V O L U M E XI. N U M B E R 1
Published for m e m b e r s of T h e C e n t e r for Wooden Boats
January-February 1989
SOMETHING GREAT GROWS AT THE END OF THE FLOATS O u r newest structure is labeled " E d u c a t i o n C e n t e r " on the building permit, but we didn't expect that moniker to last. It's a long tide for a small building, and a high falutin' title in a rollu p - y o u r - s l e e v e s m u s e u m . W e chose " B o a t H o u s e " as its name. T h e r e were boat houses in every town on a lake, river, or bay in our g r o w i n g up years. T h e y were the focus of recreational boating when boating was about the only recreational outlet-before mass-produced bikes and automobiles. T h e boat house was where kids first handled a pair of sculls, took first command in a small catboat. It was a place of first experiences, athletic skills, a bit of adventure, and always the possibility of romance. So, even though we considered some intriguing names, including the " C e n t e r of the C e n t e r " and " L i t t l e Chapel by the S e a , " it just seemed destined to be "Boat H o u s e . " L o t s of visitors toured Boat House as it rose from the floats. W h e n it was framed, so the spaces were apparent, many complimented us on its design. We accepted these comments graciously, but thought the building isn't that great and if only we had the budget for more architectural goodies such as the sunken hot tub, mahogany paneling in the Director's office, and a fireman's pole for a quick getaway from my office to my favorite boat. One day a C W B m e m b e r of impeccable taste in all things cultural stopped by, e x a m i n e d the almost c o m p l e t e d s t r u c t u r e , and t h e n m a d e e f f u s i v e compliments. I knew this guy knows all the best architectural examples, so instead of downcast eyes and a m u r m u r e d thanks, I asked him what was so good about it. His answer-it's Seattle's first over-water structure since the era of the boat h o u s e s d e s i g n e d for non-profit public service.
Celebrate, celebrate! He's right. It's not the first over-water building we've built and it probably won't be the last. But it's nice to savor that thought like you would a sip of Hennessey's F i v e Star cognac. L e t ' s enjoy the full bouquet of what we have d o n e it's more than lecture and library space, it's a public amenity, built with the vision, daring, and freely donated dollars of private corporations, foundations, and thousands of citizens who gave a damn about preserving our small craft heritage. T h e Oakmead Foundation, one of our staunch and long-time supporters, sent us a polished brass fog horn as Boat H o u s e was nearing completion. A note attached said, " T o the CWB B o a r d , w h o earned the right to blow i t . " So should we all. — S t o r y by D i c k Wagner — P h o t o by Faye Kendall
RESTORATIONS ADD TO THE CENTER FLEET Part of what the C e n t e r is about is the preservation of maritime history, especially local maritime history. Our two most recent restorations demonstrate what we can accomplish in both areas. A classic Banks dory is as essential to any collection of historically significant small craft as the M o d e l T would be to an automobile m u s e u m . T h o u g h they were developed for the A t l a n t i c ' s G r a n d B a n k s , these d o r i e s were important in the Alaskan cod and halibut fisheries. Wawona went north summer after summ e r with Banks dories nested on her decks. T h i s past summer we accepted a small dory as a donation. H e r e was the real article. H e r guards, inwales, and transom were sick with rot; her floorboards and thwarts were cracked and splintered. T h e rowlocks were broken or missing. T h e battleship grey paint was peeling. But shabby as she looked, our dory was a jewel of maritime history. Its restoration wasn't an issue, just a challenge. Best of all, our battered little dory had a spe1
cial regional angle. T h i s dory was built by the Tregoning Boat Company of Lake U n i o n , Seattle, about 1928, ordered by maritime magnate Horace M c C u r d y for his son, Jim. What a way for a kid to learn seamanship and small boat handling! A f t e r 60 years, Jim figured he had learned enough, so he passed his dory to us. T o m Parker, the Center's Director of Restoration and Fleet Maintenance, did the work. Luckily, the planking, stem, and natural crook larch frames were still in good condition. Since Tom's careful repair and refinishing work, the boat has been on display with a brief information plaque about its type and age. We didn't note she has just been restored. S o m e visitors have commented that the 60-year old dory looks so good that. "She must have been a salesman's sample."
Finally, the perfect Poulsbo G e n e M c C o r m a c k called us a year ago ask-
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AN ENTHUSIAST TALKS ABOUT FINNS, AGE, ELVSTROM AND THE OK DINGHY On more than one occasion we have all been e x p o s e d to the statement "Age is a state of mind". Some of us have heard it more than others — obviously some of us have lived longer than others and are ready to refute it. T h i s is especially true w h e n you attempt physical endeavors which thirty years past were a cinch. But lo and behold! your mind keeps telling that there is nothing to i t - " G o ahead, chicken, DO I T ! " So, you try it and must awaken to the sad truth — you are not as young as you want to think. A l l it takes is a cute red sailboat called the OK Dinghy Recently, the Center for Wooden Boats was the recipient of a bright red OK Dinghy. T h i s is a 13 foot cat-rigged dinghy designed in the last years of the forties. T h e boat was designed by a pair of Danish sailors and it was visualized as a trainer for the more advanced Finn M o n o type which became the singlehanded Olympicclass in 1952 and has never been replaced. In contrast to the F i n n , the OK has a very shallow V bottom with hard chines while the Finn has a round bottom and is 14'9" long, with 25 sq. ft. more sail area. B o t h have unstayed masts.
RESTORATIONS
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ing if we had a Poulsbo boat he could adopt as a restoration project. G e n e had taken one of our lapstrake workshops and then with what he learned, built a Chamberlain dory. T h e r e was no question that he knew his stuff. A Poulsbo boat had been offered to us, but it was on the west side of San Juan Island at a mooring and no trailer was available. We didn't have the foggiest idea how to fetch the boat until G e n e called. " F u n n y you a s k e d . " we said to h i m , and pretty soon the boat was in Gene's back yard. A f t e r a year of part-time restoration, including knees, thwarts, shaft log, and engine reconditioning, G e n e delivered the boat to us this w i n ter by motoring down L a k e U n i o n . R e s t o r i n g this boat was important to us because it is a N o r t h w e s t classic-designed and built in Poulsbo. We published our first monograph about this class of boat. A n d we're not alone in our love of these buoyant little boats with their graceful sheers and tumblehome sterns — there's an active Poulsbo Boat A s s o c i a tion which holds a yearly rendezvous. G u e s s where. About 900 Poulsbo boats were built between 1932 and 1952. ranging in length from 12 to 20 feet. T h e boat measured and drawn for the Poulsbo monograph was chosen by the author, T o m B e a r d , because it was the most typical pre-war Poulsbo boat: a 15-foot open vessel with Wisconsin engine. Beard found his typical example in the Poulsbo area. T h e boat that we over the 85 degree waters of San Juan Harbor pushed by an 18-20 knot trade wind. It was difficult to go to windward with it in heavy weather because I did not have Paul Elvstrom's build-so I tried to gain weight and strengthened my legs, chest muscles, abdominal muscles, etc. etc. I had fits t r y i n g to sail it downwind with that long boom, almost flush with the deck, hanging way out there to one side while the boat oscillated in the three foot chop of the bay. On many occasions it oscillated more than I could control and I took many w a r m drench¬ ings in the still clean harbor of the 6()'s. T h e boat was a charm to sail and I never had the opportunity to sail it in international competition. T h e biggest competition I always had came from a pesky Windmill.
A Small Digression
Back to the OK
In the late forties and early fifties, Paul E l v s t r o m was G O D to all dinghy racers of the world. He had managed to win practically every international race he had entered in all kinds of racing dinghies including G o l d M e d a l s in the O l y m p i c s i n the F i r e f l y , F i n n , and F l y i n g Dutchman. T h e man had a magic hand and his word was unchallenged. I was one of his blind followers and in I960 decided to learn to sail a F i n n . She was U S - 5 5 (the same number as Stars & S t r i p e s '87) and had b e e n built in England by the cold molded process — a lovely boat which I was forced to tame without the benefit of competition because at that time it was the only one of its kind in Puerto Rico. I was able to sail i t - s c r e a m i n g reaches skimming
I started talking about the OK Dinghy and wandered to the Finn — but I may be forgiven my digression because now that we have an OK at the C e n t e r for Wooden Boats, I would like to reminisce about the days of yore. T h e OK is as much a handful as the Finn. It is the kind of boat that one " w e a r s " rather get into. It is tender and will fly when properly t r i m m e d in a 12-15 knotter. Its small size makes it very convenient to transport. T h o s e of us w h o at one time fantasized about beating Paul Elvstrom can now sail that OK when the wind reaches 8 knots and remember "the way we w e r e . " T h e O K D i n g h y joins our fleet o f high performance sailboats. O t h e r s in our stable are a Firefly, Thistle, Falcon, Windmill, G e a r y 18,
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received as a donation from San Juan Island, about 100 miles north of Poulsbo, turned out to be the same boat and engine chosen as the centerfold for our monograph. Chance or cosmic design? — S t o r y by Dick Wagner — P h o t o s by Faye Kendall Star. C o m e t . O K , y o u ' r e welcome. RACING ANYONE!!!!? — S t o r y by Vernon Velez — Photo by Faye Kendall
SHAVINGS WINS EDITORIAL AWARD At their annual banquet in the Four Seasons Olympic's Spanish Ballroom, the Puget Sound Chapter of the Society for Technical C o m m u n i cation gave S H A V I N G S an achievement award for internal newsletters. T h e judging criteria included writing, layout, graphics, and the inte¬ gration of these elements into an effective publication for its intended audience. "Distinguished" and " E x c e l l e n c e " awards in the same category went to two Boeing newsletters, so competition was stiff. T h e Society for Technical Communication is an international organization for writers, editors, and graphic artists w h o specialize in operating guides, technical marketing, and other nonfiction material. Today, most of its members write about computing and other leading edge technology. With T h e Boeing Company, M i c r o soft, A l d u s , M i c r o r i m , Genetec and other high technology industries moving to dominance in our area's economy, the Puget Sound chapter is an active, growing organization. Of all the more than 190 entries in a host of categories, only four were produced by nonprofit volunteer organizations and of those four, only S H A V I N G S won an award.
FOG IN THE STRAITS: AN ENCOUNTER WITH THE GREY GHOST T h e great thing about sailing in the fog is the sensation of moving over the water. T h e wind fills the sails, the water gurgles at the bow, and the wake disappears behind. Bits of kelp and flotsam appear momentarily in the small world of white, then are left behind. On a clear day the distant shorelines provide constant r e m i n d ers of the incredibly slow progress of sailing, but in the fog everything is movement. E v e r y t h i n g is movement, that is, until the wind drops and you slat around in the swell wondering how far off the current is deflecting your dead reckoning. T h e wind dropped off one afternoon for the sloop Nixe and I as we coasted down the west side of San Juan Island, in the Straits of Juan de F u c a . I had hoisted the radar reflector an hour earlier, off False Bay, and had sailed merrily into the fog bank, headed for the south end of Lopez Island. N o w we were bobbing around off Cattle Pass, a narrow passage with some of the strongest c u r r e n t s in the islands. Bright sunshine beat down upon the thin layer of fog s h r o u d i n g the boat, and I squinted as I gazed into it. I considered the consequences of the drift, and the necessity of remaining certain of my position. I glanced up at the loose sails, then back at the outboard. An easy decision. I stepped up on the afterdeck of the Nixe. hooked a knee around the backstay, and fired up the Seagull. I've been called a purist before, but w h e n it comes to using the motor I no longer hesitate. T h e r e are no tradewinds in the Puget Sound, and there's no glory in bobbing around in a calm. T h e sloop veered off as I put it in gear, but was soon back on the compass bearing, headed towards the Salmon Bank buoy one mile away. Fifteen minutes at medium throttle. T h e trouble with motoring along in the fog is that in addition to being blinded, you are deaf. T h e steady braying of the Cattle Point horn off to port was now gone, as well as the sounds of shipping and other small boats. That auditory image was now obscured by the steady chug of the faithful outboard.
storms stranding me in the islands. A sturdy little boat, the Nixe, but no fun in h e a v y weather. The fog closed in thicker as I motored slowly along the ghostly outlines of the shore. It was nerve-wracking work, as I needed to stay away from the shore to avoid the rocks, yet close enough in to keep it in sight. A f t e r 20 minutes the shoreline disappeared and several minutes later an islet loomed suddenly ahead. Counting on that to be Swirl Island, I moved the bow around to the new bearing I had prepared, to take me to A l e c k Rocks, and then into the bay.
Still doing well— if somewhat less confident I'd been through here before in the Nixe, and I searched my m e m o r y and the chart for clues. .Although Swirl Island was where it should be, and my new bearing soon brought me into view of some rocky islets where A l e c k Rocks could be, I remained uncertain of my position until I popped out of the fogbank after the final turn into the bay. A l e c k Bay was brilliant in the afternoon sunshine. T h e low but impenetrable fog w a s left in the s t r a i t s . D o g t i r e d and shaken by the tension, I anchored the sloop and tumbled into the cabin bunk, vowing not to leave the security of the bay until the fog cleared completely. Well, everything always looks better after a nap and a pot of tea. A n d besides, as I told myself an hour and a half later, that fair wind from the west will soon clear it all off. So I sailed out of the bay in the late afternoon sunshine, optimistic that the remaining fog out in the straits would soon burn off. It was a brill ant afternoon, the sea and s k y rich blue colors, and the cliffs of Castle Island orange above the wisps of fog. Though I knew I would lose the sun before reaching the other side of Rosario Strait, there was a full moon rising early,
Looks like we're on course I w i s h I could say I wasn't surprised when the Salmon Bank buoy loomed out of the fog just when it was supposed to, but these small Bowditch miracles always amaze me. I was furÂŹ ther heartened when shortly thereafter the wind filled back in and I was able to cut the engine. Dead ahead I could hear the faint tones of the Iceberg Point horn, one slight bellow ahead for every two blasts of the Cattle Point horn, which had moved aft by now. Soon Iceberg Point itself was in v i e w as the fog lifted slightly, and I steered close in before leaving it to port. My plan now was to creep along the south shore of Lopez from Iceberg Point east to Aleck Bay, where I knew I could anchor comfortably and wait for the fog to clear. L a t e r I could nip across Rosario Strait to Deception Pass, I was bringing the 21 foot sloop Nixe, a cute but basic little plywood cruiser, back to Seattle after a m i d - S e p t e m b e r visit to the Canadian G u l f Islands. If I could cross over to Deception Pass tonight I wouldn't have to w o r r y about fog or
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and I imagined how wonderful it would be sailing with this fine breeze by moonlight. T h i c k banks of fog still lay all around as I left Point Colville behind and sailed out into Rosario Strait. I could see the first bell buoy, one third of the way across the Strait, but beyond that lay the fog. I entered the fogbank halfway across the Strait, and again experienced that eerie sensation of sailing in the fog. T h o u g h I was crossing a major shipping lane, the engine was off I felt confident of being able to hear any danger.
The grey ghost persists Though visibility ahead was reduced to mere yards. I noticed that the masthead was in the sunshine. If this fog is only 30 feet thick, I r e a s o n e d , it m u s t be c l e a r i n g off. B u t it persisted. T h e sun set. and with it the wind. I was soon motoring cautiously along in the t w i light with the running lights on. I never saw the Lawson Reef buoy, my two-thirds marker, but I was relieved w h e n the watch told me I had passed out of the shipping lanes. I began to become anxious about my situation, benighted in thick fog in Rosario Strait. B u t I knew my direction, speed, and approximately, my position. So I clung to the hope that the fog had pulled back from the shore ahead, as it had on the L o p e z side. I slowed the throttle at 7:15 p m , w h e n I judged from my watch that I was nearing the shore. T h o u g h I wanted to take full advantage of the remaining twilight. I needed time to respond if a rock should loom up out of the fog. T h e moon was up, and I could see it smiling in the clear sky overhead. Suddenly there was an island! Thick fog still obscured the view directly ahead, but up above, in the clear evening sky, was a forested hill! W i t h a quick scrutiny of the chart I decided it was Deception Island, just off Deception Pass, and I took a hasty bearing off
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ERIC HVALSOE BUILDS ANOTHER BOAT DESTINED FOR LIFE IN THE FAST LANE To most of the Center's membership. E r i c Hvalsoe is known as the designer and builder of the Valso boats and an instructor who teaches our week-long lapstrake workshop. But in another w o r l d , the heady world of high-performance antique speedboats, he's known as the builder of the H a c k e r replica Little Miss Canada IV. Or he would be, if anyone would look beyond the design to see the builder at all. His persistent anonymity is one of the principle reasons that he's currently engaged in building a larger version of the Hacker step hydroplane, this one to be named Aurora.
from the 40s and the Slo-Mo-Shun III. predecessor to the Sayres unlimiteds. In the very back is a collection of the most amazing engines -including a couple of Lycoming aircraft engines, a tank engine, and a chest-tall Italian giant with individual freestanding cylinders and exposed pushrods and rocker arms. ("The only one of its kind in the U . S . , the owner tells m e , " says E r i c . ) . T h e y ' r e the property of a m e m b e r of a truly arcane subdivision of the market, the motorheads. " T h e r e are various levels of prestige here, but I'm only vaguely familiar with what they a r e , " he explained. A best bet for
accept her on her own terms as a new boat. T h e y all talked about Hacker and his designs without seeing past them to the boat in the water in front of t h e m . " T h o u g h both Little Miss and Aurora are shaped like the original from the chine d o w n , their topsides, construction, and powerplants are pretty much all Hvalsoe. B o t h of them are built with multi-layer plywood hulls, bonded together with epoxy instead Hacker's more traditional carvel construction. To accomplish the c o m p o u n d c u r v e s of the u n d e r w a t e r bowsections, E r i c used three layers of 1/8-inch p l y w o o d He discovered that plywood this thin can bend in a two-way curve, something impossible with thicker stock. Bonding each layer to the one underneath it produces a monocoque effect so that the curves become reinforcement. What can be a weak point in a plank-on-frame carvel hull actually becomes a major source of strength. E r i c calls it "bulletproof." U n d e r h e r skin, Aurora departs even more
E r i c is building that boat " o n s p e c . " a prettycourageous undertaking. "It's something I felt it was time to d o , " he said with a shrug. His experiences with the Little Miss introduced him to boat owners most wooden boat builders don't even know exist. T h e y ' r e true enthusiasts, far more interested in quality than worried about price. Of course, there's a lot of competition for their attention: Bill M o r g a n in N e w York has purchased the Hackercraft name and is building H a c k e r designs. H u g h Saint down in Florida is building. T h e r e are big replica and restoration operations like Golden E r a Boats. S o m e c r a f t s m e n like the V i n t a g e Boat and M o t o r c a r Company elevate the restoration of Chris-Craft to a near religion. T h e Little Miss was a beginning, but to really make a name for himself. E r i c felt that he had to have a product, not just an abstract skill.
Everybody has their own interest E r i c found that this community of enthusiasts divides itself into a number of mutuallyexclusive camps. " T h e r e are Chris-Craft aficionados and G a r Wood enthusiasts," he says. " T h e r e are the people interested in family runabouts, the two- and three-cockpit boats. T h e r e are those interested in displacement launches, a far more sedate group. T h e n there are the people interested in race boats." H v a l s o e Boats is in a c o r n e r of a former machine shop used by some of these racing boat types. Tucked into its shadowed recesses are the Mercury, a Ventnor three-point hydroplane
the most prestigious is a Fageol bus engine turned racing powerplant by the addition of a supercharger designed by L o u Fageol himself. He must have built it out of pieces that were laying around his shop. It's a marvel of spare parts engineering. E r i c is aiming his efforts at still another subdivision of this classic boat c r o w d , people interested in "sport boats." T h e s e are replicas of famous racing boats with comfortable, even luxurious cockpits, quality finish, and far more durability than the originals, most of which have gone where the dead crabs go.
A problem of recognition E r i c confesses that the reception of the Little Miss Canada IV (see the January, 1986 S H A V I N G S ) left him with mixed feelings. Little Miss travelled to the Lake Tahoe Boat Show and took s e c o n d in the r a c i n g boat c a t e g o r y . L a s t summer, she toured several East Coast shows sponsored by the A n t i q u e and Classic Boat Society. In Toronto's show Harold and Lorna Wilson, the owners of the original Little Miss had a chance to take a spin in E r i c ' s version and pronounced it "just like old t i m e s . " At Rideau F e r r y she won another prize for Best Contemporary and walked away from a Bill M o r gan replica of the Gold Cupper Hotsy Totsy, even though Hotsey had 192 more cubic inches. "The only problem was that everybody talked about her like she was the o r i g i n a l . " E r i c complains. " V e r y few people were ready to 4
radically from Hacker construction and incorporates some lessons learned in building Little Miss. T h e glued and screwed frames stand free of the hull, acting as supports for bow-to-stern stringers. Since the monocoque hull shape is designed to maintain itself without internal bracing, the stringers are there principally for longitudinal stability enough to handle the strains of rough water and engine torque. These strains are considerably greater than in the original, partly because of a bigger powerplant and partly because E r i c has increased Aurora's length from 18 to 21 feet. T h e two husky beams that provide the engine bed also carry significant loads. L i k e the stringers, they run the full length of the boat. At this stage of the construction, E r i c is even contemplating c a r r y i n g them up to the deck line where possible for even m o r e strength. In the mid-30s. heydays of the origi-
HERE'S AN IDEAL SPRINGTIME ROW
HVALSOE
(continued from page 4) nal Little Miss, the design was a competition racing boat, intended for a few years of campaigning. Today's sport boat buyer obviously wants something that will last, even if it's driven hard. For a while. E r i c was contemplating a rotary engine for his new creation, but a trip to visit Mill G a r d e n with M a r k M a s o n , builder of Baby 'Bootlegger, another notable sport boat, c o n vinced h i m that a piston engine was m o r e appropriate. He's planning to build up an engine from a 350 cubic inch Chevrolet block, modifying it with a low-profile oil pan and manifold to decrease its height and a different transmission and bell housing. To counterbalance the slight b o w h e a v i n e s s that s e e m s i n h e r e n t in the d e s i g n , E r i c plans to move this i m p r e s s i v e powerplant well aft, hard up against the firewall. Paul Shager. a family friend and expert mechanic will do most of this work. "Paul used to be heavily involved in the racing s c e n e . " E r i c said. "I
think he sees this as a way to get a little way back into some part of it." E v e n the experts will be hard-pressed to see all these departures from Hacker's design, since they're all tucked inside the hull. But E r i c definitely hopes everyone will be able to see his improvements to the upper works. W h e n he built Little Miss, owner K e n M u s c a t e l wanted a significantly wider cockpit that the original. If you have a sport boat, it's nice to be able to take a passenger along. Step hydros throw a lot of spray and cutting the width of the side decks could make for a wet ride, so E r i c built a truly elegant cockpit coaming. Starting high forw a r d and tapering d o w n to nothing at the transom, it e m p h a s i z e s the reverse sheer. Powerboat Magazine says "it makes the boat look like it's going 60 mph while it's still tied to the pier." To keep the engine from sucking spray (and to accommodate a taller engine), E r i c built an equally elegant e n g i n e - c o w l i n g - c u m - a i r scoop. Aurora will have an even more refined version of cowl and coaming which changes the entire profile of Hacker's design.
Continuity Hacker's design was one solution to competitive demands and design specifications. E r i c has changed the way the hull is stressed, the way the interior is built, the powerplant, the length, the line of the topsides, the capacity, and the steering gear, leaving Hacker's basic underwater hull form. Eric's goal with Aurora is to hear it recognized as a H v a l s o e step hydro inspired byHacker. "I guess I'm looking forward to the day when the builder gets as much credit as the designer: when the continuity of the process is recognized," he said. " G o o d boat design occurs at the intersection between technology and art. I am fascinated by that process. We had a good thing with Little Miss Canada IV, Aurora is going to be even better." — S t o r y and photos by Chas. D o w d — P h o t o o f Little M i s s b y M a r t y L o k e n
BOARD OF TRUSTEES T h e B o a r d of T r u s t e e s of the C e n t e r for Wooden Boats acts as the guide and counsel of our plans, programs, and fortunes. T h e i r vision and support of our venture into the outer space of m u s e u m practices has been instrumental in our success.
A row to Chuckanut Island will provide you with a taste of everything that makes small boats so enjoyable: a vigorous pull against w i n d and water, a glimpse of wildlife undisturbed by your presence, and a secluded cove that is accessible only to narrow craft. Chuckanut Island sits almost in the middle of Chuckanut Bay near Bellingham. It is owned by the Nature C o n s e r vancy; this helps to preserve its character as a representative northern Puget Sound island because no one may go ashore. But, the surrounding waters offer hours of exploration. T h e row begins at the Wildcat Cove launch ramp in Larrabee State Park, the first state park in W a s h i n g t o n . * F i s h e r m e n clean their catch at the ramp, and small boats laden with crab pots dash in and out. T h e water is dotted with rocks large enough to support a few trees and is surrounded by wooded bluffs. Rowing out through the cove and turning north, you will encounter another series of rocks. T h e s e are usually home to flocks of black turnstones and pairs of harlequin ducks and surf scoters. At this point, the wind and water will challenge you with a brisk pull until you round G o v e r n o r s Point into Chuckanut Bay. .Although the shoreline is lined with homes, you can divert yourself by looking out into Samish Bay. T h e r e , you will see the big fishing boats spreading their nets, and, in the fall, you can try to count the fleets of wintering western grebes. You will also see a shoreline characteristic of northern Puget Sound. T h e rocks come abruptly down to the water's edge and are worn jagged by the w i n d and tide. A few stony beaches offer an inhospitable landing. Twisted trees jut out, with some Madronas to provide a reddish tinge.
A beautiful pocket island Chuckanut Island shares these characteristics. T h e Island is wooded and the rocky shoreline would make a landing difficult. Large boulders to the south of the Island are connected to it by a strip of fine-grained white sand, which is exposed at low tide. T h e elements have worn a hole through one of these boulders, so you can glimpse the opposite shore, Pleasant Bay, as you glide over the white sand strip. In fact, the best way to explore Chuckanut Island is to begin at the northeast corner and allow the currents to carry- you along the east side from north to south, then over the sandy strip to the other side of the Island. As you float along, the boat less than an oar's length from shore, look down, In the roots of the island through the clear water. Invertebrates, such as 32-armed starfish, cling to this rock face, and you can watch the descending layers of life until the water is too deep for the light to penetrate. T h e white sand strip looms up in startling, bright contrast, and then you will float over the ledge. Extending southwest, barely below the water's surface, the ledge is a short lesson in Pacific N o r t h w e s t ecology. E v e r y t h i n g pictured on your Mac's Field Guide scuttles along or clings there; sea anemones,
T h e Board of Trustees m e m b e r s are: Cor¬ r i n e A n d e r s o n . John Black. B r i a n Conway, C a r e n Crandell, Grant D u l l . Steve E x c e l l , A l i Fujino, C a r t e r K e r r . Rick H e n d o n . Dan Hinck¬ ley. Bill Keasler. Blake L e w i s . Jens L u n d . T o m Parker, Bob Pickett, and Bill Van Vlack. T h e B o a r d elected these officers: D a n Hinckley. President: A l i Fujino. Secretary: C a r ter K e r r . Treasurer.
(continued on page 6)
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MY DREAM BOAT STAYED JUST A DREAM Robert Humphrey heard about our upcoming Lake Union Dreamboat monograph and it inspired him to write this piece for an Everett weekly. It's a nice portrait of the world the Dreamboats lived in — and who can resist a story illustrated by Bob McCausland, long-time Seattle newspaper artist and father of the Hairbreadth Husky?—The
Editors
W h e n I graduated from Everett H i g h School in 1930. we w e r e just starting what became " T h e Great A m e r i c a n D e p r e s s i o n . " O f course we didn't know that yet. We thought it was just a little lull in the tempo of business, something we had experienced before in the up and down days of A m e r i c a , something that would soon go away. It was my good fortune to r u n around with some young people at Everett H i g h School that just took going to college for granted. It was a given; you went to high school, then you went to college. So I went, too. I had $1,000 saved up from ten years of picking strawberries and l u r k i n g at the cannery. Tuition was only $27.00 a quarter and books were just two or three dollars each. I walked down the west side of Q u e e n A n n e Hill and caught the #45 Wallingford street car which took me right to the main entrance of the U W . That took me to Westlake and the Fremont Bridge so it was no time until my interests took me from boat mooring to brokerage looking at the "boats for sale." T h e ones I fell in love with were the " L a k e Union Dream-boats." T h e y were being built by the Lake Union Drydock people and were something of a novelty in that they were offered for sale completed. T h i s meant it wasn't necessary anymore to hire your own naval architect. A f t e r graduation, my first job was at the Fisher Flouring M i l l s on West Waterway. That took some real pull, too. T h e personnel department understudy was Wally H o w e ; he had been A . S . U . W . president, and thought that as his campaign manager I was part of the reason.
Waterway D o c k . One day I spied a new sign on a small private boathouse saying "Boat for Sale." So I walked down the gangway and peered in the window at . . . guess what, a beautiful, petite, perfectly maintained, 32 foot Lake Union Dreamboat. My absolute dream of the perfect boat for me in 1935. T h e kind I had seen for sale in Lake U n i o n . Back to work, still in a euphoric state. T h e n a phone call. " M r . Will Fisher would like to see you in his office." What had I done? Was it a crime to look at one of the Fisher's boats? H o w did he know? T h e senior F i s h e r s were like gods. Part of my job was t o dust off M r . O . D . F i s h e r ' s desk every morning. L i k e they did in D i c k e n s ' day. I went to M r . Will Fisher's office. B i g man behind a huge desk. A s k e d me to "please be seated." On a davenport, covered with dark leather, about eight feet l o n g . I w a s v e r y impressed.
In good weather some of us ate on the West
— S t o r y and photo by W i l l M i l l e r
CHUCKANUT (continued from page 5) sea cucumbers, sea pens, crabs of all sizes and colors, starfishes, mussels, red sponges, sea urchins, and barnacles. You will probably want to glide around the Island several times just to savor the surprise of the underwater ledge.
"Young man, are you interested in my boat?" he inquired. " O h , y e s , " I stammered. "Would you like to buy it?" he asked. "I don't suppose that I can afford i t , " I replied. " W e l l , " he said. "In that case I will make you a good deal, the price is but $600.00, you need no down payment, and you can pay $100.00 per month until it is paid for." T h e n he threw in the boathouse. M r . Will Fisher was such a dear, sweet man. So gentlemanly, so courteous. T h e r e was no way I could tell h i m that I only made $50.(X) per month, that after I paid for board and r o o m and street car fare, there was only $10.00 a month left over. He wouldn't have understood it. — R e m i n i s c e n c e by Robert H u m p h r e y —Illustration by Bob M c C a u s l a n d
GREY GHOST (continued from page 3) the chart to steer me into the cove behind R o s a r i o H e a d . I put the boat on the n e w heading, but was shocked to see forested cliffs rising above the fog, dead ahead! A n o t h e r hasty review of the chart, and I decided that the island I was leaving to starboard was not Deception Island, but Northwest Island, a mile and a half north, and only 200 yards off the shore, which was rising above me in the forested cliffs.
Things get confusing
T h e r e were 13 very well qualified applicants, so we tried a little semantic trickery. I had him put my application on top of the pile and mark it " T h i s is the top candidate." If the personnel chief thought " t o p " meant "best" that was his lookout. A f t e r an interview, I was hired as a "management trainee" in the Credit Department.
of a cockpit ornament. N o w I was glad I had taken the time to wire up the binnacle light, had swung it one afternoon in Portage Bay, and very glad I had practiced at taking quick and accurate bearings. T h e next morning as I whitecaned my way through the thick m u r k around Reservation H e a d and into Deception Pass, a sport fisherman pulled his skiff alongside to confess that he was disoriented and did I know where the bridge was? I bravely pointed ahead, and up, and was very relieved when several minutes later, the Deception Pass bridge materialized out of the mists above.
A n o t h e r hasty bearing from the map, a newc o u r s e s t e e r e d , and I a w a i t e d r e s u l t s . A r o u n d e d hill l o o m e d above the fog ahead: Rosario Head? Yes. and those rocks passing to port could be U r c h i n R o c k s ! Soon the r e m e m bered outline of Rosario H e a d resolved out of the mists: I followed the cliff around and gave a whoop of delight as I emerged from the fogbank. T h e welcome anchorage of Sharpe Cove was clear and quiet in the light of the full moon. I felt a strong sense of deliverance: the fog banks had pulled off from the shore as I hoped, and I was safely across the Straits. That crossing was a real test for the Nixes compass, which up to that day had been more 6
When you decide to row on, a line of partiallysubmerged rocks running north from Chuckanut Island points the way to a secluded cove. It is separated from Chuckanut Bay by a railroad trestle. C h e c k for fishing lines before you give one hard pull and boat your oars in time to drift between the piers of the trestle. A small, peaceful body of w a t e r awaits y o u as the w i n d becomes merely a breeze. A tiny stream drains into the east e n d of the c o v e , c r e a t i n g a saltwater-freshwater margin that is rich with life; osprey, common terns, and red-breasted mergansers all hunt there. T h e cove is surrounded by rocky bluffs, clinging pine trees, and a few unobtrusive homes. It's hard to believe this little creek is a salmon spawning stream, but the fishermen who spread gillnets at the trestle attest to it. A city park is apparentlylocated somewhere along the shore. T h e row to Chuckanut is not completelyideal. On your way back to Wildcat C o v e , the wind will once again be on your bow. * F o r more information about this area, consult M a r g e & Ted Mueller's North Puget Sound Afoot & Afloat (The Mountaineers, 1988). — S t o r y b y Deborah D o w d — P h o t o b y Chas. D o w d
CALENDAR OF EVENTS M a r c h 17 (Friday) CWB MONTHLY MEETING 8 p.m.. Boat House Bob Pickett of Flounder Bay Boat L u m b e r will give a talk on "what wood to use w h e r e " in boatbuilding, with an eye to the future w h e n boatbuilding wood will be a scarce and precious commodity. We'd best learn to use it well and wisely. Aprii 2 GIG SUNDAY 10a.m.-6 p.m., C W B Site Calling all 21-foot gigs to gather at C W B for a day of races and socializing. T h e r e are eight or nine f o u r - o a r e d gigs b e t w e e n A s t o r i a and Victoria. A l l are invited. T h e races will be long pulls with no turns. T h e public are invited to take a turn at an oar in these beautiful and historic boats. A p r i l 21 (Friday) CWB MONTHLY MEETING 8 p.m., Boat House Dave M u l l i n s , boatbuilding instructor at Seattle Community College. Gompers Branch, will give a slide talk about the history of N o r t h America's oldest boatbuilding school, and their current program of boat construction. A p r i l 30 (Sunday) C W B SPRING REGATTA A N D POTLUCK LUNCH 10 a.m.-6 p . m . , C W B Site B r i n g your rowing or sailing boat to race and share, or use C W B ' s boats. A time to see old friends, make new ones, and gorge on the potluck lunch.
MARINE SKILLS WORKSHOPS February 20-25 & February 2 7 - M a r c h 4, Lunch March 5 LOFTING AND LAPSTRAKE CONSTRUCTION 8:30 a.m.-5:00 p . m . e a c h day C W B Boat Shop Fee: $ 5 5 0 / $ 6 0 0 Instructor: E r i c Hvalsoe T h e class will loft C W B ' s 15-foot Lake O s w e g o rowing boat from a table of offsets, set up for construction, and build this lapstrake double ender. E r i c Hvalsoe is an experienced builder, and frequent instructor. Basic w o o d w o r k i n g skills are a pre-requisite. Class is limited to six students. M a r c h 18-25, L a u n c h M a r c h 2 6 LAPSTRAKE CONSTRUCTION 8:30 a.m.-5 p . m . each day C W B Boat Shop Fee: $400/$450 Instructor: Simon Watts T h e class w i l l build a 10-foot N o v a S c o t i a lapstrake dinghy. Simon Watts, nationally known for his woodworking skills, has devoted his time to teaching lapstrake construction for the past five years. Basic w o o d w o r k i n g know-how is required. Class limit is seven students.
A p r i l 4, 5, 6 (Tues., W e d . , T h u r s . ) T H E JOYS O F B R I G H T W O R K 7 p.m.-9 p.m. each evening Boat House Fee: $30/$35 Instructor: Rebecca Wittman You may have seen Rebecca's series of articles in WoodenBoat magazine. Here's an opportunity to hear her talk about and demonstrate the fundamentals of finishing and refinishing teak and mahogany brightwork, with an emphasis on exterior finishing: plus some interior finishing tips; a general overview of the subject. A p r i l 8-13, L a u n c h A p r i l 1 4 MAINE GUIDE CANOE WORKSHOP 8:30 a.m.-5 p.m.. C W B Boat Shop Fee: $360/$400 Instructor: Jerry Stelmok Students will build a classic canvas-on-wood canoe and paddles. J e r r y Stelmok, of M a i n e , is the premier builder of this type of canoe, wrote the definitive book on canvas and wood canoe building, and has taught several classes. Students must have w o o d w o r k i n g e x p e r i e n c e . Class limit is six students. A p r i l 14 (Friday) SLIDE T A L K BY TAGE FRID 7 p.m.. Boat House Fee: None Tage Frid, world renowned cabinet maker and author, will give a slide talk on design and building fine cabinetry and furniture. Free admission, but limited seating requires a ticket, obtained from C W B o r G u i l d o f Fine Woodworkers. A p r i l 15 & 16 ( S a t u r d a y & S u n d a y ) WOODWORKING DEMONSTRATION 10 a.m.-4 p . m . each day Boat House Fee: $40/$50 Tage Frid will give a talk and demonstration on methods of joinery. Attendance is limited to 75. Cost for both days is $40 for C W B and NW Guild of F i n e Woodworkers members. A p r i l 15 (Saturday) METALLURGY SEMINAR 10 a.m.-3 p.m., C W B Boat Shop Fee: $15/$20 Professor Paul F o r d provides information on kinds and properties of alloys and heat treatment for ferrous and non-ferrous metals. T h i s b a c k g r o u n d will help in the future c a s t i n g seminars. L i m i t e d to 20 students. A p r i l 22 and 29 (Saturdays) SAND CASTING WORKSHOP 10 a.m.-4 p . m . each day C W B Boat House Fee: $40/$50 P r o f e s s o r Paul F o r d will teach basic foundry know-how in the first session. Students will cast simple forms. T h e second session will involve more complex casting, including Professor Forddesigned rowlocks for our exhibit boats. L i m ited to 12 students. M a y 6 - M a y 13, L a u n c h M a y 1 4 LAPSTRAKE CONSTRUCTION 8:30 a.m.-5:00 p.m., C W B Boat Shop Fee: $360/$400 Instructor: A l a n D e l Rey T h e class will build a 10-foot Swampscott doryskiff. T h e instructor designed this boat as a yacht tender, and has built several. Woodworking skills are r e q u i r e d . M a x i m u m of seven students.
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FOR SALE Son o f S I N D B A D could b y yours . . . I n case you didn't k n o w it, the beautiful s c h o o n e r S I N D B A D , owned by Dick Wagner, has a sister ship named T I L L I C U M . Built to lines drawn b y L . H . Coolidge i n 1925, T I L L I C U M was built on G u e m e s Island near Anacortes by K e n Powell. S I N D B A D ' s son or daughter, depending on your preference, was launched in 1982. K e n and Penny and two-month-old Matthew are sorry to realize that there isn't room for washer and dryer on board, and as diapers reach a phenomenal quantity, they have decided to live ashore for awhile and sell the T I L L I C U M . For further information: K e n Powell at 206-378-4055, or write K e n and Pennv Powell, P O B o x 2032 Friday Harbor. WA 98250 FOR SALE 70' x 24' W O O D B A R G E S H O P W i r e d 110/220. L i g h t s , outlets, lifting boom, tankage, nice office, e x t r e m e l y light leaker. $12,000. C a l l 206-378-4055, o r w r i t e K e n Powell, PO B o x 2032. Friday Harbor, WA 98250
FOR SALE M A U N A K A U R A . Frisco Flyer, built Hong K o n g '58 by C h e o y L e e of teak (top grade) and yacal frames. 2 5 ' x 7 ' with 4' draft. Iron ballast k e e l e p o x y and c h r o m a t e s e a l e d ; b o t t o m , t o p s i d e s , deck painted; mast s c r a p e d and varnished: fastenings checked at haul-out 8-88. M a i n , w o r k i n g jib and mast head drifter new 86 and 87. G o o d heavy weather main and spinnaker. Volvo M D 1 diesel (new oak engine bed '86). Gimbaled stove, 17 gal H 0 , new galley sink pump. Excellent general condition. Ready for weekending or further. L y i n g San Rafael, C A . Curtis A b e l , B o x 83, A r c o , ID 83213, message p h o n e 3 0 8 - 5 5 4 - 2 0 1 0 . F o r i n s p e c t i o n appointment call 707-575-1874. 2
GOING DOWN TO THE SEA IN SHIPS—CONCLUSION Two issues ago, we were in the midst of Solange's story when we were interrupted by a printer. Since more than one person has asked us whether our heroine finally got out on the water, we're running the conclusion here. We're also running a drawing of Sanderling (remember him?) dreaming of a better world. Solange k n e w that she was born to be a sailor, but after four big. athletic boys. Solange's M a m a finally got the little girl she wanted. Solange had a toy kitchen and a dollhouse before she could even focus her eyes. She was dressed in pinafores with starched petticoats as soon as she could walk. She was surrounded by so much sugar and spice that she hovered on the verge of diabetic coma. She played with her doll bassinet by putting it to float in the bathtub, crewed by a storybook doll of Shirley Temple as the Littlest A d m i r a l . W h e n M a m a tried to teach her embroidery, Solange created a sampler featuring a sailing sloop and the first verse of Eternal
ners about boys, Solange read spherical trig,
Bowditch's American Practical Navigator, Chapman's Small Boat Handling, and persisted. Finally at 22, she got her chance.
A world-famous skipper was looking for a navigator willing to attempt a record-breaking circumnavigation. Solange joined seven other candidates, all male, for a series of interviews, psychological tests, technical exams, and per-
sonality assessments scientifically designed by a team of psychologists to help the skipper define his best p o s s i b l e choice. A f t e r t w o weeks, the psychologists produced a weighted list of comparing the qualifications and psychological profiles of the proposed crewmen — and woman. 'This one has extensive experience, that one reacted dependably in a crisis, this one had a stable personality, that one was ingenious, still another was an excellent problem solver. Their strengths and weaknesses were as clearly drawn as science (and a seemingly inexhaustible research fund) could make t h e m . T h e W F S studied the charts, graphs, and visuals intently. T h e scientists waited with bated breath. Who of all of the candidates would he choose? "I want the willowy blonde with the hazel eyes and the French n a m e , " said the w o r l d famous skipper. T h e r e are more ways than one to run away to sea. — S t o r y and illustration by Chas. D o w d
Father.
H e r mother wanted to teach her how to cook and Solange wanted to learn the fine points of sail trimming. H e r brothers systematically ridiculed her efforts, setting tasks too complicated for her years. W h e n she tried to cope with a billowing genny, they pointed out that sailing was a muscle sport. W h e n she tried to master pilotage, everybody told her that girls did poorly with spatial relationships. Still, through childhood, through junior high, even in high school w h e n all her friends were giggling in the cor-
NEW EDITOR NEEDED Chas. D o w d , longtime S H A V I N G S editor, will be hanging up his green eyeshade and nankeen sleeve protectors after next issue. If you have editorial, layout, photographic, and/or writing skills, here's your chance to use them in a good cause. Send your resume to Dick Wagner, our Director.
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