenty of offseason visits to the boat, but our cruising was kaput. This year, I have reason to believe there is still lots of boating to be done, but I can tell my partner isn’t sharing in my enthusiasm. So I continue with the first reason for optimism: We missed one of our planned summer cruises owing to some unexpected work that needed to be done on the inboard diesel. The new part was ordered and installed, but with only so much time allocated for the boat each summer, missing a week-long excursion hurt. With the engine all taken care of (knock on wood) the boat is in perfect condition—just in time for fall cruising.

But those aren’t the only two types of boaters out there. A recent cruise aboard a friend’s 30-foot sailboat got me thinking about this. My friend is the fastidious, cautious type. Our plan was a short sail to Thetis Island for supper at the pub, a night on the dock and pastries at Telegraph Harbour Marina the next morning before returning home. Every detail was meticulously planned well in advance. My friend relies on multiple apps for wind, tide and weather information and utilises multiple systems for navigation. Very little is left to chance. The “over-planner” is a common type of boater and there is nothing at all wrong with that approach.

On the other hand, there is the spontaneous “go with the flow-er”—another type of boater who I run into regularly (metaphorically speaking). As we loaded the boat and engaged in final preparations for our one-night cruise to Thetis Island, a dock neighbour stopped by for a chat. “Ol’ Jim” we call him. He’s a regular down at the dock. He keeps his sailboat in working condition and certainly takes pride in

The other reason for optimism is that this summer we moved our boat to a new home in Degnen Bay on Gabriola Island. No longer do we have to endure a lumpy crossing or time our departure for a slack at one of the

Gulf Islands’ famed tidal passes (see Bill Kelly’s article “Conquering the Currents” on page 30). From Degnen it’s a short sail to Pirates Cove on De Courcy, a perfect autumn anchorage in fair weather. “Weekends are perfect for short trips like this,” I tell my partner, quoting Roxanne Dunn. “The harbours and coves, the anchorages and mooring buoys are freed up for those of us who don’t have to coordinate the school year with our boating activities.” Most marinas are still open, but their docks are quiet and the roads and trails leading off into the islands are empty, lined in autumn colours, with the first fallen leaves crunching underfoot. The nights are getting colder, but, if we are lucky, the storms are still a month away.

A free spirit like Jim doesn’t need planning or preparation, so when we told him we were headed to Thetis Island later that morning he said, “great, I’ll join you! Let me fill up my fuel tank and I’ll be ready to go.” My friend looked up from his checklist and cocked his eye at me. When it was time to go, I asked Jim if he wanted a hand leaving the dock. “No, no,” he said. “I always singlehand.” Then, “follow me, I know a shortcut.”

Jim motored out of the dock and had his sails up in short order. We quickly followed suit. Thankfully, Jim’s “shortcut” was already part of the plan and we followed him through easily. He arrived at the marina a few minutes ahead of us and I watched as he jumped off his boat with lines in hand, only slightly bumping the dock as he came to rest. We ate an early supper with Jim and afterward he untied and motored home. “You aren’t going to spend the night?” we asked. “Oh, no. I want to catch the sunset on my way home.”

September is a transitional month for anglers too. Salmon fishing is in full swing, and if Tom Davis is right, coho may be abundant in the strait this fall. Check out his column, “Coho on the Rebound” on page 66, then make sure your licenses are in order, check for up-to-date restrictions, pick up your tackle from the local marine store and get out there. Even if the salmon aren’t biting, the halibut and rockfish might be. And if nothing is biting, well, it’s still better to be out on the water than not!

I’d like to think I fall somewhere in between these two types. I do plan my trips in advance using Windy, Navionics and a chart plotter. I want everything to go smoothly, but I am open to changing plans according to wind and whim.

So, don’t be like “most people”— check your charts for the nearest safe harbour and cast off the dock lines for one last cruise before the winter weather hits.

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

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

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

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

PUBLISHER / PRESIDENT Mark Yelic

MARKETING MANAGER Desiree Miller GROUP CONTROLLER Anthea Williams

PUBLISHER / PRESIDENT Mark Yelic

MARKETING MANAGER Desiree Miller

ACCOUNTING Elizabeth Williams

GROUP CONTROLLER Anthea Williams

ACCOUNTING Elizabeth Williams

CONSUMER MARKETING Craig Sweetman CIRCULATION & CUSTOMER SERVICE

CONSUMER MARKETING Craig Sweetman

Roxanne Davies, Lauren Novak, Marissa Miller DIGITAL CONTENT COORDINATOR Mark Lapiy

CIRCULATION & CUSTOMER SERVICE

Roxanne Davies, Lauren Novak, Marissa Miller

DIGITAL CONTENT COORDINATOR Mark Lapiy SUBSCRIPTION

SUBSCRIBER

SUBSCRIBER ENQUIRIES: subscriptions@opmediagroup.ca SUBSCRIPTION RATES One year Canadian and United States: $48.00 (Prices vary by province). International: $58.00 per year.

Editorial submissions: Submissions may be sent via email

—Sam Burkhart

Neither type is right or wrong, but I would suggest that one type is more likely to avoid running aground, at least for a little longer.

—Sam Burkhart

LETTERS

WE WELCOME YOUR LETTERS

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

TRAWLER QUESTION

Which manufacture and size Europa did Rick Hudson purchase as mentioned in his March 2020 article.

—Brian Carlin

Hi Brian—

It was a 1984 Cheer Men 38 trawler.

—Rick

KAYAK CAMPING

I’m writing to thank you for the follow-up interview with David Norwell by Marianne Scott that you ran in the June 2024 magazine.

When I saw the little promo piece about David’s new book,  A Complex

Coast, in Pacific Yachting early this year, I knew it would make the perfect present for our friends who introduced us to kayaking the BC coast some 35 years ago. I went from being quite apprehensive about being on the

water to planning and enjoying more and more complex and distant trips over the years. We fell in love with it; being so close to the sea and the wildlife because our presence was so quiet. We got to see some amazing sights. We paddled and camped through the Gulf Islands, the Sunshine Coast, Desolation Sound, the Broken Group, and the Bunsby Islands in Checleset Bay. Just like David, my friend and I always kept hand-written trip journals with drawings and photos, so you can understand why David’s book was so instantly appealing!

Our camping days are well behind us, but we’re lucky enough to now live in a place that looks directly across Satellite Channel at our favourite camp spot on Portland Island. David’s book brought all the memories flooding back and I was curious to know what he’d been up to since his kayaking trip finished. Thanks for following up with him, and I look forward to his next book.

regards,

—Mairi

Welman Salt Spring Island

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CURRENTS

09/2024

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?

Geo Guesser

Thanks to everyone who submitted an answer to August’s Geo Guesser challenge! The lucky winner and recipient of a Pacific Yachting koozie is Brian Smith! He correctly guessed the location as Pender Island’s Port Browning. This month’s location might prove more challenging. Good luck!

Deadline: Thursday, September 4

August location: Port Browning, Pender Island

THE JASPER MARINE DEFENDER 22 is a remarkable vessel that seamlessly combines durability, versatility, and outstanding performance. Tailored for those craving adventure on the water, this boat boasts a spacious and comfortable layout without compromising functionality. With a generous usable length of 22', the Defender 22 is the ideal size for a variety of water activities.

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Ex-Forest Service Vessel Squadron 2023 Rendezvous.

The summer is in full swing, but it’s not too early to start submitting content for PY’s annual Summer Cruising Roundup. Our roundup of summer boat gatherings will be published in the December issue and we’d love to hear how you and your friends made the most of the cruising season. Information on rendezvous and boat meetups, along with photos can be sent to editor@pacificyachting.com

Deadline: October 15

GEAR

Sailing Sunglasses $155

Vallon eyewear has partnered with the professional racing team of Boris Herrmann and Team Malizia to develop the ultimate sailing sunglasses made from sustainable materials: the Malizia. 85 percent of the frame is made from recycled fishing nets, transformed into a durable nylon material for maximum longevity. They also come equipped with polarized lenses for exceptional clarity and are constructed with a comfortable wraparound curve. This model offers ultraclear sharpness and maximized peripheral vision and come with a protective case with a clip-on hook. Team Malizia is donating 10 mangroves to the Malizia Mangrove Park in an effort to raise awareness for climate change. Get your pair and help a good cause, visit vallon.com

Pacific Yachting Tees are Back!

Our vintage Pacific Yachting logo T-shirts are back in stock. These popular branded tees are awesome for summer and fall adventures on the water and land. Gildan fitted shirts come in sizes small, medium, large and extra-large. Long sleeve available too. This is a great gift for the boater and reader in your world. $30 for short, $40 for long, order yours at pacificyachting.com/py-tees.

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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!

More Changes on Dogs Going to the United States

Last month, Pacific Yachting reported on the new rules for dog importation issued by the US Centers for Disease Control (CDC). The stated intention was to keep canine rabies out of the US. The rules were to take effect on August 1 and would have required dogs to be microchipped and vaccinated against rabies. In addition, two forms, one signed by a veterinarian, along with a photo of the dog’s teeth, had to accompany the dog. Border agents would verify all this paperwork and, if incomplete, deny entry to the dog or quarantine it at the owners’ expense. Despite Canada being assessed as a “low risk” country for rabies, Canadians and their dogs, including service dogs, were obliged to follow these rules.

Those CDC folks in Atlanta were too far from the Canadian border to realize the uproar they might evoke. About one in five Canadians owns a dog. Moreover, more than one million Canadians— snowbirds and their snowdogs—spend

time in the US each year and many stated the new rules will force them to stay home. The Canadian Snowbird Association wrote to Secretary of Health Xavier Becerra asking for relief. US tourism organizations sounded the alarm. Service dog organizations mounted protests. The Frontier Duty Free Association requested a reversal. Merchants in US border communities were unhappy enough to have their federal senators react publicly and boaters in British Columbia opted to forego rendezvous and club cruises south of the border.

From Ottawa, Health Minister Mark Holland reached out to the CDC and asked for an exemption, stating that Canada had the same rabies-free status as the US.

The pressure has caused the CDC to relent somewhat, although they may revive the former rules in nine months. In their latest news release, they stated:

“For dogs that have been only in rabies-free or low-risk countries in the six months before US entry, [the CDC

Dog Import Form] is the only [free of charge] form that is needed. A receipt will be emailed to you upon submission of the form. You can print the receipt or show it on your phone.”

Dog owners can use the Dog Import Form multiple times, and it’s valid for six months. Further negotiations to make the rules more permanent are underway.

As of publication these are the latest rules for entering the United States with a dog: In addition to having a receipt for a  CDC Dog Import Form, dogs must appear healthy upon arrival, must be at least six months old and must have a microchip that can be detected with a universal scanner to identify them.

—Marianne Scott

Outdoor Pet Areas Added to BC Ferries’ Tsawwassen and Swartz Bay Route

There are now designated spaces on the upper outer decks of the Spirit of British Columbia and Spirit of Vancouver Island on the Tsawwassen and Swartz Bay route. Dogs on leashes and cats in carriers, accompanied by their owners, can now enjoy the outdoor area.

“These new pet areas mean extra comfort for canine and feline friends and family members—and their people—through the peak season and beyond,” says Melanie Lucia, vice-president of customer experience at BC Ferries. “Transport Canada regulations are clear that our customers can’t stay in their vehicles when they’re parked on an enclosed car deck. By growing the number of safe, accessible pet spaces on our biggest ships, we are also providing a better experience for pet parents parked on our lower car decks so they have the choice to get outside with their animals.”

There are regulations to take note of while utilizing the area; dogs must be kept on a one-metre leash at all times, cats must be in a travel carrier, and pets with owners are to remain in the designated area. As well, waste bags and water bowls are provided and the area will be cleaned regularly.

For more information on travelling with pets, visit bcferries.com.

“Pull

the Plug” on your Boat

To prevent the spread of invasive whirling disease parasites, as well as zebra and quagga mussels, BC’s chief veterinarian has issued a new rule making it illegal to transport watercraft with the drain plug still in place. The order has been in force since May 17, 2024.

“The first case of whirling disease in BC was confirmed in Yoho National Park in December 2023,” states a news release issued by the Water, Land and Resource Stewardship Ministry. “[The disease] can be transmitted through spores that attach to equipment used for swimming, paddling, boating, water pumping, fishing, pets, or through infected fish (alive or dead) and fish parts.”

According to the Habitat Conservation Trust Foundation, “whirling disease is caused by a microscopic parasite  (Myxobolus cerebralis) that infects both fish and freshwater worms during different phases of its lifecycle.” First, the worms develop triactinomyxon, which then infect fish, eventually causing their spine’s cartilage to deform and making the fish “whirl” while swimming. The disease can attack and kill many of the

Peter Chance.

young populations of trout, salmon and whitefish, among other species. No treatment is currently available to eradicate whirling disease. The ministry states there are no health concerns for people swimming in or drinking water that contains whirling disease.

The invasive zebra and quagga mussels are also a threat. They can significantly change aquatic food webs and bundles of them can clog water intakes and pipes of hydro facilities, agricultural water mains and city water systems. In the ocean, they filter plankton out of the water, which depletes it as a food source for native species. They can also glom onto your boat and cut your feet when they attach to rocks and beaches.

These invasive mussels can survive for several weeks outside of the water if left in a cool and moist environment. Just one litre of water can contain 9,000 microscopic free-swimming larvae that can survive for several weeks, and those attached to boats or equipment can survive a trip between different bodies of water. That’s why it is crucial to eliminate standing water. So pull the plug on your boat and clean and dry internal compartments, ballasts, bilges and live wells when on dry land.

—Marianne Scott

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a brook trout with a deformed spine caused by whirling disease.

CHARGE UP YOUR SUMMER.

ELECTRIFY

The Sailing Bible: The Complete Guide for all Sailors from Novice to Experienced Skipper 3rd edition,

By Jeremy Evans

This new, revised edition of  The Sailing Bible is the complete hands-on manual packed with detailed, step-bystep diagrams, lively action photos and helpful advice on getting the most out of your sailing at every level. Whether one is a dinghy or yacht sailor, just learning the basics or wanting tips on sailing with the best, this book will deliver all the answers needed covering topics like types

of yachts, cruising and racing, managing a crew, reading the weather, anchoring, knots, racing rules and more.

It also takes the reader on a journey through the origins of sailing and the evolution of the craft. As seen in this excerpt, a small sample of the historical background and how yachting came to be:

“Gone are the days when sailing was an elite sport. Today, beginners can start to sail wherever there is water and a fair

wind. Central to the pleasure of sailing is being able to test your skills against the elements and having control over where you are going on the water, free to sail where you like with minimal restrictions. Sailing evolved through trade and exploration. Our ancestors would be astonished at the idea of sailing for pleasure, when in the past the only alternative to rowing or paddling was to sail. The main source of power for the Vikings, for ex-

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ample, was a battery of sails set square to the wind to drive the ship downwind.

Throughout history, people around the world have found new and unique ways in which to sail a functional vessel. In the Netherlands, a small ship known as a jaghen was occasionally used for pleasure and from this word ‘yacht’ entered the English language in the 17th century.”

This new edition has been revised and is completely up to date with improvements that cover new technology to help with navigation, communication and safety. Perfect for fine tuning skills, starting from scratch or as a gift for a boater in your life. Available at our bookstore at thebookshack.ca

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INDUSTRY NEWS

The Canadian Safe Boating Council Welcomes Mustang Survival as New Presenting Sponsor

Mustang Survival is a presenting sponsor of The Canadian Safe Boating Council (CSBC).

The partnership was solidified through a Memorandum of Understanding and spans a three-year term. It spotlights a shared commitment to promoting safe and responsible boating in Canada. In 2024, Mustang Survival will be a Platinum-level sponsor of the CSBC’s annual symposium “Many Partners, One Goal,” to be held in Whistler, BC, from October 1 to 3. Additionally, Mustang Survival will support CSBC initiatives with its high-quality product line.

For more information go to mustangsurvival.com or csbc.ca.

Jack’s Boatyard

Located at Finn Bay, just north of Lund, Jack’s is the closest boatyard to Desolation Sound. This full-service boatyard offers a range of services including emergency tows, a do-it-yourself boatyard where they lift the boat on the hard so you can do your own work, boat washes, parts replacements, repairs and more. Their supply store carries most supplies for basic maintenance and if something is needed, call ahead and they’ll get it in stock upon your arrival. The boatyard lifts boats up to 50 tons, and there is short-term and longterm storage available for boats under 40 tons that fit in the customized boat lift that moves boats to the upper yard. You can find out more at jacksboatyard.ca

Stay in the scenic Inner Harbour at our downtown marinas: Causeway, Ship Point and Wharf Street.

Stroll to restaurants, pubs, shops, festivals, attractions, and heritage buildings.

Enjoy stunning views in every direction.

EVENTS

Port Townsend Wooden Boat Festival

September 6–8

Port Townsend hosts the largest wooden boat festival in North America every September. See the magic of maritime culture come to life with this collection of magnificent wooden boats and aficionados sharing stories, expertise and adventure all weekend long. There’s lots for the family to experience, including boat rides and various events—and be sure to check out the traditional ropemaking presented by a Norwegian delegation from the Hardanger Maritime Centre. You might even be able to participate. Plan your visit at woodenboat.org.

Salt Spring Fall Fair

September 7–8

An amazing celebration of farming, gardening, building and general crafting, the Salt Spring Fall Fair is back this fall. This year’s theme is “Beauty and the Beets” with a showcase of goods from locals all over the island. This is one of Salt Spring’s most popular events, with hundreds of vendors, exhibits, farm animals, demonstrations such as sheep shearing, entertainment, food and more. Visit ssifi.org/fall-fair.

Boats Afloat Show—Seattle

September 12–15

The Northwest Yacht Brokers Association (NYBA) presents the Boats Afloat Show September 12–15. As the largest floating boat show in the Pacific Northwest, it’s a fall favourite with a wide variety of boats all in one amazing location on South Lake Union. This is an awesome outing to see powerboats, sailboats and a whole range of watercraft. In addition to boats for sale, there will be seminars, live music and activities the entire family can enjoy.

Since 2022 the NYBA has offered two four-day shows, one in April and one in September. The fleet is presented by yacht brokers and dealers from the Northwest US and Western Canada, and features a full collection of marine products, services and boats for every level of boater from novice to veteran. To plan your visit, go to boatsfloatshow.com.

Nanaimo Jazz Fest

September 12–15

Amazing music all weekend long, dive deep into the heart and soul of Vancouver Island’s jazz scene. With performances at various venues including theatres, bars and restaurants around the city, enjoy the rhythm and melodies of local talent reflective of the island’s spirit. There are evening concerts downtown from Thursday to Sunday and the headliner at Port Theatre Saturday evening. For a full schedule of performers and locations visit naimojazzfest.ca.

COLUMN GALLEY

Versatile Salmon

For days the fish aren’t biting, keep a can or two of salmon handy

BY JAMES BARBER

Some of us catch fish. Most of us don’t. Most of us give up. Others buy one and lie. Some open cans. I’ve given up on trolling for salmon; I seem to get lucky jigging for cod at anchor with 20-pound test on a good stiff rod, and even luckier with one of those folding crab traps that you toss in, but I don’t think any boat should be without a can or two of salmon in the galley. Canned salmon is enormously versatile as an ingredient, hot or cold, and if you’re really desperate you can just open it and eat it straight out of the can. Sockeye is best— it costs more, but it has a lot more flavour, colour and body than pink.

Sandwiches

Let’s start with sandwiches. A good salmon sandwich needs something with a bit of crunch to it—some thin-sliced onion, cucumber, a couple of lettuce leaves or even thin-sliced cabbage. Use mayonnaise on both slices of the bread, and put the salmon on last. Eat all at once before things get soggy. Tomatoes are best alongside rather than actually in the sandwich—they add to that sogginess factor.

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Potato Salad

INGREDIENTS

•3 medium potatoes

•1 can salmon

•1 medium onion

•1 clove garlic

•1/2 small cabbage or lettuce

•3 tbsp olive oil

•Salt & pepper, lemon

METHOD

1. Boil the potatoes.

2. While they’re cooking, finely chop the onion and garlic, then tear some lettuce into bite-sized pieces (or shred half a small cabbage).

3. Dice the potatoes (while still hot), put them in a bowl, salt and pepper generously and pour over the olive oil.

4. Add the onions and greens, toss well, sprinkle with lemon juice or vinegar, toss again and add salmon. Eat while it’s still warm.

Whatever you make or cook with canned salmon, it should always be the last thing you add.

Chowder

INGREDIENTS

3. Stir in the tomatoes, add thyme or rosemary (be generous), and cook five minutes before adding two glasses of wine or a small can of clam juice (if you’re desperate, a chicken stock cube dissolved in a cup of water).

4. Finally, let simmer for three minutes and add the salmon. Stir to spread it through the chowder, taste for salt and pepper, and simmer 20 minutes max. If you’ve got parsley, it’s nice chopped on top.

Curry powder will make it different; fresh tomatoes are good in season, and a little sherry is a fine thing to add immediately before you serve it.

Salmon with Rice

INGREDIENTS

•1 cup rice

•Cut greens

•Small onion

•Sliced ginger

•1/2 teaspoon cayenne pepper

•1 teaspoon dried herb

•Tin of salmon

Optional: sesame oil or sesame seeds

METHOD

Salmon with rice is a good, quick meal for one or two people.

•3 medium potatoes

1. Cook one cup of rice with two cups of water for 15 minutes in a covered saucepan over low heat.

•1 can salmon

•1 medium onion

•2 cloves garlic

•1 small can tomatoes

•3 tbsp olive oil

2. Cut any greens (a small cabbage, crisp lettuce, even frozen spinach) as fine as you can, and finely chop a small onion.

•Thyme or rosemary, wine or clam juice

METHOD

Chowder doesn’t have to be clams. You can make it with onion, potatoes, garlic and a small can of tomatoes.

1. First, dice the potatoes (don’t peel them) and chop the onions and garlic.

2. Fry the potatoes for three minutes in olive oil, add the onions and garlic and cook another three minutes.

3. Stir-fry them with a few thin slices of ginger, a half-teaspoon cayenne pepper and one teaspoon of whatever dried herb you have for two minutes. Add the hot rice to the pan and cook for three minutes, stirring from the bottom.

4. Stir in the salmon without breaking it up too small, then cook another two minutes and eat immediately.

If you have some sesame oil, sprinkle a teaspoonful over top, or even a tablespoon of sesame seeds. Don’t keep sesame oil on the boat all winter—it goes rancid. But canned salmon will last you for a single-handed circumnavigation.

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High Winds at Jedediah

BY JOHN KELLY

or, as I found, just taking your dog ashore, obstacles can arise that challenge the joy of boating. But those nail-biting experiences are often the most memorable. One such tricky situation for my family and I was when trying to anchor at Jedediah Island on a stormy night.

It’s a given that boating sometimes includes moments that are unpleasant or even harrowing. Whether it’s mechanical issues, treacherous weather

At the time, I was 13 years old and had been sailing with my parents since before I had even had my first birthday. I would always try to help in any

way I could, but my parents’ knowledge and years of experience made boating stress-free and fun for me. At least until that high wind at Jedediah Island came up. We were heading south down the Strait of Georgia after spending several weeks in northern waters. Eager to get home, we were taking the remainder of the trip in two long legs—from April Point to Lasqueti Island, then to Sand Heads at the mouth of the Fraser River the

An unforgettable night in Little Bull Passage

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

following day.

As we made our way south, the following wind of that morning had turned southeasterly and was steadily increasing to gale force. We arrived at Lasqueti Island as the sun was starting to set, ready to drop anchor. However, on this particular night, all the good anchorages at Lasqueti and Jedediah islands were filled with other boats taking refuge from the wind. The only spot we could find was in Little Bull Passage, where we joined three other boats nestled up against Jedediah Island. Although anchored in a bight, we were still exposed to the wind and uncomfortably close to a reef. Unfortunately, there was no other option and it would soon be dark. Our anchor set well and held our Tayana 48 steadfast against the wind. It was not

an ideal position, but it was the best we could do given our circumstances.

After shutting off the engine, there was the small matter of getting Amy, our wire fox terrier, ashore. My dad, brother, and I all worked together to get the dinghy in the water. Despite the rocking of the boat and the wind nearly blowing my dad’s hat into the water, we got the dinghy off the foredeck and afloat. Rowing against the wind was a hard slog, but eventually we landed and tied up to a sturdy tree, then went for a walk along the cliffs. Even though it was a bit humorous to go through all of this for our dog, the walk on shore was a reprieve from the constant rolling of our boat. The trails were easy to traverse and, in the fading light, we had a great view of the anchorage as we hiked up the steep

hillside. We watched as gusts of wind blasted across the water and made the boats in the anchorage rock violently. I thought of the people on board, at different stages of their trips, whether heading home or just starting their journey, and how these islands offered something everyone seeks in a gale— a safe harbour. We rowed back to the boat and got everything stowed away for a stormy night.

The wind howled louder as the night progressed. The nearby reef was in the back of everyone’s minds as we ate dinner and settled in for the night. The constant rolling of the boat and the sound of the wind made it all but impossible to sleep. Periodically, I would look through the open doorway of my cabin to see my dad sitting on the settee, monitoring the GPS on his tablet to make sure we had not moved any closer to that reef. Amy sat at his feet looking up at him with her ears folded back—clearly, she was the most concerned of any of us. I cannot remember when I eventually fell asleep, but I still have the distinct memory of my father constantly checking our location while Amy watched him closely, looking for reassurance.

The next day, the seas were calm and everything was back to normal. We raised the anchor, got underway, and returned to our marina near Ladner on the Fraser River. For my parents, that stormy night was just one of many, but it remains a unique memory for me. It was a lesson about the power of the sea, and how a calm anchorage one night can be a needed shelter another. The relaxing evenings on the water are so much sweeter with the first-hand knowledge of how unpleasant a sleepless night can be.

Boats in Little Bull Passage between Jedediah and Lasqueti islands.

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CONQUERING THE CURRENTS PART 2

SAFELY NAVIGATING THE PASSES OF THE NORTHERN GULF ISLANDS

BY WILLIAM KELLY & ANNE VIPOND

Laurie MacBride/Alamy Stock

Gabriola Passage is a yes/no situation. Either your boat has the horsepower to buck the current or it doesn’t.

IIn Part One of this series on navigating BC waters (August 2024), we talked about recalibrating the senses when dealing with tidal currents along our coast. Tides and currents can seem mysterious at first, even alarming at times. This is not surprising when you consider how the strength and direction of tidal currents are affected by the complex topography and bathymetry of our coast during the twicedaily rhythm of ebb and flood tides. Add fluctuating wind conditions and varying current strengths, and a boater soon learns that a pass transited on a calm day can be quite different on a windy day, especially if the wind is against the direction of the current.

In this installment, we examine the northern passes of the Gulf Islands, from Porlier Pass to Comox Harbour. These passes receive less commercial traffic than those of the southern Gulf Islands, but there are other hazards to navigate.

PORLIER PASS

Named by the Spanish explorer José Narváez, Porlier Pass is potentially the most dangerous of all the Gulf Islands passes. Currents in this “gate” can reach 10 knots and, with its numerous shoals and reefs, generate considerable turbulence within the pass and nearby waters.

Whirlpools and overfalls stretching from Race Point to the reef northwest of Dionisio Point are especially haz-

CONQUERING THE CURRENTS

ardous if current is pushing against a strong easterly. During a large flood, tides and currents from Porlier can be felt well into the Strait of Georgia. This rush of water is an impressive sight at Race Point on Galiano.

This is one pass where it pays to arrive as close to slack water as possible. However, if you’re late and the tide is not too large, you can usually work your way through by staying parallel with the current, away from the main stream but as close to the centre of the pass as possible. Interestingly, the max-

imum current for the pass at flood (10 knots) is stronger than the ebb (seven knots). The stream is a fairly straight and short run, with two major deflections caused by the island’s topography and numerous reefs.

The main danger when transiting Porlier Pass is being set onto reefs at either end of the pass. At its east entrance especially, boaters must be careful not to steer too close to Galiano Island lest they get swept toward the shoal extending from Dionisio Bay, where depths at low water can be just

a few feet. The area about half a mile northeast of this shoal can be very dangerous in gale conditions and is where some of the Strait of Georgia’s roughest and largest seas can occur.

Over the centuries several vessels have gone down in the vicinity of Porlier Pass, including the 190-foot sidewheel steamer Del Norte, which sank in 1868 after striking the reefs south of Canoe Islets while trying to back out of the pass. The tug Peggy McNeil sank in the pass in 1923, only one of her six crewmembers survived. Of note for tide pool explorers, Canoe Islets is

now an ecological reserve, established to protect nesting cormorants and gulls—landing is not allowed without a permit.

In our westbound transits of Porlier Pass, we arrive about a quarter-mile east of the green flashing buoy (U41) at the east entrance. From here, a course of about 212º can be set that will take you safely past Race Point through the deep water of the pass and out of danger from the rocks off Valdes Island. Don’t get too close to Race Point as the currents around the point, even near slack, can be unpredictable

and the same goes for Virago Rock. There is a Q WR sector light on this rock for night transits. There can be strong turbulence off Romulus Reef and during floods there is a north set to Black Rock. It is essential to maintain your bearings, especially at night, to ensure you are clearing these dangers. We once had engine problems westbound in Porlier Pass, but fortunately we were just east of Race Point. Drifting with the ebb current along the axis of the pass, our boat safely arrived at the inside waters of Trincomali Channel. That was a night to remember.

Eastbound transits are usually less stress inducing, unless there is a strong southeast wind. If this is the case, cue the stress as you can count on large seas, often around two to three metres (6 to 10 feet), during big floods in the vicinity of Dionisio Point.

One of the main drawbacks of Porlier Pass is the lack of shelter on the Strait of Georgia side for vessels waiting for slack. Dionisio Point Marine Park at the north end of Galiano Island provides some shelter in south winds but is quite open to the north. This small bay is a good temporary stop in settled weather, with good holding in sand and mud. Keep in mind the single mooring buoy is reserved for BC Parks staff use. Accessible only by boat, the park contains walk-in camping sites and excellent scuba diving in the swift currents. The shoreline consists of sculpted sandstone and sand-and-pebble beaches as well as shell middens dating back more than 3,000 years. The Penelakut First Nation created these middens and other archeological sites within the park.

Tugs and barges use Porlier Pass, and you can obtain information on their movements by listening to Channel 11, Victoria Traffic. Tug operators can usually be contacted directly on Channel 16.

Dionsio Bay is the only place to wait out the current in Porlier Pass.

A rock in the middle of Chivers Pass makes transiting a challenge— but not impossible.

CHIVERS PASS

From the west end of Porlier Pass, there are several routes to the anchorages on Wallace Island. We often proceed through the small pass just north of Chivers Point, between Wallace and Secretary islands. Known locally as Chivers Pass, it has a minimum of about six feet of water at low tide, but it must be navigated very carefully because of currents and nearby reefs. Our approach to the pass is first

CONQUERING THE CURRENTS

made by locating the large drying reef situated in the middle of the channel. If southbound, we approach the pass at right angles to Wallace Island on a course of about 220 degrees. We aim for the reef until our boat is about 50 metres (150 feet) away, then turn about 45 degrees to starboard toward the small eastern point on Secretary Islands. Once we’re between the reef

and the island, we then turn south in an arc to exit. If the tide has covered the reef, aim for the midway point between Chivers Point and the opposite point on Secretary Islands and, proceeding slowly, begin turning toward Secretary Islands when you are abeam of Chivers Point. When you are about 60 feet off the southern point of Secretary, turn south and exit. The pass

appears to receive about two to three knots of current, which would make transiting it a little challenging during a strong northerly and ebb current because of the set to the reef.

THE CUT

On the west side of Clam Bay is the entrance to a narrow, dredged channel that leads to Telegraph Harbour. It’s known as The Cut, because it cuts between Thetis Island and Penelakut Island (formerly called Kuper Island) and is suitable for dinghies. A narrow strip of land once joined the two islands until a canal was dug in 1905 to allow the passage of small craft between Clam Bay and Telegraph Harbour. A bridge was built to rejoin the two islands, but it was knocked down in 1945. This did not stop cattle owned by the residents of Penelakut Island from crossing over to Thetis Island at low water and helping themselves to the farmers’ crops.

Transiting The Cut.

Deane Hislop

CONQUERING THE CURRENTS

We’ve taken our Spencer 35 through The Cut a few times, but that was many years ago (even then we ran aground once) and the channel has filled in somewhat since then. Taking a keel boat through The Cut should not be attempted during anything less than tides of four metres (12 feet), as the channel dries in two spots to about two metres (sixya feet) at datum. There are tide scales on the beacons at both ends of The Cut, but they are not referenced to chart datum (subtract at least a foot from the posted scale). Tides flood east with a maximum of about one or two knots of current. Chart 3477 and the CHS chart book of the Gulf Islands—3313—provide good detail of the pass.

GABRIOLA PASSAGE

Few passes along the entire BC coast are as straightforward as Gabriola Passage. This pass is a yes/no situation. Either your boat has the horsepower to buck the current or it doesn’t. In a slow-moving sailboat, there is no chance to wiggle through if you arrive too late.

In the 1950s, CHS field workers were using baby bottles with flashlights inside to measure nighttime currents in Gabriola Passage. The bottles were cast out by fishing rods from shore, and as they gained speed and were swept through the pass, the workers would take transits on the lights and reel the bottles back to shore. By the 1970s, field workers were experimenting with fixed pods on boats to measure current. As a result of study and analysis done in 1979, daily tables were introduced for Gabriola Passage starting with the 1987 edition of the Tide and Current Tables. Prior to

Gabriola Passage is fast moving. It is best to transit at slack tide.

Looking up Stuart Channel toward Dodd Narrows. Round Island is in the forground.

this, predictions for Gabriola Passage were based on Active Pass.

Gabriola Passage is basically a straight-line stream with the main turbulence occurring with the east-flowing flood, beginning at the pass and extending to Rogers Reef. Some turbulence can also be expected around the reef near Dibuxante Point. Current in this pass can reach over eight knots on both flood and ebb. The danger at the west end is near the light beacon off Dibuxante Point, where a vessel can get swept onto this reef in either tide direction. You can wait out the tide behind Kendrick Island if bucking a flood, or in Wakes Cove if fighting an ebb. The reefs at the south end of Degnen Bay can generate impressive whirlpools and should be given plenty of room.

DODD NARROWS

This short pass, with no submerged hazards, is a straight-line stream and presents few problems except for the wake from other boats. Interestingly, it has become something of a YouTube sensation, with boaters posting their transits to the shock of viewers. Because this pass is narrow, there is no room to work the back eddies during strong currents. The pass is susceptible to wash from fast-moving boats, which, when bucking the current, can trigger large standing waves capable of swamping smaller craft. When the pass is busy, as it often is in summer, slower vessels may want to stand off a short distance and check for oncoming powerboat traffic, either visually (which can be difficult because of the blind corner) or by VHF.

CONQUERING THE CURRENTS

A flood current pushing into Northumberland Channel against a strong summer northwesterly can result in a significant chop for a few miles beyond the pass. Also, there can be strong turbulence on ebbs just east of Joan Point. Maximum currents are in the eight to nine-knot range.

Nearby lies one of the great temptations in boating—False Narrows. This is a pretty pass in a dinghy. We haven’t mustered the courage to go through it in our boat but with streams of four knots, shoal water, kelp and numerous reefs, this is not a safe pass and best left to the locals who know it well.

WE HOPE EVERYONE HAD A SAFE SUMMER BOATING SEASON!

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CHROME ISLAND PASSAGE / COMOX HARBOUR CHANNEL

One of the most beautiful destinations in the Gulf Islands is Baynes Sound, sheltered between Vancouver Island and Denman Island. Excellent cruising can be found within the sound, with anchorages lying along the west side of Denman Island, in Deep Bay on Vancouver Island, and at Sandy Island Provincial Park. However, the southern approach to Baynes Sound, using the passage leading from Chrome Island at the south end of Denman Island, can be hazardous if a large tide is ebbing against a southeast gale. Such conditions can produce seas in the three-metre (10-foot) range.

A glance at paper chart 3527 shows why this pass could turn into a tiger. Shelving mud flats extend north for half a mile from Mapleguard Point,

reaching within a few cables of the reef south of Repulse Point on Denman Island. This creates a slight venturi effect on the tides, producing currents of two or three knots. Tidal differences in the area, as noted in

the Sailing Directions South Portion (Volume 1), are referenced on Point Atkinson.

The northern approach to Baynes Sound is through the narrow channel into Comox Harbour from the west

Chrome Island lighthouse stands at the entrance to Chrome Island Passage and Baynes Sound.

side of the Strait of Georgia. However, this channel can be challenging in wind-against-current conditions. Current doesn’t normally exceed two knots, but during freshet (in late spring) the run-off from the Courtenay River can produce a stronger stream and more confused seas.

If approaching from the north, the area south and east of Cape Lazo must be given a wide berth during strong southeasterly winds, when steep falling seas are common near the cardinal buoys. The Sailing Directions suggests that mariners not haul in for the leading line of the harbour until Willemar Bluff bears more than 250 degrees.

Crossing the bar into the harbour in calm or light winds is not difficult but can be tricky in strong southeasterlies during an ebb, when swells will develop at the entrance area and along the bar. Three starboard hand buoys mark the leading line into the harbour. Be sure to locate the lit red entrance buoy (FlR and marked P54) and come within a quarter mile of it. Aim for the last red conical buoy to the west (P50, unlit) to enter the harbour. Isophase yellow-lit range markers (bearing 222 degrees) on the Vancouver Island shore greatly assist pilotage in poor visibility.

The shallowest area of the bar is a half-mile east of the P50 buoy and once you’re clear of the buoy, conditions quickly moderate as you enter deeper and more sheltered water. The Beaufort Mountains and Comox Glacier provide a beautiful backdrop to Comox Harbour, where an extensive breakwater provides shelter for visiting vessels seeking temporary moorage

Anne Vipond and William Kelly are the authors of Best Anchorages of the Inside Passage, now in its second revised edition. It is available at bookstores and online at Pacific Yachting’s Bookshack. It retails for $49.95.

CONQUERING THE CURRENTS

Sheltered and scenic Comox Harbour.

CHART PLOTTER COMPLACENCY

AN EERIE ADVENTURE IN THE JUAN DE FUCA STRAIT LEADS TO A VALUABLE LESSON

BY BERT VERMEER

VANCOUVER

ISLAND

TRAFFICSEPERATIONZONE

JUAN DE FUCA STRAIT

OLYMPIC PENINSULA

CRUISING THE REMOTE west coast of Vancouver Island is the dream of many Pacific Northwest sailors. This past spring, I was fortunate enough to take on this challenge again. The journey includes the 80-mile passage from Race Rocks near Victoria to Cape Beale, the entrance to magical Barkley Sound on the west coast of Vancouver Island. With a myriad of isolated islands and anchorages, Barkley Sound is a mecca for those adventurous enough to challenge these waters. Getting there includes transiting Juan de Fuca Strait, separating Vancouver Island from Washington State, for about half the distance to Cape Beale. The remaining 40 miles is exposed to the open Pacific Ocean, unforgiving to vessels of all sizes. For

small boats, the strait is notorious for strong westerly inflow winds during spring and summer afternoons, significant tidal currents and numerous commercial deep-sea vessels travelling in designated shipping lanes.

THE SPRING VOYAGE out Juan de Fuca was completed without drama. Once there, I enjoyed sailing pristine Barkley Sound, exploring numerous anchorages and the protected islands of Pacific Rim National Park. The green islands contrasted with the brilliant blue water, eagles soared high overhead and whales spouted nearby. With very few boats venturing out this early in the cruising season, most anchorages were empty. It was a sailor’s paradise! Inbound Shipping Lane Outbound Shipping Lane

Alas, the time came to head back to Victoria. My sailing buddy had gone home from Ucluelet and I was singlehanded once again. I was hoping for an invigorating downwind sail on the return, preferably under sunny skies with westerly winds. The evening before departure for Port Renfrew, the halfway point and my intended destination for the first day, I listened to the Canadian Coast Guard weather broadcast and checked the cell phone weather apps. It appeared that I would likely encounter sunny skies and light westerly winds until late afternoon, the winds then rising to 15 to 20 knots. Sure enough, the following day’s wind remained light while I motored over the six to eightfoot westerly swell and small surface

Sheringham Pt. lighthouse

VICTORIA

Port Renfrew

Sooke

Clallam Bay

Port Angeles

chop. A few hours of sailing was accomplished when the winds increased briefly before my arrival at the marina.

That evening, I listened to and studied all the available weather and wind predictions for the second day, the 40-mile leg to Victoria. All information pointed to more of the same— light winds until late in the afternoon, then building to 15 or 20 knots from the west. Current predictions required passage before the turn to ebb at Race Rocks at 17:30. I planned on motoring to start against the last of the ebb current, hoping the predicted westerly wind would build early.

I cast off early under sunny skies, a coffee and fresh muffin in hand. The weather apps still called for light wind. I motored toward Juan de Fuca Strait three miles away, noting a fog bank ahead. Having anticipated a sunny day with little or no wind, the fog bank was a surprise! Not forecast, nor anticipated, and perhaps just a local phenomenon, but there it was. I added another layer of clothing.

I listened to the VHF weather channel to hear the morning broadcast. I was surprised to hear there was now a “strong wind warning” for Juan de Fuca, but no mention of fog. The staffed lighthouses along the coast were reporting “zero” visibility in fog just the same. The mainsail was hauled up as I rounded the headland into the strait, the light westerly breeze coming over my starboard quarter. I did not consider turning back. I had sailed in fog before despite not having a radar and Natasha is equipped with the latest GPS chart plotter at the helm. I played the backeddies close to the shore, avoiding the adverse current. Although I was less than a quarter mile from the nearby shore, it wasn’t visible through the fog. I set up the chart plotter for close-range work, following the shore details. The

westerly wind picked up and the genoa was rolled out. I was sailing on a very broad reach, dipping into indents along the shore to play the backeddies. Monitoring the chart plotter I was able to see my progress, the electronic chart tracking our movement along the shoreline irregularities. The fog and building seas were somewhat intimidating against a lee shore, but with this technology I was confident I would have a safe passage.

perfect direction, allowing me to sail along the coast without having to run wing-and-wing, nor having to jibe to stay close to the shore.

Time went by.

My glasses kept misting over with the moisture from the fog and I had to keep wiping the lenses to see the chart plotter and the larger waves approaching from the stern. I was sailing hard, bracing myself in the cockpit as the waves flung Natasha about.

EVENTUALLY,

THE SHORELINE of Vancouver Island straightens out in this area with no further significant headlands. I was now in the adverse current, out of the backeddies. I was sailing at hull speed on a broad reach, the wind building and keeping the sails filled. The situation was very manageable, and I was looking forward to the current changing to an inbound flood. I recall thinking how fortunate I was that the wind was coming from the

I heard a foghorn ahead to port and thought to myself, “Interesting, I didn’t know that Sheringham lighthouse had reactivated the foghorn.”

I believed the horn had been decommissioned years ago, but the sound came from where Sheringham light should be. Around the same time, I heard the deep moan of a ships whistle to starboard and behind. A commercial vessel in mid strait, an expected sound.

I decided to check the Marine

The rebooted chart plotter showing my track through the strait.

Traffic app on my cell phone. My wife, and a few sailing buddies, followed my adventures on their cell phones. Unfortunately, that app goes down occasionally and, when it does, the last shown position is a few hours or days behind. As the app was reloading, and I was wiping my glasses once again, I heard the ship’s whistle behind and to starboard sounding closer and very, very long. Sound can get distorted through fog and I didn’t think too much about how much closer it sounded. I thought, “Oh, someone is being warned to get out of the way.” Imagine my surprise when the app came up and showed my location as being in the middle of the

Traffic Separation Zone between the inbound and outbound restricted shipping lanes of Juan de Fuca Strait, 10 miles from where I believed I was! I was about to enter the inbound lane in front of a deepsea vessel—that ship’s horn was for me!

My immediate reaction was disbelief, the phone app must be wrong. I checked the chart plotter and it was showing me right along the Vancouver Island shore where I believed I was. The boat speed through the water, speed over ground and depth displays were all active and function-

ing. Then, peering closer at the chart display, I noticed that the image of the chart was not changing—it appeared frozen. Zooming in and out changed the size of the image, but not the vessel position. No deep-sea AIS signals were being displayed in the broader picture. Where was I? Which device was I to believe? A cell phone with an app that worked occasionally, or a dedicated (and new) top-of-the-line chart plotter? Visibility was still only a quarter mile and I was sailing hard in 20 plus knots of wind and significant waves. The nearby ships horn had me seri-

“Grey waves, grey fog and grey sky.”

ously doubting my chart plotter. Unable to establish clear communication with the Canadian Coast Guard (Victoria) on VHF 16, I was asked to dial #16 on my phone. I was hoping they could pin-point my actual position based on my AIS transmission. I could not believe that I had sailed that far into the strait! I told the call taker of my situation and that I was unsure of my location. He had difficulty locating my position on his system as it was only showing MMSI numbers, not boat names. I had not memorized my MMSI number and couldn’t let go of the wheel to locate the documentation below. My only option appeared to be re-booting the chart plotter and hope that it would come back online. Waiting in agony for the screen to come back up, I prepared to jibe immediately if necessary. I didn’t want to jibe if the shore was only a quarter mile to port, where I thought I was. When the plotter finally did come back online, it showed me right where the cell phone had me. I made an immediate jibe to port to head back to the Canadian shore. I explained my situation to the Canadian Coast Guard operator who suggested I switch to VHF Channel 5A, the US (Seattle) traffic control channel for Juan de Fuca. I was busy adjusting sails and going as fast as I could and, as I changed VHF channels, my cell phone rang. The Seattle Traffic Control unit! They had obviously been in contact with their Canadian counterparts and were concerned about my safety. Now that I had confirmed my location and identified the hazardous commercial traffic on my plotter, I was aware of my precarious position. I had a direction to get out of trouble and I advised them of my intentions, thanking them for their concern. I re-crossed the outbound traffic lane without a problem. The fog and cold persisted as Race Passage slowly crept closer on the chart plotter. Nothing but grey waves, grey fog and grey sky. The current, as

predicted, was now pushing me along at two to three knots in addition to my sailing speed.

Finally, just after 16:00, Race Rocks appeared to starboard out of the fog.

Within minutes, as I rounded the headland toward the Victoria waterfront, the fog dissipated and the skies were once again blue. The fog bank rolled on ominously behind me.

Master Craft Boat Coverings

SECURED TO THE docks in front of the stately Empress Hotel in Victoria’s Inner Harbour, I reviewed the days misadventure. This incident could very easily have ended in disaster. I was following the wind as it backed to the west, unbeknownst to me, and sailing me away from the shore. If the wind had swung to the south I would have slowly veered to port, luring me into the nearby shore. Would I have seen the breakers through the fog and recognized the danger in time to avoid off-lying rocks?

Why did it take me so long (two hours!) to recognize the defective

same screen, the boat icon was where I expected it to be, a quarter mile from shore. As I was sailing near the shore, I had the screen set for close-up work, about a two-mile radius. I didn’t study the screen to see if it was actively changing with the shoreline moving. I was confident of where I was.

LESSONS

LEARNED Before the introduction of modern GPS based chart displays, I would have plotted a course on paper charts with compass headings and landmark timing at given speeds. I would have been paying very close attention to the com-

I HAVE BECOME RELIANT ON ELECTRONIC CHARTS AND THE COMFORT OF KNOWING MY EXACT LOCATION AT ALL TIMES

chart plotter screen? One of the reasons I had replaced the old plotter was that the screen would sometimes freeze up. When it did, everything froze, the speed and depth numbers would stop, and the chart would not move. That failure was obvious. I wanted a more reliable plotter, so I did the research and installed a replacement.

When sailing, I generally sit on the leeward cockpit coaming to see the genoa tell-tails. With the chart plotter mounted on the binnacle in front of the wheel, I can see the screen at an angle. I was sailing by the wind, watching the wind instrument (separate from the plotter) and genoa telltails while glancing at the chart plotter occasionally to confirm distance from shore. The boat and GPS speeds were being displayed actively, the numbers changing as I looked. On the

pass. With modern technology, like many boaters, I have become reliant on electronic charts and the comfort of knowing my exact location at all times—perhaps a false sense of security.

Obviously, a radar would have been a valuable asset, but only if that functionality had not also frozen on the screen. I’ve sailed the coast for over 40 years without radar and without any difficulty.

In the future, I will take additional steps to ensure the chart plotter is actually working and pay attention to the most neglected of navigation instruments, the binnacle compass. Old style navigation—another lesson learned in the boating life.

The chart plotter failed again on the following day, but has not since. Follow-up investigations on the reasons for the failure continue…

DODGER WITH RAINIER WINDOWS (BENETEAU 49)

Kendric C.W. Grasby DND

RCN SAIL TRAINING

THE ROYAL CANADIAN NAVY’S SAIL TRAINING

SAIL TRAINING WITH THE RCN HAS ITS BENEFITS BY MARIANNE SCOTT

WWhen you walk down a small jetty at the Canadian Forces Base Esquimalt, you’ll spot a group of RHIBS and four immaculately maintained sailboats. The two CS 36s and two Bavaria 45Cs make up the western Royal Canadian Navy’s (RCN) sail training component—boats on which the RCN teaches navy staff of all ages and ranks to sail, race and have fun.

The two CSs, Goldcrest and Tuna, are seasoned vessels with the traditional look of fibreglass sailboats built in the 1980s. They have served for years in sail training and have represented the RCN in Swiftsure, the Van Isle 360 and around-the-buoys races. They have a full suite of cruising and racing sails. The two Bavarias joined the Navy’s small sailing fleet last fall and have greatly increased sail training opportunities. Named after two raptors, Eagle and Osprey, these two gleaming sailboats sport the plumb bow, twin helm stations, 4.5-metre beam and square cockpit and transom of today’s modern designs. When the boats are stationary, the transom folds down to serve as a swim platform. The Bavarias can deploy both an overlapping or a self-tacking jib, and their

sail inventory includes two asymmetric spinnakers, two code zeroes and two mainsails. Additional sails for the boats are stored at the onshore sail loft. All four RCN vessels meet the World Sailing Offshore Special Regulations. These include the standards for stability, pulpits, stanchions, lifelines, communications equipment, GPS, radar, AIS, flashlights, searchlights and grab bags.

RCN personnel sail the first Bavaria C45 into Esquimalt Harbour.

The RCN considers the BC marine environment, with its thousands of islands, waterways, tides, currents, variable winds, busy ferry and ship traffic to be well suited for sail training. And the fact that Commander Maritime Forces Pacific RAdm Christopher Robinson is patron of the International Military Sports Council, which brings together military personnel from 141 nations through sports, helps emphasize the value of sail training.

SINCE TIME IMMEMORIAL, navies used wood, canvas and trade winds to cross oceans, engage in trade and wage war. Sailors became expert at handling square-rigged, multi-masted vessels and developed numerous skills, as well as hardiness and discipline. But the fabric of ships changed after 1765, when James Watt took a walk “On the Green of Glasgow…on a Sabbath afternoon, thinking upon the engine.” His “thinking” converted the steam engine into an efficient, cost-effective machine and by the early 19th century, it launched the Industrial Revolution with all its qualities and frailties. The

Valerie LeClair DND

transition from wind-propelled wooden ships lasted a century, during which iron, then steel ships powered by fossil fuels replaced wood and canvas.

Recreational sailing—known as yachting—kept pace, although in earlier days it was the sport of kings and wealthy aristocrats. Emerging yacht clubs harked back to naval ceremonies like opening day and sail pasts and organized regattas with all the pomp of naval fleets. The next phase of recreational sailing emerged in the mid-20th century, when the marriage of fibreglass and resin spawned mass production and democratized boating, allowing everyone to own a boat. Today’s navies rely on highly technical steel ships, yet many, including the RCN, still offer sail training on small boats. For decades, the 1921-built, 102-foot ketch HMCS Oriole provided sail training from Canadian Forces Base Esquimalt. She was the longest-standing Swiftsure race vessel and the longest serving commissioned ship in the RCN. Well-known for the stylized depiction of an oriole on her spinnaker, she now lives in Halifax, sails the Atlantic Coast and shows her ensign in the St. Lawrence and the Great Lakes.

The RCN continues to see great value in sail training for its big ship “sailors” (much traditional terminology survives in the computer age, although some “navy speak” carries over to the sailboats). Former sail-training commander, Chris Maier, who sails a Ranger 33, said, “sail training, although not mandatory, will always be part of the RCN. The Navy focuses on vocational training, of course, but also seeks to build character and leadership skills. We define leadership as developing courage, accountability, integrity, reliability, and resilience—plus, trust in others.” He explained that those skills are in full view on a sailboat. “The trainees are accountable to

each other,” he said. “On the war ships, there are a thousand tasks and the Navy breaks down these tasks. Sailors learn a specific skill, navigation for example, and they excel at that task. But on a sailboat,” Chris continued, “trainees must work together to get the boat moving by raising and dousing sails, reefing, deploying a spinnaker, learning tactics while racing, and discovering how tides, currents and winds can help or hinder motion. On a warship, when navigators plan a trip, they may include tides and currents in their calculations, but compared to sailboat voyage planning, it’s much more subdued.

Eagle and Osprey conduct maneuvers in the approaches to Esquimalt Harbour.

“On a warship, at 35 feet up, you don’t feel the sea wind and there’s no immediate relationship with the water. All sail trainees get a chance to skipper. Ranks are forgotten and everyone’s on a first-name basis. And I think that leadership skills learned on a sailboat can help you early on in your naval career.”

Sailor 3rd Class Marek Flynn opted to enroll in the sail training program while awaiting a vocational training course in sonar operations. “I sailed Lasers and 420s at Toronto Island before joining the Navy,” he told me. “Right now, I’m staff in the Competent Crew course. I help maintain the boats and assist the training officer in all the courses. It’s great. Teaching is learning.”

Flynn recalls getting a shock when going on his first sail. “I got hit by green water… And it was salt! Having always sailed on lakes, I just wasn’t ready for that salty taste,” he said. “I also see sail training as an eventual bridge to the Canadian Forces Sailing Association (CFSA) here in Esquimalt,” Flynn continued. “I participate in Wednesday night racing and so sailing can con-

S1 Kendric C.W. Grasby DND

tinue to be part of my life.

Acting sub-lieutenant Ben Roth recently completed the Competent Crew program. “For me,” he said, “sail training has been important in my progress to more complete seamanship. I’ve learned new skills and more about safe boating. And I got to take on the challenge of skippering a CS 36 in Swiftsure! Very rewarding.”

Although the RCN sailboats are well outfitted, they are not designed for easy cruising—“we’re not a yacht club,” said Maier. They have standard navigational instruments like depth sounders, chart plotters, VHF radios, GPS and AIS, but the winches are hand cranked and there’s no autopilot in sight. The Bavarias carry a small dodger; the CSs are open to the elements. Knowing how to use a sextant for celestial navigation is not required, yet harking back to pre-electronic days, each boat carries a lead line.

The crew are supplied with foulweather gear and PFDs. The latter also carry a strobe and an AIS that will send a distress signal when someone falls overboard. On the CSs, there’s space for five trainees and one instructor, and on overnight sails hot-bunking is required. The Bavarias with 10 bunks can accommodate eight trainees and one or two instructors.

When returning from a sail, following military regulations for cleanliness, trainees must return their boat to her ship-shape condition.

THE CURRICULUM FOR RCN’s sail training has been developed by the Gabriola-based Canadian Recreational Yachting Association (CRYA), with some tweaks by the Navy. Recognized by Transport Canada, this curriculum sets the safety standard for sail train-

ing in Canada. Courses run for a week or more and trainees can achieve five certification levels.

Level 1: Competent Crew

Competent Crew is the basic course. Trainees learn the boat’s systems and their operation, how a boat sails and how to control its movements. It also covers anchoring, docking and handling emergencies. Upon course completion, the sailor can crew on sailboats up to 50 feet in length.

Level 2: Day Skipper

Day Skipper is the intermediate step in which the sailor learns the finer points of sailing, including navigating and skippering in the boat’s home waters while remaining in sight of land. Trainees sail in moderate weather—no excursions into gales—and return to the dock at the end of the day.

Level 3: Coastal Skipper

This course lets trainees integrate the skills acquired in the previous levels in circumstances beyond their inshore comfort zone. Under an instructor’s supervision, sailors plan and carry out a three to five-day coastal cruise which includes navigation, weather planning, meal planning and provisioning. Trainees can take on the role of skipper for a day. After completing this level, sailors will have sufficient knowledge and skill to command a sailboat for longer periods away from their home port.

Level 4: Coastal Navigation

This level teaches sailors the knowledge and skills needed to navigate a sailboat in coastal or inland waters within sight of land. Sailors gain proficiency in chart plotting, compass and depth sounder reading, tide and cur-

A similar whaler was used by RCN personnel in the R2AK.

rent data analysis, and time and distance calculations. Course completion leads to a Coastal Skipper designation.

Level 5: Yachtmaster Offshore

Sailors can now make open ocean passages lasting at least two weeks and cover between 750 and 1,000 miles. Before untying the mooring lines, sailors must be able to inspect the boat’s standing and running rigging, reefing systems and sail selection; test thru hulls and other safety equipment; and check mechanical and electrical systems. Navigation, weather monitoring, watch keeping, electronics and radar operation, provisioning and meal preparation are also part of this exercise. Specific sail handling, such as deploying spinnakers using a pole, downhaul, topping lift and sheets are included in this training level.

AFTER COMPLETING THESE five levels, sailors can earn one more designation: Yachtmaster Ocean. It is the highest yachting designation that can be achieved by a recreational sailor. Although it’s not part of the RCN’s training program, having completed the previous five levels will prepare sailors for this achievement. To become a Yachtmaster Ocean, sailors will have sailed to such places as Hawaii or Fiji, have completed a minimum of 5,000 miles under sail and kept a logbook that documents those miles.

A Yachtmaster Ocean must have additional proven knowledge of such tasks as long-term provisioning, stowing spare parts, watchkeeping, fuel and electricity management, electronic aids to navigation, weather forecasting, storm tactics, and setting a drogue or sea anchor.

Hardy sailors who meet these requirements can apply for Yachtmaster Ocean status to the CRYA Board of Directors, who will evaluate the application.

LIEUTENANT ELLERY Down, who presently runs the sail training program, grew up in a sailing family in Victoria and is passionate about continuing to sail and teach sailing. “It’s a great program, both for naval personnel who’ve had sailing experience or those who’ve never been close to the water,” he said. “It’s closer to the environment and more relaxed than being on a warship. And former trainees come back and tell me how sail training helped in their naval career.”

However, Down’s most recent adventure was not on a sailboat, but part of RCN’s emphasis on military sports: he and five intrepid, active-duty navy guys spent 16 days, 10 hours and 8 minutes sail-rowing their 28-foot, 1968 Montague Whaler, Victory Oar Duff, in the Race to Alaska (R2AK) The six men knew their chances of winning were nil, but getting the boat ready with new Airfoam flotation,

provisioning for the calorie-burning rowing and goal setting with Ketchikan as the destination was a terrific team effort. Crew member Ben Roth told me he wasn’t sure they’d make it. “But we did and it’s a lifetime achievement,” he said. “There were a lot of doubters but we proved them wrong. We reached Ketchikan using the original sails and spars and rowed when the wind died. We caught salmon and had rice, lentils, oats, granola bars and pasta in food barrels. It was wet but we wore wetsuits most of the time.”

One of Ben’s delights was that, like sail training, the Navy gave the team time off from their official duties to participate in the R2AK. “And we were paid the whole time,” he said enthusiastically. “We work hard but the reward is great too.”

“Yes,” added Ellery. “The RCN asks a lot, but they focus on developing people and pay us back.”

HANDS ON BOATER

Installing an LPG detector

Prioritize safety with an LPG detector on board

BY FRANK LANIER

There are a number of reasons why liquefied petroleum gas (most commonly propane) is such a popular choice as an onboard cooking fuel—it’s relatively cheap, efficient and widely availability. However, it is also the most dangerous, particularly with regard to boat installations. One way to make its use safer is by installing an LPG detector or “sniffer.” Here’s a look at what they are and how they work, along with some basic installation tips.

SNIFFER 101

An LPG detector is simply an electronic device designed to detect gas leaks and sound an alarm when they occur. Some sniffers consist of a single unit containing the sensor and alarm circuitry, however most are sold as a “control package” which includes a monitor/control panel, remote sensor(s) and a remote-controlled on/ off solenoid valve installed at the LPG tank. If gas is detected, it automatically shuts off the solenoid and sounds a visual and audible alarm.

Sniffers are designed to constantly monitor the air for LP gas and should be configured to do so even with no one on board. This ensures that those returning to their boat are alerted of a leak prior to boarding or turning on a potential spark-inducing piece of equipment.

Boat owners who leave their vessel unattended for long periods of time should look for sniffer units that provide the option to trigger an external alarm (such as a loud horn or marine strobe) to alert marina personnel or passersby that a problem exists.

Above: Most LPG detector control panels can accommodate two or three remote sensors. Below: Control panels should be installed where they can be operated without reaching over burners.

INSTALLATION

Although you should always follow the manufacturer’s instructions for your particular model, here are some general considerations applicable to most LP gas detector installations.

1. The sniffer control panel should be located in the vicinity of the LPG appliance while also being operable without having to reach over the open flames of a stove top.

2. Power should be provided via an appropriately sized circuit breaker or fuse from the “line” side of the battery switch for the house bank (the one always energized). This ensures the unit is always powered up and on guard, even with the battery switch in the off position. If a circuit breaker is used, it should be separated from the main panel and equipped with a lock or guard to prevent it from being accidentally shut off.

SYSTEM CHECKS

Check your LPG system weekly for leaks by conducting a leak down test.

•With the stove valves off and the solenoid (if so equipped) in the on position, open the manual cylinder supply valve to charge the system, then close and note the pressure gauge reading. The pressure should remain constant for no less than three minutes. A drop in pressure indicates a potential leak and means the system must be checked with leak detection fluid or a solution of non-ammonia based soapy water (NOT FLAMES) to locate the leak and correct it.

•After cooking, leave one burner ignited and turn off the solenoid or tank valve. When the burner goes out, close the burner valve—this empties the line of gas and prevents leaking should a burner valve fail to seal.

The Safe-T-Alert 12-volt, flush mount, hard-wired carbon monoxide alarm.

•Close the tank valve in addition to the solenoid valve if the system is not in use, particularly if you plan on leaving the vessel for an extended period of time (the solenoid should always be closed when the system is not in use).

•Install smoke and CO detectors (in addition to your LPG sniffer) for additional safety.

HANDS ON BOATER

3. LPG vapour is heavier than air and tends to “flow” like water, seeking the lowest possible point. With shore installations (your back deck barbecue grill for example), there’s typically enough air flow to aid in dispersing any leaking gas. However, a boat’s hull is essentially a watertight envelope, meaning explosive gases can be trapped in bilges or other low areas. As such, sensors should be located beside and below appliances (under the stove for example) and at other low areas of the cabin or bilge where fumes are likely to collect. If mounted in the bilge, they should be located as low as possible without becoming submerged or subject to bilge splash (a

general rule of thumb is three inches above the high bilge water level).

4. When choosing sensor location, avoid areas subject to strong ventilation (open hatches, portholes, exhaust fans, etc…), high moisture, high temperatures and excessive amounts of smoke.

MAINTENANCE

LPG detection systems should be tested on a regular basis per the manufacturer—monthly at a minimum and weekly if the LPG system is being used regularly. All units have a built-in selftest feature for the internal electronics, which usually also tests the sensor(s)

and connecting wires.

Although the sensors and alarm system should be professionally tested annually, they can also be tested by owners using a butane lighter. Simply hold the lighter next to the sensor and press the trigger without lighting. As with smoke and CO detectors, LPG sensors have a limited life span (typically five years) and should be replaced as directed by the manufacturer. Finally, while gas detectors are an important part of any LPG system installation, the first line of defense in detecting leaks are sniffers of the organic kind—specifically the noses of the crew. LPG suppliers are required by law to add an odorant to make leaks

Gauges are required on all LPG installations for the purpose of conducting leak down tests.

more noticeable. However, just because you can’t smell gas doesn’t mean it isn’t there—the gas can remain after the odorant has dissipated. This makes installation of a gas detector even more important.

IN THE EVENT OF A LEAK

1. Ensure the LP gas is shut off at the tank using the manual valve.

2. Open all hatches, ports, and bilge access panels to increase ventilation.

3. Turn off the main battery disconnect switches (most all are vapor proof) but avoid operating any other electrical equipment due to the possibility of sparks. One possible exception to this would be turning on the bilge blower, but only if the unit is ignition protected (such as those utilized on gasoline powered vessels).

4. If you can’t stop the gas leak or have any doubts about removing LPG from your vessel, evacuate to a safe area immediately and call the fire department and other emergency responders services to assist.

Ideally, the bilge blower should be mounted high up and be ignition protected.

Close Encounters of the Herd Kind

Cow Bay Regatta 2024

BY ALEX FOX

CCow Bay Regatta is one of the jewels of the racing season. This year’s competition was fully subscribed, with over 70 boats ranging in size from 22 to 54 feet. My Cow Bay plans for this year were to compete in the Martin

242 North Americans on Crantini but those plans were contingent on completing the Pac Cup (San Francisco to Hawaii) race with Team Joy Ride in time. Fortunately, that was a quick race for both myself and Carl, one of my 242 crew mates, and we made it home Friday the day before the racing. More on the Pac Cup in another article.

WHILE THE SORE sunburn, sore muscles and battle scars are still fresh here’s my recap of Cow Bay 2024!

Let’s begin with a special “Classics” division, a first in my memory. Three competed, including the oldest sailing vessel in Canada, the 110 years young, Dorothy, recently restored by Shipwright Robert Lawson and his team!

Trish and Kaspar Schibli, showed up with their equally impressive, Skoal, a 26-foot Spitzgatter—a double ended beauty, lovingly restored by the couple. Trish and Kaspar owned and operated Sailtrend Chandlery at Oak Bay Marina, way back in the ‘70s and ‘80s.

Andrew Madding

Seeing these classics put their rails down in the perfect 12 to 15 knots was quite something!

SPEAKING OF WIND, the Cow Bay Regatta has a reputation for breeze. When the sun heats up the Cowichan Valley, the hot air rises, sea breeze fills and “the doctor” is in—and this year the doctor was! Racers were greeted with the early inflow of pressure, and it lasted all of Saturday and almost all of Sunday… Let’s move on to the Multihulls and Northwest Multihull Championships, another Cow Bay Regatta tradition. This year’s fleet was divided into two divisions and the competition was tight as always. Coming out on top in Div. 1 was Wayne Gorrie on Mail Order Bride, just eeking out a win over longtime rivals, Chris Sherman’s tri, Son of Raven from the US and Bob Davis and his team on the cat, Bad Kitty. Wayne pointed out that he hadn’t had his name on the trophy since 2007 and he was thinking of changing his boat’s name to Bridesmaid. Just imagine how many times these crews have crossed tacks and gybes over the years. In Div. 2 Multis, Gabe Mills’ US flagged Mahana prevailed in another

close battle, one point ahead of Garry Sagert from Sidney on Unleaded. Ian Watson’s Kestrel completed the podium.

PHRF monohulls were divided into four divisions this year and to no one’s surprise, some familiar culprits rose to the top. In Div. 1, the big and the fast battled from the first start to the last finish. Bruce Chan’s seemingly unbeatable 65 Red Roses from West Van dominated. In second place Pete Gibbons and the Zulu Warriors from Sidney managed two race wins on Sunday to keep the pressure on. The big, sparkly blue hulled Lawn Dart managed to almost save their time in a couple of races, slotting into third place. Captain Billy and his crew from Nanaimo have been coming to Cow Bay for a very long time. First on the Soling, Comrade Cherry Loinfruit of Yount, yes that was the name, next on the Fast 40 the first Lawn Dart and for the past couple of decades on the Santa Cruz 50 (extended). It never get’s old does it Bill.

PHRF 2 TURNED into something of a match race between two old boat partners. Brad Butler and Paul Faget.

Brad hails from Seattle, where he and Paul built two Sierra 26s Uno and Dos. Since then, Paul met and married a nice Canadian Girl, April, who’s also his racing partner—they live on Salt Spring Island. Among their fleet of several sailboats, they mostly race the Left Coast Dart Ogopogo. Phew, I hope that’s all clear. Anyway, Paul and team won the first race, then Brad ran the board with a string of bullets—I guess this Cow Bay first timer needed a moment to figure things out. Picking up the scraps was new boat owner Rick Goodall and the J-29 Amelie from Sidney. Good job to all!

If there was a Cow Bay hall of fame, Kirk Palmer and Dave Richardson would be in it. Kirk with his string of vessels named Light Scout and Dave with his Hotfoot 27 Fetish, which he bought new off the assembly line, locally designed and built right here on Vancouver Island. This year’s Light Scout is an Etchells, and after missing the first start for some reason their scoreline was the literal picket fence 1/1/1/1. Dave and his Fetish team won the first and followed with a string of seconds. NVS, another Hotfoot 27, owned and beautifully

maintained by Paul Gibson grabbed third place in PHRF 3. Notable mention to Ben Daniel in fourth place, racing his Dad’s Santa Cruz 27 Blue Boat. Ben and his sailing partner will be representing Canada in the Doublehanded Offshore Championships in September. If you’d like to support them, check out Wind Athletes Canada. Div. 4, the true cruiser/racer class was won this year by another longtime competitor Bill Brekelmans, formerly of CFSA Esquimalt, now retired and racing out of Nanaimo Yacht Club—also that club’s fleet captain and organizer of this year’s SIN Regatta. Bill’s home-built Finch 34, Limbo, has placed at many Cow Bay Regattas, so this was a breakthrough performance. Winning four of the six races and pushing Graham Heath’s Pitoraq into second was no small feat! Congratulations Bill! In third place was Dave (what a great boat name). Brent Rowland’s C&C 29 from Maple Bay Yacht Club had a consistent string of thirds and top fives. Nice to see this competitive division 10 boats deep. Let’s see 15 next year!

NOW ONTO THE 242 North Americans, with 21 boats from Victoria,

Vancouver, Orcas Island, Nanaimo, Comox, and California. I was a little nervous as race one approached. I shared my goals with the crew; number one was not to hit anyone; number two was for everyone to stay on the boat; number three was to improve every race. We were three up, when most other teams were four so weight distribution would be important. The starts are always a blast in this size of fleet and Race officer Dugald Smith did a fantastic job of setting the line and giving the option to start anywhere. As usual the speed merchants in this deep fleet were punching out early with All In, Too Wicked, No Worries, Way Back and others taking an early lead. This was a deep fleet. In the first two races we must have tacked 30 times, trying to find our feet and the groove. Larisa and Carl were working hard! By race three we were working well together and felt like we were getting in touch with the lead pack. Michael George on All In, who built the 242 in California, was crushing it. He had what seemed a small speed edge upwind and the crew work was rock solid. Michael Clements on Too Wicked and multi class champion Bob Britten on No Worries, battled in the top three all day Satur-

day. We achieved our goals, improved each race and finished the day with a first-place finish, just shooting the line ahead of All In!

What an exhausting day, but as always, the Cow Bay BBQ and dance are not to be missed.

DAY TWO DAWNED and as the sailors shuffled to the local coffee shop and bakery, “the doctor” arrived at his office. The two Michaels and Bob were pretty much untouchable at the top. Our goals were to compete well against Gord on Way Back, Peter on M&M, Mike on Crown Royal and Ken on Blackadder. The four Sunday races were competitive with every start, every beat and every run. Dipping, no lee bowing, tack again, where’s the pressure, foot to keep a lane, point to hold a lane, boats overlapped four deep coming to the leeward mark—it just doesn’t get any better! Going into the last race we didn’t exactly know the points, but assumed we’d have to finish ahead of all those mentioned, to secure fourth. Things were looking good as we rounded third and held our spot even threatening Bob in second at the leeward mark. One leg to go and covering Blackadder who was in fourth. Looking up the beat, “what’s that?” Limp spinnakers in the fleet coming downwind and a giant hole at the finish! Even trickier, boats who rounded well behind us were lifting up in pressure up on our hip. Our only choice was a consolidation tack out to the left. We just managed to hold off the charging pack, but two got past including Gord on Way Back finishing third. We held on for fourth. In the end, they pipped us by one point for fourth overall! Tough, but we sailed well.

THANK YOU TO the organizers, the sponsors and to my team for giving it your all. If you haven’t been to Cow Bay Regatta, be there next year. It’s a very special racing venue. Good Sailing everyone…take care!

Andrew Madding

Strait of Georgia Coho on the Rebound

Does it mean increased fishing opportunities this fall?

BY TOM DAVIS

IIn case you haven’t heard, the Strait of Georgia has been alive with coho salmon from “Saturna Island to Campbell River,” according to a blog

post from Jason Assonitis, owner of Bon Chovy Fishing Charters. In fact, this is the second year in a row that abundant coho have been in the strait from the start of the fishing season onward.

WHY IS THIS so important beyond the obvious value of having healthy coho populations? First, this coho abundance is providing much needed angling opportunities to counterbalance a half decade of severe chinook

non-retention regulations. These regulations are in place for up to four months during the peak fishing season in the majority of the Strait of Georgia and Juan de Fuca Strait to protect depressed Upper Fraser River chinook stocks. Second, and more importantly, the abundance signals a potential return of coho salmon during spring and summer months, which hasn’t happened since before the coho salmon abandoned the Strait of Georgia in the early 1990s. This phenomenon led

The author with a Strait of Georgia coho.

to a complete cessation of commercial and recreational Strait of Georgia coho fishing in 1996. Combined recreational and commercial coho catches often exceeded one million fish per year in the preceding decades. These regulations were subsequently modified to permit the year-long retention of hatchery reared coho, identified by a clipped adipose fin, and some access to wild coho usually in October.

Anglers who began fishing after 1996 never experienced the kind of fishing action that was common “back in the day,” from the southern Gulf Islands to Campbell River and from Powell River south to the Fraser River. In those days, chinook was still the prime target species, but it was the coho that brought anglers back year after year.

This created an economic boom that benefited marinas, boat rentals, tackle shops and campgrounds.

George Bates, owner of Bates Beach Resort near Courtenay, commented, “this year the coho fishing has been as good or better than the old days.” Back then, it used to attract prominent politicians like Courtenay mayor Bill Moore and BC’s Premier Dave Barrett and his wife Shirley, who were guided on their trip by George Bates Sr.

Long-time Vancouver angler Greg Morton echoes Bates’ comments; “It’s not been unusual to hook coho at a rate of six to eight fish per hour.” Coho salmon was especially abundant along Bowen Island’s south shore between Cowans Point and Cape Roger Curtis.

A QUICK TOUR AROUND the Strait of Georgia fishing hotspots confirms that coho are everywhere. Bob Meyer, a recently retired Gabriola Island charter captain, says; “2023 provided a huge surprise with the complete resurgence of coho in the Salish Sea,” the likes of which he had not seen since 1993. “I thought it was an aberration, but thankfully not so! 2024 is producing the same abundance in Nanaimo waters as last year, and it’s been lights out fishing all spring and summer,” adds Meyer.

Marine Traders has been in business in Powell River since 1983. It offers one-stop shopping for fishing, boating, camping and marine needs while providing up-to-date weather and fishing reports. The store is located just up

the street from the BC Ferries terminal and is close to the boat harbour and fuel dock.

Marine Traders’ Jim Coulton explains that prior to the 1990s, coho salmon were extremely important to the Sunshine Coast during the spring and early summer, supporting fishing charter operations, resorts and campsites. When coho abandoned the strait, a large part of the region’s recreational fishing and economic activity disappeared.

However, they have noticed a resurgence of interest in Coho fishing over the last two years, driven by abundances of fish that have not been seen for over 20 years. His primary concern, shared by others in the region, is that too few of these salmon have been adipose fin clipped, which would allow anglers to retain more hatchery produced coho.

ACCORDING TO JIM, anglers out of Powell River have found success using flashers with brightly coloured spoons and hoochies, along with old time favourites like Hot Spot Apexes. Jigging

for coho has also been very productive. Jim did note that the coho have been deeper than they used to be, so anglers should consider that when making their choices about fishing depths.

Will this coho bonanza hold up through the months of September and October when larger adult coho begin to migrate toward their home rivers? The consensus seems to be yes.

Historically, there was always a portion of coho from creeks and rivers feeding into the Salish Sea that remained within the Strait of Georgia for the entire portion of their ocean lifecycle, while the rest migrated offshore mainly along the west coast of Vancouver Island. The proportion of resident coho relative to off-shore migrant coho did vary from year to year until their near complete exodus from the strait in the mid 1990s.

GREG MORTON THINKS 2024’s late summer and early fall fishery is going to be really good. Morton adds that, “the great coho fishery in the spring

of 2023 was followed by a very good fall fishery off the mouth of the Fraser River. With that in mind, I am very confident that we will see a repeat again this fall.”

George Bates and Bob Meyer concur. “As the fall approaches and the fish move closer to their home rivers, it should lead to excellent coho fishing” says Bates. Meyers also adds that he is “hoping for a similar pattern this year.”

COHO DISAPPEARANCE REMAINED A MYSTERY UNTIL NOW

The Strait of Georgia coho disappearance has stumped anglers, fishery managers and biologists for decades. However, the answer may have finally been solved by a Fisheries and Oceans Canada research team led by Dr. Chrys Neville, working in collaboration with retired internationally recognized fisheries scientist Dr. Richard Beamish. Beamish received the Order of Canada for discovering the cause of acid rain, and the Order of British Columbia for his work and commitment to understanding BC’s marine fishes.

Beamish explains that climate change is producing winners and losers in the North Pacific salmon world. Based on extensive long-term international studies conducted across the North Pacific Ocean, and local studies in the Strait of Georgia, it appears that these wide spread changes in ocean conditions have resulted in better food conditions in the strait. Coho have been the beneficiaries of these changes whereas other salmon species, like far-ocean migrating chum salmon, have not. As a result, coho are staying in the strait to feed during their first ocean winter, and then remaining in the strait during the following spring and summer. This is what accounted for the excellent fishing in 2023. In early 2024, Beamish predicted that this year’s fishery might be even better, which has proven to be true so far.

Marine Traders in Powell River is a one-stop-shop for all your fishing supply needs.

Jim Coulton

Since this article focused on the important return of coho salmon to the Strait of Georgia, it’s a good idea to include a few tips about how to catch them. Bob Meyer suggested that most anglers have been using flashers and small spoons like Herring Aid Skinny G’s [1] and Irish Crème Coho Killers [2], fished in the 60 to 80-foot range. He also recommends jigging with bright metal jigs as an exciting light tackle option. Greg Morton found trolling at three or four knots with bright flashers and glow white/chartreuse hoochies, Flash Flies, bright green or chartreuse spoons and small anchovies worked well. George Bates suggests using some of the old favourite lures like smaller Apex spoons fished between 75 and 100 feet deep.

These tactics and lure choices are also effective

they get a bit fussier about lures and presentations. I have consistently found that bigger late season coho like lures trolled a bit slower and with slightly longer leaders than anglers use for aggressively feed ing summer coho. This makes the lure’s action just a bit less erratic.

A good reference would be to use stock winter chinook gear presented a bit faster than your standard winter trolling speeds, but on slightly shorter leader lengths. If the fishing is slow, try using some smaller metal dodgers. I particularly like the thin 10-inch Abe and Al with bright Mylar tape on it. This is actually a flasher by design, but if you back off the trolling speed so

Enjoy peace of mind knowing your boat is safe and sound from October 1st to March 31st.

Plus, lock in your spot now with contracts available for up to 3 years. Call now. Space is limited and lling up fast!

SCAN TO RESERVE BOAT STORAGE

Jeanneau NC 895 Series 2

This French builder reinvents the NC 895 with its Series 2

BY PETER A. ROBSON

OOur sea trial of the new Jeanneau NC 895 Weekender S2 off the mouth of the North Arm of the Fraser River was anything but typical. With the river in full ebb and a 20-knot westerly wind opposing, we battled steep, short seas with heights up to four feet. Heading into the wind at 14 to 16 knots, we took on significant green water over the bow, reducing windshield visibility to zero. The short seas caused violent slamming in the troughs and considerable rolling. While we probably should have stayed in the windy and whitecapped river, we decided to put the Jeanneau through its paces and ventured out into the strait.

The Jeanneau 895 Series 2 (8.94 m/29’ 4”) is a complete redesign, from hull shape and interior layout to deck functionality and an upgraded suite of navigation equipment and controls.

France-based Jeanneau, part of Groupe Beneteau since 1995, has been building sail and powerboats for over 60 years. They offer both outboard and inboard models

The Series 2 has seen a number of improvements over its predecessor, including a more comfortable bow area.

Above:Peter A Robson

in the NC (New Concept) enclosed cabin line and the Leader open-boat line. The NC 895 Series 2 is built in Poland, the new mecca of boatbuilding in Europe.

The Series 2 hull has elongated lines and a sleeker deckhouse. It is slightly rounder at the bow and modified to plane more efficiently. It comes standard with 250-horsepower Yamahas featuring Helm Master EX joystick and digital electric steering, a significant upgrade from the Series 1’s 200-horsepower Yamahas with an external SeaStar steering system.

ON DECK

Boarding is via the improved side “dive” door in the cockpit bulwarks or the starboard wing swim platform. The sliding transom bench allows for the outboards to be tilted clear of the water. The cockpit features plush, upgraded upholstered seats, a large table that can double as a daybed/ sunpad and a spacious lazarette beneath the sole.

The new side gate/dive door in the starboard bulwark is notable. It is positioned further aft than on the original 895 and is flush with the sole. A fixed canvas awning, known as a Sun Cap, provides shade and rain protection. The entire cockpit can also be enclosed with canvas.

The asymmetrical cabin is offset to port which allows a generous 12-inchwide (30.5-cm) walkway to starboard and a narrower walkway to port. Raised bulwarks, high handrails and cabin top grab rails enhance safety when moving along the side decks.

Perhaps the most notable improvement in the deck layout of the Series 2 is the bow lounging/sunpad area. Instead of a flat sunpad, three angled cushions with backrests are fitted here. The centre cushion covers the two bow cabin hatches and can be folded so either hatch can be exposed. A deep footwell separates this area from the windlass and anchor locker, which was topped with an aft facing cushion. The

split pulpit allows access to the optional bow platform with a telescoping ladder for disembarking to a beach.

INTERIOR Entering through a threepanel sliding glass door, the saloon is light and airy with a modern colour scheme including grey Alpi woodwork, snap-in carpets, carbon fibre accents and quality leatherette upholstery. Twin manual sliding skylights are overhead. Headroom is just over six feet, and deep windows offer 360-degree views.

The compact galley has a fold-up shelf to extend counter space and separate Corian lids to cover the sink and propane stove burners allowing for flexible food prep space. Storage is provided in drawers, cupboards and a small 12-volt fridge with freezer compartment.

The raised dinette to port seats up to four people and can be converted into an additional berth. A folding portion of the table opens to full size when being used as a dinette or folded back to allow room for the forward dinette seat to be flipped aft and transform to a companion seat.

The helm area features a comfortable, adjustable seat and excellent visibility through the single-piece windscreen.

The helm console accommodates a 12inch Garmin touchscreen and includes controls for outboards, bow thruster, joystick and automatic Zipwake trim tabs. A sliding side door provides easy access to the side deck, which can be useful when tossing a line ashore or for better visibility when docking.

The Helm Master EX joystick system includes dedicated GPS and heading sensors, integrated autopilot and numerous advanced features.

ACCOMMODATION

Despite being just 29 feet (nine metres), the Series 2 makes efficient use of space, providing two cabins for four people (or six with the converted dinette) and a single head.

The head combines a shower, electric freshwater-flush toilet and a vanity area. A large bench folds down over the toilet for showering comfort.

The bow cabin features an island berth with ample storage and good natural light from overhead hatches and windows. The original 895 had handy side shelves, though for some reason those have been eliminated in the Series 2.

The mid cabin’s snug double berth is tucked under the saloon, with good

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headroom at the entry but minimal space above the actual berth. This area can also serve as general storage—especially for deck cushions—when not in use as a cabin.

While the interior is engineered to be light and strong, some elements like doors and fittings could be more substantial.

SYSTEMS Standard power is twin 250-horsepower Yamaha 4.2 L V6 outboards, though 200-horsepower Yamahas are also offered. The outboards’ integrated steering controls are made up of enclosed steering cylinders mounted on the outboards for a super clean setup.

A generator is optional but is not necessary given the low power draw of the Webasto forced air system, propane stove and small fridge. The test boat had three batteries: one for the bow thruster and two for engine start, with the portside battery also supplying house power. Hot water is only available with shore power (or a portable generator).

UNDERWAY The joystick and bow thruster controls make docking a snap. I found the 895 performed best on the

plane. We came up onto the step between 12 and 14 knots. Good cruising speeds were in the low 20-knot range, with fuel consumption consistently around 1.1 to 1.4 miles per gallon. Top speed reached 37 knots. The hull gripped well in hard turns at speed, and acceleration was impressive, with planing achieved in less than four seconds with minimal bow rise.

In the open water off the North Arm jetty, we tested the boat at various angles to the wind and waves. Upwind, there was significant green water coming over the bow and considerable slamming as we fell off waves into deep troughs. Beam to the seas, the rolling was severe at times. Downwind and quartering the stern, we surfed the waves, throwing huge sheets of spray to either side, but notably, they did not bury the bow.

The helm seat proved comfortable, as did the companion seat with its handy grab rail. Visibility was excellent all around. The electric steering was responsive, requiring only a single finger on the wheel. The steering is fully customizable as to lock to lock and tension.

Despite the challenging conditions, we were able to carry on conversations

at a normal speaking level.

Throughout this punishing test, the test boat took a beating but emerged with no visible damage to us or the boat, a testament to its advanced engineering. The 895 is not meant to be an offshore vessel, but it comes with a very respectable CE Category B (offshore) and Category C (inshore) rating, so it should be capable of operating in harsh conditions. In our case it handled the coastal chop reasonably well.

CONCLUDING REMARKS

The Jeanneau NC 895 Series 2 is a well-thoughtout improvement over its predecessor. The redesigned hull, upgraded power and refined deck layout all contribute to a more capable and comfortable cruising experience.

The planing efficiency and fuel economy at cruising speeds are a real plus.

The galley, while compact, is func-

LOA 8.94 m / 29' 4"

Beam 3 m / 9' 10"

Draft 0.68 m / 2' 3"

Displacement 4,197 kg / 9,253 lbs

Fuel 600 L / 158 USG

Diesel 20 L / 5.3 USG

Water 160 L / 42 USG

Holding 98.4 L / 26 USG

Standard Power 2 x 250 hp Yamaha outboards

CE Category B-6/C-10

Built by Jeanneau in Poland jeanneauamerica.com

Sold in Western Canada by Milltown Yacht Sales, Vancouver 604-269-9516

Sold in Washington State by Sundance Yacht Sales, Seattle 206-633-2850

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tional for preparing simple meals. However, the limited refrigeration and counter space might be constraining for longer trips.

The helm ergonomics and visibility are excellent and the Helm Master EX joystick system greatly simplifies position holding, docking and close quarters maneuvering.

While some interior fittings could be more robust, overall build quality appears adequate. The snap-in carpets and easily cleaned surfaces should make maintenance straightforward.

The Jeanneau NC 895 Series 2 would make an excellent day boat or weekend cruiser for coastal waters. Its combination of performance, comfort and practical features should appeal to families

Looking for a specific boat review? Shop PYs database of over 300 boat reviews. BOAT REVIEWS ONLINE and couples looking for a versatile boat that can handle a variety of conditions. The 35-knot top speed allows for quick trips between destinations, expanding the range for day trips.

However, potential buyers should consider their intended use carefully. While the boat can sleep up to six, its size and amenities are better suited to shorter trips for a couple with additional room for small children in the second cabin.

In summary, the 895 Series 2 balances performance, comfort and functionality in a way that should appeal to a wide range of boaters. It excels in its intended role as a versatile coastal cruiser. Price as equipped: $420,000, though the base boat is offered at about $380,000.

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don’t feel good,” the toddler wants the life jacket off, and the baby needs to be breastfed. I can see Nanaimo on the horizon, and the only thing keeping me sane is knowing that we’ve only got an hour to go. So close.

Then the skipper says, “you know what? I think we can fly the spinnaker,” followed by my husband replying with an enthusiastic, “let’s do it!”

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The terror sinks in. I know this adds at least an hour to the journey, despite whatever extra speed they tell me we are gaining. First comes locating the spinnaker down below which is a feat of its own as we have to move everything around. Then, we lug it onto the deck. They have to find all the sheets and guys and hardware. It hasn’t been used for a while, so this stuff is all over the boat. The kids and I are trying to stay out of the way, but the toddler wants to run and the baby is hungry. We haven’t even made it to the setup, which always seems to be an adventure of its own. Things get twisted, backwards, and the hoist always needs to be redone. Once the kite is finally launched, it fills and now we’re going seven knots instead of 5.5. But the wind has shifted and we’re sailing perpendicular to Nanaimo. I am no longer sure the dock is the destination. After carrying on like this, I hear my oldest say “Mommy, when are we there?!” I don’t have an answer.

I get it, the kite is pretty. Someone on the water is looking at us right now saying, “look at how beautiful that sailboat is.” It even looks good from my view here, breastfeeding a baby, holding a toddler by the life jacket strap and telling the four-year-old to watch for a jumping fish that isn’t there. Now the wind has shifted again. We’re no longer sailing downwind, and we need to bring in the spinnaker.

Was it worth it? My husband calls this type-two fun. It’s not the immediate joy of type-one fun, but you look back on it fondly. OK, maybe “let’s fly the spinnaker” isn’t as bad as “man overboard” but it is pretty close…

The Terror Bag

BY AVERY LABELLE

II’ve come to believe there is only one thing more terrifying than hearing “man overboard” on a sailboat, and that’s “let’s fly the spinnaker.” Crossing the strait in a sailboat is time consuming, and it takes a stamina that my

husband and his father have in their DNA. Their approach to cruising is very different from mine, which involves relaxation and is more focused on the destination than the journey. The vision for me looks like a comfy seat, admiring the view, feet up enjoying the sun in a light breeze. There’s usually a book involved and definitely a nap. But that’s not really my reality either with a four-year-old, two-yearold and a baby in tow. While my inlaws and husband are focused on the direction of the wind, my tell tales are helping me keep the kids entertained,

safe, happy, fed, calm… the easy stuff. Since this work can be a handful, I’m more than willing to let others embrace the more technical aspects of sailing as long as we somewhat stay on course. One crossing in particular sticks out in my mind. We were roughly three quarters of the way to Nanaimo, and I had already used most of the tools available to me to keep the kids occupied—eye spy, knot tying, colouring, reading and using random boat objects as toys. We were reaching the stage when the oldest starts saying, “I

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