Shavings Volume 25 Festival (2005) by The Center for Wooden Boats

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July 2, 3, 4, 2005 10AM - 6PM Inside This Festival Issue of Shavings WELCOME TO THE FESTIVAL! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PRESERVING A NORTHWEST TRADITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ART AT SEA – CARVING A HAIDA CANOE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ON COURSE FOR MARITIME HERITAGE AT SOUTH LAKE UNION PARK . . . . . . . . . . . . . . . . . . . . 7 TRADITIONS DISAPPEARING – A REPORT ON BOATBUILDING IN SPAIN . . . . . . . . . . . . . . . . . . . 8 DREAM BOAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 TRADITIONAL SMALL CRAFT ASSOCIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 THE CENTER FOR WOODEN BOATS SUMMER SCHEDULE PULLOUT . . . . . . . . . . . . . . . . . . . . . . 13

HEY, WHY BOTHER TO BE A CWB MEMBER? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 IT’S ALL AROUND US – REFLECTIONS FROM CWB’S FOUNDER . . . . . . . . . . . . . . . . . . . . . . . . 17 WHOSE HERITAGE IS IT ANYWAY? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 CWB CAMA BEACH REPORT 2014 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 TRADITIONAL WOODEN BOAT BUILDING AT CWB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 WEMBLY REHEATS AN OLD STRATEGEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 THE CLASSIC SPEEDBOAT SHOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 THE CWB FESTIVAL POSTER: KEY TO TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

W The Center for WOODEN BOATS 1010 Valley St., Seattle, WA 98109-4468 206.382.2628 e-mail: cwb@cwb.org www.cwb.org

Our Mission To provide a community center where maritime history comes alive and our small craft heritage is preserved and passed along to future generations. CWB Staff Betsy Davis Executive Director Dick Wagner Founding Director Jake Beattie Waterfront Programs Director Nita Chambers Business Relataions & Facility Rental Manager Patrick Gould Boat Sales Manager & Instructor Lauren Kuehne Volunteer Coordinator & Ofﬁce Manager Jean Scarboro Bookkeeper and Membership Edel O’Connor Boatwright & Workshop Coordinator Katie Kelso Visitor Services Manager & Registrar Heron Scott Lead Boatwright Greg Reed Livery Manager, Dockmaster & Youth Sailing Tom Baltzell Youth Field Trip Coordinator Bud Bud Rickets Custodian

Board of Trustees Alex Bennett Caren Crandell David Dolson Brandt Faatz dote Ken Greff Gary Hammons David Kennedy Andrea Kinnaman Stephen Kinnaman Intern

Robert Merikle Lori O’Tool Pike Powers Barbara SacerChuck Shigley Denise Snow Eric Sorensen Bill Van Vlack Joe Spengler,

Design and production of Shavings by CWB volunteer Heidi Hackler of Dolphin Design, www.dolphindesignstudio.com.

The Lake Union Wooden Boat Festival program is a special edition of Shavings, the newsletter produced by the Center for Wooden Boats. Shavings is published six times a year and is one of the many beneﬁts of membership. The Center for Wooden Boats encourages members to contribute to Shavings. Text for articles can be sent either in the body of an email message or as a Microsoft Word ﬁle (or delivered on a disk). Photos can be sent in the mail or as email attachments in jpg or tif format, minimum 300 dpi. Photos need captions (naming people and places) and photo credits. Phone Shavings Editor Dick Wagner at 206.382.2628 to discuss your ideas or send email to cwb@cwb.org.

Shavings

F R O M

FOUNDING DIR DICK WAGNER

E C T O R

O F R O M

X E C U T I V E

E T S Y

E I R E C T O R

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Our Festival has something for everyone. Kids can have possibly their ﬁrst experience using hand tools building their own model boat. Visitors can watch craftsmen at work. Young and old can participate in maritime activities, sing the old seachanteys that made the work go easier in the days of commercial sail. Kids and adults can try out sail and radio controlled boats in the model pond.

We are delighted to be partering with the Antique and Classic Boat Society to bring you two shows in one this year. You can still ﬁnd lots of old favorites at the Festival, including toy boat building for kids, free boat rides and lots of working skills demonstrations. But be sure to leave time to check out the beautiful boats in the Classic Speedboat Show, which you’ll ﬁnd just south of the CWB Boathouse.

One can take rides in a ﬂotilla of rowing, sailing, paddling, pedaling and steam powered boats. Or settle in at the Pewter Pig Pub and listen to the hearty and haunting folk music. Or browse the Armory among models, books, art and antique hand tools.

Part of the vitality of the Lake Union Wooden Boat Festival is that each year it draws a unique array of boats for people to look at. One boat on exhibit this year that I have a personal attachment to is GLORYBE. About three and a half years ago she burnt and sank in a marina ﬁre at the Seattle Yacht Club. Today she returns to the Festival, thanks to the skills and dedication of the students and instructors at the Marine Carpentry Program at Seattle Central Community College. Stop by the boat and see their handiwork!

To those who want to know the best wooden boat for them, one is bound to be at the Festival among over 100 examples from dinghies to frisky racing yachts, skiffs to wave-busting ﬁshing boats. Best of all are the people at the Festival’s exhibits. They are friendly folks who are eager to share their hard earned knowledge and enthusiasm for wooden boats. You will meet wonderful people with big smiles and big hearts. Enjoy this event and come back because the spirit of the Festival continues at the Center for Wooden Boats year round.

There are so many people who deserve thanks for making this event happen each year. We appreciate the support of our sponsors and our advertisers, the participation of so many other vibrant maritime organizations, and the individuals who bring their boats and share them with us all. Special thanks to CWB staff member Lauren Kuehne for her capable leadership and her team of over 250 volunteers that make the Festival happen. Truly a community event.

Dick Wagner, Founding Director

Festival Shavings Contributors Steve Bunnell, an active Puget Sound, Washington sailboat racer, contributes articles to regional and national marine publications. He owns and operates the Seattle-based media company Puget Marine Advertising. He can be reached at pugetmarine@comcast. net.

and the people involved with boats. There is no hope that he will ever stop writing about them. Jay Wells is the Program Director for the Visitors Center of the Hiram Chittenden Locks. This article was a trade for info we gave Jay on caulking.

Chas Dowd can ﬁnd character in the hair of a dog and from that concoct the most delightful and enlightening shaggy dog stories. Eric Harman. DICK – NEED TEXT HERE! DICK – NEED TEXT DICK – NEED TEXT

THANKS to our Festival Sponsors!

Eric Hvalsoe. DICK – NEED TEXT HERE! DICK – NEED TEXT DICK – NEED TEXT Melissa Koch DICK – NEED TEXT HERE! DICK – NEED TEXT DICK – NEED TEXT Rich Kolin is a master boat builder and he teaches to students at CWB, NW School of Wooden Boatbuilding and the Wooden Boat School. Wayne Palsson is a fisheries scientist, a Trustee of Northwest Seaport and a member of Wawona Ship’s Council. Dan Roberts plans, facilitates, plays and sings a wide spectrum of folk music, with a special shine for the songs of the sea. Heron Scott is CWB’s lead Boatwright and runs the boatshop. He’s a graduate of NW School of Boatbuilding and apprenticed on the restoration of skipjacks at Chesapeake Bay Maritime Museum. Colleen Wagner is the co-founder of the Center for Wooden Boats and founder of Discovery Modelers. Not bad for a kid from a Montana wheat ranch. Dick Wagner is addicted to wooden boats

Port Townsend Foundry

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This Year - Two Shows in One ! The Lake Union Wooden Boat Festival Here are a few of the events and highlights for the 29th annual Lake Union Wooden Boat Festival. Opening night outdoor film at South Lake Union Park. Antique and Classic Boat Society will display over 40 classic runabouts each day Quick and Daring Boatbuilding Race on Monday Family and kid’s activities: El Toro Polo, toy boat building, knot tying, rowing tryouts...

The Classic Speedboat Show Years ago, when The Center for Wooden Boats was a young hope and promise—not long after its move to the current location at Waterway 4—another group of wooden-boat nuts were launching their own organization in the Seattle area. The new club was the Pacific Northwest Chapter of ACBS, the Antique & Classic Boat Society, which held one of its first annual boat shows at the thennew CWB floats. ACBS is a North America-wide organiza-

Ed Clark Regatta Listen to music on the stern of 1889 tugboat Arthur Foss Rowing Tryouts and demonstrations with Pocock Foundation Custom kayaks and canoes on display Caulking, brightwork, knot tying and sail making demonstrations Steam and sail boat rides all day, every day!

tion, with four dozen regional chapters and more than 7,000 members. While the club is strongly associated with old mahogany runabouts from the 1930’s to the 1950’s—most commonly referred to as “Chris-Crafts,” even though there were dozens of builders—ACBS members also own and adore vintage launches, old cabin cruisers, classicﬁberglass runabouts from the 1950’s, small rowing boats….and, yes, even some vintage sailboats. If you’re interested in learning more about

ACBS, please get in touch with our membership coordinator, Kirk Knapp, who will be happy to share background details. You can e-mail Kirk at Bct3019kk@aol.com Photos by Marty Loken.

Shavings

News from South Lake Union Boathouse Renovation

The Phoenix Rising B Y

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Photo of Waterway 4 at South Lake Union in 19XXX???

Death and destruction came to mind when I ﬁrst viewed waterway 4 in 1980. CWB had just begun looking for a site. It had to be an undeveloped, publicly owned waterfront property that not only could ﬁt our needs, but had potential to be developed for public access with upland for parking. We found 5 feasible sites looking at the property maps of Lake Union shore lands and I had drawn 5 scenarios for structures and floats. We considered the waterways on each side of Gas Works Park, the waterways on each side of the Naval Reserve Base (Waterway 3 on the west, Waterway 4 on the east) and the street right-of-way under the south end of the Aurora Bridge. I was giving talks at the neighborhood associations adjoining Lake Union, getting feedback on the future Center for Wooden Boats and its possible site and layout. One place I did not visit was City Hall, but during the show and tell period I did receive a call from Walter Hundley the Superintendent of the Parks Department. Speaking in a conspiratorial tone, Hundley said “Don’t bother applying for the waterways at Gas Works Park. it would be too complicated getting permits. The Mayor thinks you should ask for Waterway 4.” I knew from my architecture experience that getting on-water building permits is the same hurdle- jumping process no matter where, but the call was a coded message, that we will get support from the Mayor and Parks if we applied for WW4. Knowing which side of my bread was buttered, I took a look at the actual Waterway 4,

not the virtual space on a site map. It looked like Genghis Khan and his army of Mongols had just passed through leaving behind their scorched earth trademark. There was no living thing on the site except a sickly sprout of Hawthorn, about 10” high. I built a protective fence of sticks around it, to protect this humble touch of green. Otherwise the site was humps of asphalt, puddles of stagnant water and piles of sand and gravel. It had been a city-run asphalt plant for almost 70 years. On the west side was the 165’, 1897 schooner Wawona, afloat. There was no activity on Wawona because there was no gangway. West of Wawona was a hard packed dirt plain used by Seattle street-use staff as a drop-off for street debris and depot for street maintenance trucks, cranes, and, scattered throughout was assorted paraphanalia. East of the waterway was the Henry Pier. This was a moorage mainly for very tired World War II vessels, whose owners dreamed of converting them for commercial use. They were static exhibits. The owners sporadically worked on them, often followed by fire trucks arriving to quench the flames caused by cutting torches. The moorage was an elephant’s graveyard. On shore were small, hastily built shacks for repair of engines, hydraulics, nets and rigging. There were puddles of diesel, lubricating and hydraulic fluids with a sprinkling of rusty wire cable and broken boat parts. Just east of Henry Pier was Pioneer Sand and Gravel, a concrete manufacturing com-

pany,. There was a perpetual dust cloud over Pioneer consisting of the limestone and gravel ingredients. of concrete. When the trucks returned from delivering, the slurry was washed into the lake. That is why Chandler’s Crab House, one of the many fine restaurants now on the Pioneer site, has built a floating pier off of its north side. The pier covers the concrete reef. The classic 62’ sloop Circe was shored up on the west edge of the waterway’s upland. No one knew how it got permission to be there. Circe was Ben Seaborn’s first design, built in 1932 when Seaborn was a senior in Garfield High School. Circe was the start of his successful career. Periodically a Boatwright or two would show up and tear off more rotten planks. This was symbolic of the image of Waterway 4 as the community dump. In a way, the Mayor’s choice of the next occupant of Waterway 4 was practically a biblical prophecy. What better way to heal the wounds of this place than to put it in the custody of the new kid on the block. We came with loads of energy, enthusiasm and idealism and no political or economic baggage. The renaissance of South Lake Union began with CWB’s development. The momentum continues and almost every day a new facility or rehabilitation project is completed. It’s an amazing transformation that began with Walt Hundley’s call in 1980. Even the scraggly Hawthorne has thrived and is now full with cotton ball blossoms on its 20’ height. The Phoenix of South Lake Union has risen.

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Thanks to the generosity of the 1772 Foundation, the Boathouse is getting a new look. Some of the more visible changes to-date include newly ﬁnished ﬂoors and freshly painted walls.

The walls of the Gallery in the Boathouse now allow changing photographic exhibits. During the recent boatshow featuring naval architect Ted Geary, the docents started their tours in the Gallery referring to the photographs and interpretive material hung on the walls.

CWB in the South Lake Union Neighborhood Today B Y

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The Center for Wooden Boats is engaging actively in the South Lake Union neighborhood as this part of town evolves so rapidly. CWB’s founder, Dick Wagner, sits on the board of South Lake Union Friends and Neighbors (SLUFAN). This group is tasked with representing the needs of the neighborhood and voicing the priorities of the neighborhood plan as new proposals for South Lake Union come from developers and the City of Seattle. The Center for Wooden Boats also participates in a business networking group for South Lake Union (SLUNET). Various speakers such as city council members come present to the group, then the organizations present share updates about their projects in the neighborhood. The Center for Wooden Boats is collaborating closely with both Seattle Parks and Recreation and also the Seattle Parks Foundation on the development of the South Lake Union Park. One of the primary developers in the area, Vulcan, recently opened a new marketing ofﬁce called the South Lake Union Discovery Center at 101 Westlake Avenue North. Stop by and you can see a 16 x 12 foot model showing what South Lake Union, will look like in the year 2010. There are lots of photos of CWB boats and activities throughout -- a great vision for how CWB will continue to be an integral part of this community in the years ahead.

News from Cama Beach How Cama Beach was Named B How did our future second campus, Cama Beach, get its name? The site’s name is a contraction of Camano Island, a Spanish name. Cama means bed in Spanish, but it’s a beach of clams, not beds. So, how did Camano Island get its name? The Spanish were the first Europeans to visit the Camano Island area, but the first European to sail its waters was Apostolos Valerianos, a Greek sailor, in 1592. He used the name Juan de Fuca in writing of his explorations. He was sent on a voyage of discovery by the Viceroy of Mexico. Many doubted his claim that he discovered a wide inlet of the Pacific Coast between Latitude 47 degrees and 48 degrees. But 200 years later, it was acknowledged that his description of the strait he claimed was correct and so it became known as the Strait of Juan de Fuca. No more Europeans came until 1774, when the Viceroy of Mexico sent a series of ships between 1774 and 1779. Bering’s voyage in the north Pacific and the Russian’s settlement that followed in the 1750’s was a wake-up call to the Spanish government. They decided it was best to go north from their establishments in Monterey and Mexico and claim the northern Pacific Coast which they believed was theirs through first discovery. The initial surveying of the Strait of Juan de Fuca was done by Sub-Lieutenant Manual Quimper in the sloop Princess Royal, seized by the Spaniards when she sailed into Nootka Sound on the west side of Vancouver Island. The Princess Royal and Argonaut, both flying British flags, were on a fur trading voyage. Spain claimed exclusive rights of trading on the Pacific Coast and to prove their point they took possession of the British vessels. Quimper left Nootka on May 31, 1790. His survey named many places that are still

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on the map including Bonilla Point, Port San Juan Sombrio River and Jordan River on the south shore of Vancouver Island. He also named Gonzalez Point and Haro Strait after his first mate, Gonzalez Lopez de Haro, and he modestly added Quimper Peninsula to his chart. At the peninsula’s north end, is Port Townsend. Quimper landed at Neah Bay, where he took formal possession of the land at the south side of Juan de Fuca, in the name of the King. This land is now Washington State. He called the bay Boca de Nunez de Gaona. The Neah Bay natives have an oral history of a day long past when some huge creatures with four legs and shiny upper bodies came out of the mist on the beach. They were the Spanish coming to claim the land, riding on horses, wearing armor. The legend continues that the shiny part were people who dismounted from the four legged, long faced animals. The people handed the natives roundish flexible objects. The natives, having no idea what these objects were, but understanding they were given in a peaceful manner, began throwing them back and forth thinking they were for recreation. The visitors took one, ripped it apart and began eating it. This was the native’s first introduction to bread. Quimper’s expedition surveyed both sides of Juan de Fuca. When he came to the opening to the south, he named it Ensenada de Caamano, after Lieutenant Commander Jacinto Caamano of the Spanish corvette Aranzazu, his commanding officer. Quimper’s vessel Princess Royal became notable in global politics when the British were notified that Princess and Argonaut were seized by the Spaniards. Serious discussions arose in London and Madrid about trading rights. It was decided that the Spanish would pay indemnities and release the vessels. Quimper was told to complete the Juan de Fuca

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exploration and then return to Nootka to await a British crew. Meanwhile, the Argonaut was to sail from Monterey, commanded by Lieutenant James Colnett, R.N. and pick up the Royal Princess. The Argonaut and crew had been held in confinement in Monterey for 13 months. Heading back to Nootka Quimper hit heavy weather and was forced to fall off. He sailed south to Monterey, probably passing Colnett going north. Colnett was furious when he arrived at Nootka and Princess Royal wasn’t there. Quimper arrived at Monterey and remained in command of Princess until he was given orders. After months of back and forth messages, in 1791 he sailed to the Sandwich Islands and handed back the purloined vessel to the British. Colnett who was midshipman on Cook’s 2nd round world voyage, was the first to sight New Caledonia, north of Australia. Cook never named anything for Colnett, but in his retirement, Colnett wrote a book about his career. In the book, published in 1798, he gave an account of his imprisonment in Monterey. In 1861 Captain Richards of H.M. surveying vessel, Hecate named a 2,616 foot peak on Meares Island, Clayoquot Sound, “Colnett Mountain.” In 1791 the snow San Carlos, commanded by Lieutenant Francisco Eliza explored further south off Juan de Fuca and re-named the opening Boca de Caamano because it was the entrance to a larger body of water but that sound was not surveyed by the Spanish navy. Exploration of this area was supplemented by the Vancouver expedition beginning in 1792. Vancouver and the Spanish pilots cooperatively exchanged information. In many cases Vancouver respectfully kept the Spanish place names or relocated them and substituted British names. Boca de Caamano

became Vancouver’s Admiralty Inlet and the wide body of water to the south became Puget Sound. The island at the same latitude as Boca de Caamano but east of Whidbey Island, was named Camano,(without the double ‘a’), by Vancouver. He anchored his ships Discovery and Chatham just south of the island on May 31, 1792. Vancouver also called this south part of the island Camano Head. Lieutenant Commander Caamano might have been pleased knowing he was on the map, but he had no option of resting on his laurels. In 1792 he was sent north in his corvette Aranzazu, under orders from the Viceroy of Mexico, to search for the mythical passage to the Atlantic. They were now in competition with Britain and Russia to find an ocean ocean-to ocean connection. Caamano left Nootka June 13 and returned September 7. He shared his findings with Vancouver who then adopted many of the names Caamano gave to the points, bays, channels, sounds and islands Caamano surveyed. On his return to Nootka, Caamano took over command of the Spanish post and its former commander, Bodega of Quadra left for Monterey. Camano Island is one of the multitudes of islands in the northwest. It’s not very large and has no notable geographic features. No famous person was connected with it. Even the person it was named after never saw it. However, it stood in the midst of an important moment in history when there were possibilities that it may be flying the flag of Spain or Russia or Britain or Canada. That Camano Island is now part of the United States is an interesting footnote to the story of the island and the beach from which CWB will be sending expeditions to discover their maritime heritage.

Mother’s Day Sail 2005 at Camano Island State Park

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H a i d a Unexpected Journey B

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CWB’s Artist in Residents, Haida Canoe Carver Saaduuts, visiting with Jason and other locals in Victoria, BC.

Victoria BC is only a hop, skip and a jump away from Seattle. A small quaint town, with fun restaurants, shopping and lots of tourist activities ranging from whale watching, tea at the Empress Hotel, to visits of the Butchart gardens and the Royal B.C. museum which as a wonderful collection of Northwest coastal art. Our visit, however, took us to another side of town, which is always present amongst the hustle and bustle of the everyday string of activities and only reveals itself when you slow down and take the time to mingle amongst the local residents – the Canoe family. Jason was our ﬁrst encounter. He had

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C a n o e Canoe Carving with Saaduuts

been hired as a tour guide by Kabuki Cabs to pedal tourists around town. Our journey with him led us to Beacon Hill Park where he shared stories about his tribe, explained about indigenous plans as we rode past ﬁelds of forget-me-nots and tangled oaks, and myths about Thunderbird. The remainder of our afternoon was spent slowly meandering up the waterfront, stopping to talk to the various Native families who had set up shop to sell their beautiful handmade beading, carvings, dream catchers, and more. Busloads of tourists streamed past us, bargaining for bracelets and necklaces, hats and other crafts as they shared many touching stories about their ancestors, their family history, myths, connection to the canoes, and stories of hardship and survival, and dreams and aspirations. Saaduuts spent hours talking about his own journey, the canoes being made here in Seattle, and encouraging each individual to not give up hope, to maintain family, take care of our Mother Earth. By the end of our weekend we had made many new friends who had smiling faces, and uplifted spirits including our own.

Saaduuts, a Haida Canoe Carver, is CWB’s Artist in Residence. He introduces people of all ages to the Canoe Journey, in a program called Carving Cultural Connections.

Paddle Making A Class of Its Own If you want to learn to make a true Haida hand carved paddle, Saaduuts is the perfect teacher. He will teach you a trick or two about shaping the cedar, treat you to stories of his people, sing you a song in his native tongue and by the end of the week-end your paddle will be done and ready to receive a design.

Lynne H. Reister, AMS® “Love Those Wooden Boats”

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From the Boatshop B Y HERO These last two months have been exciting ones for the boat shop, specially marked by two very generous donations of stationary equipment, the beginning of a new internship program with students from Seattle Central Community College, and the addition of one of Seattle’s most experienced shipwrights to our staﬀ. Captain Bob Shermer, a retired shipwright, delivered to us several truck loads of tools including dust collectors, a table saw, an Oliver band saw, and much more. Also

New CWB Boatwright Geoff Braden brings new life to an old El Toro.

Saltaire, a Seattle company that builds high end homes, very generously gave us some of their very large shop equipment that they had stopped using, including a 15’’ joiner and a very nice Powermatic thickness planer. All of these tools will go towards outﬁtting our new space at South Lake Union Park and also towards the setup of a shop on the Cama Beach Facility on Camano Island. Thank you so much Captain Bob and Saltaire, your do-

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nations will go a long way to keeping CWB’s fleet alive and well. We’ve now established a formal internship program with the Marine Carpentry program at Seattle Central Community College. Students selected for internships spend two days a week at CWB working on a variety of repair and construction projects. We also welcome Seattle shipwright Geoff Braden to our staff. Having graduated from Seattle Central’s boatbuilding program in 1974, he’s worked for many of Seattle’s most well-known yards including Lake Union Dry Dock, Todd Shipyards, PacFish and more. Current Projects • The Longboat Discovery is getting a new section of cap rail over the transom • The Beetle Cat has been flipped over and Edel O’Connor and Dave have begun the process of finishing the deck. • The Blanchard JR Knockabout (BJK) got moved to her new spot closer to the Northwest Seaport shop, and is just about ready to begin planking. • The BJK Lucky Seven has got her new skeg on and will be headed back to the livery after losing her rudder six months ago. • The El Toro’s are getting their final push, and we’re digging out the ones that have been hidden behind the boatshop for months • The Dan is also getting some attention Geoff Braden, come see how a shipwright removes a stem from a lapstrake boat. • The Colleen Wagner is getting her gaff jaws rebuilt by SCCC interns

The Celebration of “Pirate” B

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Text from Dick about the restoration of Pirate being complete, successful, Landmark status. Also text about the Geary Show. Text from Dick about the restoration of Pirate being complete, successful, Landmark status. Also text about the Geary Show. Text from Dick about the restoration of Pirate being complete, successful, Landmark status. Also text about the Geary Show.

A G N E R Te x t f r o m Dick about the restoration of Pirate being complete, successful, Landmark status. Also text about the Geary Show. Te x t f r o m Dick about the restoration of Pirate being complete, successful, Landmark status. Also text about the Geary Show. Text from Dick about the restoration of

Upcoming projects

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Please contact CWB Lead Boatwright Heron Scott if you are interested in particapting in any of these projects. • Hauling Rowboats and performing annual maintenance tasks • Hauling powerboats this summer • Starting back up on the Herreshoff 121/2’s restorations this fall • Hauling Betsy D at Seaview East

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The Lady Returns Home Return of the Shoalwater Bay Dinghy

At the border of Washington and Oregon the Columbia River reaches the Paciﬁc Ocean. Just to the north lies Willapa Bay, a large shallow tidal basin once called Shoalwater Bay. Nestled along the shores of Willapa Bay, lies the historic village of Oysterville. It was here in 1853 that Chief Nahcati of the Chinook tribe revealed to Robert Espy the existence of beds of native oysters. The high rollers of San Francisco were hungry for oysters and created a market which made fortunes for the busy oystermen of Oysterville.

Shoalwater Bay Oyster Dinghy built in 1928 by Dan Lauderback at the Willapa Bay Interpretive Center.

Time and the tides have eroded away the saloons, stores, and businesses of the once prosperous main street. They have been replaced with the soft sound of rustling grasses and the gentle lapping of the water coming and going with the timeless tidal cycles. The 19th century boomers have been replaced by descendants of the original pioneers, and a few newcomers enticed by the quiet ambiance of old houses dating from 1863 looking out at the bay. In the winter, the village has a population of 14. In the summer, extended families return to the place of their birth to celebrate their roots. From the earliest years Shoalwater Bay boat builders created a ﬂeet of beautiful and practical sailing oyster boats or _plungers_ which towed small barges called bateaus to and from the oyster beds. At low tide, a large percentage of the area of Shoalwater Bay emerges as mud ﬂats. In many cases, the boats had to be anchored over a mile from shore so they would not be forced to spend most of their time sitting on the mud. To get back and forth to land, a rowing boat was developed notable not only for its great beauty, but for its speed and easy movement through the water. The boats were 14 to 18 feet long and were built with double ends and square sterns. The double ended versions were most popular. This boat has come to be called the Shoalwater Bay Dinghy.

The Oyster Dredge Tokeland, built by Dan Lauderback in 1910.

Almost ten years ago, I stumbled on to this little boat when I traveled to South Bend, Washington on the Willapa River to learn more about the sailing oyster boats. There I met Marion Lauderback, son of the legendary boat builder Dan Lauderback. Dan built many of the last and greatest of the sailing oyster boats and went on to build powered oyster dredgers and oyster tugs. At least two of these, the Tokeland (an oyster dredge built in 1910) and the Daring (a small tug built in the mid 20_s) are still plying their trade. Under the tutelage of his father, Marion learned the

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B Y R I C H trade and became a local legend in his own right. Many of the oystermen who held on to the older wooden dredgers hired Marion to maintain their boats. It was Marion who told me the tale of the Shoalwater Bay Dinghy. He showed me half models carved by his father and a surviving example of a 14 foot square sterned boat which he had collected. I made several trips to South Bend to visit with Marion and he graciously gave of his time. He was 92 at the time and still pursuing his trade. Before I could visit again he passed away leaving lasting memories of the time I spend listening to his stories. In 1928, Dan Lauderback built a 14 foot double ended Shoalwater Bay Dinghy which after a life of hard work ended up in the Willapa Bay Interpretive Center at Nahcotta, across the Bay from South Bend. I made several trips to measure this boat in hopes of building one in a boat building class that I teach for the Center for Wooden Boats in Seattle. In 2002, I ﬁnally had the opportunity to build this boat with the help of students at my shop in Marysville, Washington. I named her the Marion.

It took six weeks to build this boat. According to Marion, Dan could deliver a boat like this in two weeks. The Marion is carvel planked with six planks per side as was the original. Her stems and breast hooks were glued up to resemble the originals which were carved from tree roots. Her construction follows the original boat_s with large oarlock pads designed so that the rowers can reverse direction without turning the boat. This was a must in a shallow bay where grounding in the mud was a recurring problem.

O L I N

The highlight of my visit to Oysterville came when we launched the Marion onto the bay at the historic Oysterville Sea Farms owned and operated by Dan Driscoll. Dan was kind enough to allow us to use his launch ramp even though we would be weaving through his carefully tended oyster beds. The waters were thin but the boat ﬂoated quickly. She lived up to her billing by rowing eﬀortlessly and excelerated quickly to cruising speed.

On the Beach at Cama Beach State Park in 2004. Interior view of the new Shoalwater Bay Oyster Dinghy.

Thanks to the Gardner Grant of the Traditional Small Craft Association, plans are available for the 14 foot double ended Shoalwater Bay Dinghy through The Center for Wooden Boats (CWB). Contact Dick Wagner, telephone: 206-382-BOAT or 1010 Valley Street, Seattle, Wa 98109-4468. For information about boat building and other classes taught by Rich Kolin, see the CWB web site at cwb.org, or contact Rich Kolin at kolin1@gte.net or 360-659-5591. Additional reading: 1. Oysterville, The Road to Grandpa_s Village, Willard R. Espy, University of Washington Press, Seattle and London, 1977, 1992. 2. Shoalwater Willapa, Douglas Allen, Snoose Peak Publishing, South Bend, Wa, 2004. 3. Observing our Peninsula_s Past, the Age of Legends Through 1931, Volume One of the Chinnook Observer Centennial Project, Nancy Lloyd, A Chinook Observer Publication, 2004.

The new Shoalwater Bay Oyster Dinghy built by boat building students in 2003. Visiting Oysterville in 2004 crewed by Nancy Lloyd and Rich Kolin.

The construction of this little boat is unique to this type as far as I can see. At each thwart is a single knee, fitted to the hull port and starboard, reaching from the rail to about a foot below the thwart. The knee is notched to provide a rest for the seat and a short riser is fitted tightly through the knee and attaches to a frame on either side. Planking thickness is 1/2 inch and each plank is _backed out_ or carved to fit the shape of the hull. Some of the planks start out as thick as 7/8 inch. The rowing positions are laid out so that the boat is always in trim no matter the passenger load. We launched the boat at Cama Beach State Park on Camano Island. All present marveled at her beauty and easy movement through the water. But I knew that something was missing until I had the chance to launch her on Shoalwater Bay. This year the opportunity came. My friend, Nancy Lloyd, artist, historian, and Oysterville resident (her house dates from 1873), invited me to take part in the Oysterville sesquicentennial. I couldn_t resist the chance to bring the Marion to Oysterville to introduce her to people who would appreciate her pedigree.

Sailing Oyster Boats racing on the Willapa River at the turn of the 19th Century.

The Boats That Salmon Built The Story of Mukilteo Boats

B Y D ICK What came first, the fisherman or the boat? It’s another chicken and egg conundrum. As for the former query, fishing is more than catching a wild creature for food. Recreational fishing is an escape to a world of tranquility. Being afloat and fishing adds an element of adventure. You can’t walk home. I think the fisherman and the boat developed as inseparable twins.

A G N E R

Art Losvar shown as a boy in this photo from the last 1920s with one of the two 18’ Mukilteo round stern boats the family built. Photo courtesy the Losvar family.

Paul Losvar came to Mukilteo in 1905, built a boat shop and rented the 12’ lapstrake rowing boats he built. Fishermen came because there were loads of Chinook and Silver Salmon and Cutthroat trout at Mukilteo and because they could use Losvar’s finest kind of rowing boat. Losvar had immigrated from Norway where he was a boatbuilder and a whaler in the polar regions north of Norway. Lots of Norwegians and other Scandinavians came to Puget Sound in the late 19th and early 20th Century. There are Sons of Norway lodges in our coastal towns and villages from the Columbia River to the Canadian Border. Why Losvar settled in Mukilteo is less important than what he did. He put Mukilteo on the map. The February 1931 issue of Pacific Motor Boat wrote: “Less than an hour’s drive from Seattle, nestled on the eastern shore of Puget Sound and directly opposite the southern end of Whidbey Island is the little town of Mukilteo. . .” “The variety, quality and quantity of salmon and salmon trout that call Mukilteo “home” are no secret to the inhabitants of the Evergreen State. As a matter of fact, their repute was fast spreading over the waters. Tourists from California, and as far afield as Minnesota and Texas, regularly visited Mukilteo to enjoy its splendid sport fishing.” The headquarters of this tourist destination was Losvar’s Mukilteo Boat House. Until the 1920’s, when reliable outboard motors were available, Losvar’s rowing boats were not only accepted, they were coveted for their speed and seaworthiness. Paul Losvar learned the lessons of rough water and cold spray from his whaling days. He did not sell the boats when they became too wear-weary for rental. He burned them rather than have someone use an unsafe boat. By 1923 Paul Losvar added 16’ and 18’ outboard powered boats to his rental fleet. They both had beams of 4’-8” and both had long planked foredecks and bow coaming. They had the same high flared bow as the pulling boats and the same sweep of sheer and tumble home transoms. These boats had speeds of 10-20 knots, depending on the motor size. They also rowed well. Losvar wouldn’t build a boat that you couldn’t row if the motor conked out. The outboard models became so popular his son George took over the rental operation while Paul stuck to the boat building aspect. By 1931 there were 30 outboards and about 12 rowing boats for rent. They also stored privately owned boats, most built by the Losvars. Art Losvar grew up in the boat and boat shop world of his father, George, his father’s father, Paul and his mother’s father Peter Christensen. Art’s Grandpa Peter was first keeper of the Stuart Island lighthouse, which opened operation on March 1, 1906. Art remembers holding the dolly to clench the copper nails of the lapstrake rowing boats. That was before he was 10. The summer he was 11, Art and his cousins built a reef net boat on the Stuart Island lighthouse property. He built a Sea Sled outboard midget racing outboard the same year. By the time he was 15, he graduated from racing midget outboards to the A class and competed in the Pacific Coast Championships. He funded his embryo racing career by working as a Boatwright for Seattle’s Jerry Bryant in the summer. He received $75 per month and lived with his sister in south Seattle. The Bryant Shop on Portage Bay in Lake Union was a

popular hangout for the young boat builders. Bill Garden built his 28’ schooner Gleam at Bryants in 1938. The U.S. entered World War II a month after Art became 18. He ﬁnished High School in June and joined the Army. He defended our nation as a member of the Coast Artillery in Mukilteo Boats early 1920s with the ferry “City of Clinton”. Crown Monterey and SanLumber Mill in background. Photo courtesy of Losvar family. Diego California. His special talents were noticed in the service and he was thus assigned to play basketball. One wonders how we won the war. After peace came again to our world and Mukilteo, Art returned to his family home where he picked up the tools of his father and grandfather and with brother Albert, began building and renting the time-tested Mukilteo boats. After a 10 year partnership Art bought out Albert’s share. “If it isn’t any fun, don’t do it” is what Art said. Three generations of Losvars did have fun. Was it the satisfaction of good craftsmanship, the look of the ﬁnished boat, the thrill of slipping through the water or just the doing by free choice? As Art said, about the hydroplanes he built as a teenager: “I’m so happy I could jump in the lake.”

Paint Stripper That Works!®

I stripped in this boat in 4 man hours.

Joe Norton

Star 10, Inc. 800-726-4319 Website: www.starten.com Email: sales@starten.com

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The Thunderbird Sailboat How an Association Promotion Idea, an Imaginative Marine Designer, and an Enthusiastic Boat Builder Launched a Plywood Sailboat Phenomenon

New at CWB in 2005 Thunderbird Rendezvous & Regatta B Y

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The Center for Wooden Boats cordially invites all Thunderbird enthusiasts – past, present and Editor’s Note: The following article is one in a series of Engineered Wood Journal features future – to take part in the first ever Center for commemorating the 100th anniversary in 2005 of the softwood plywood industry. It is Wooden Boats Thunderbird Rendezvous & Readapted from the original version published in Wooden Boat Magazine #149, August 1999 gatta. This event is intended to celebrate a Classic and appears here with permission of the author. Pacific Northwest design that has withstood the Convergence - that’s what really created the Thunderbird. The convergence of marine ply- test of time. We hope that you will consider wood, postwar prosperity and the demand for affordable sailboats set the stage for key actors participating, as we believe it would be incredible Ed Hoppen and Ben Seaborn. Tom Sias, a Tacoma sailor and employee of the Douglas Fir to have the variety of boats, crews and interests Plywood Association (now APA The Engineered Wood Association), first “produced” the the Thunderbird sailing community represents Thunderbird “play” in 1957. At the request of the Plywood Association, Tom mailed out in one place for an entire weekend. design requests for a plywood sailboat that “. . . must be both a racing and cruising boat . The Rendezvous & Regatta will take place . . sleep four . . . (be) capable of being built by reasonable-skilled amateurs . . . be powered on August 5-7, 2005 at the Center for Wooden by an outboard auxiliary . . . and . . . outperform other sailboats in its class.” The return Boats on the South Shore of Lake Union in Seatfor the winning design would be a one time fee - no future royalties to be paid, no further tle. Th is event is open to all Thunderbirds, wood commissions. & fiberglass and racers & cruisers. The Center Reportedly, the Plywood Association letters were opened, laughed at and thrown away. for Wooden Boats in cooperation with the local While companies like the Washington State based Tollycraft had been producing plywood Thunderbird Fleets will showcase the heritage of power boat hulls since the war’s end, in 1957 there were few, if any, good racer/cruiser ply- this 1958 Ben Seaborn design through exhibits, wood sailboats. It was generally held that the curves of traditional sailboat hulls were simply speakers, racing, parties, awards and more. The impossible in plywood construction. Plus, this particular commission paid no royalties. exhibit and presentations will be free and open to the public. The regatta and parties will be Forget it! private for participants and their invited guests only. Which is what Ben Seaborn initially did. But either out of economic need or professional The regatta will be sailed on a rectangular course on Lake Union ala the Duck Dodge. challenge, he began to muse over the possibilities. Working from his 26’ Sierra design, he Depending on who participates, separate starts may be used to divide the boats into those fooled around with cardboard pieces and twisted them into a possible shape. Knowing that that race regularly versus the occasional racers and cruisers. This regatta is out of the CYC Ed Hoppen was intrigued by the possibility of plywood sailboats, Ben took his little “origami” circuit, so the format is a fun, no pressure weekend for all concerned. For those who would model down to Hoppen’s Eddon Boat Works in Gig Harbor, Washington and asked; “Think rather day sail, we can set up a cruise. you could build that out of plywood?” Hoppen took on the challenge. If you would like to have your Thunderbird to participate in The Center for Wooden Boats Working in and around other Thunderbird Rendezvous & Regatta, please complete the application which can be found at demands, Hoppen and ship- www.cwb.org or www.thunderbirdsailing.org by July 15. wrights Phil Manley and Herb Schuey not only configured the accounting for this in the design, it is possible to reduce the wetted surface in the keel by an new boat, they also devised a estimated 15 percent.” non-lofting method of home In other writings, Seaborn attributed Thunderbird performance to the hydrofoil keel (which construction employing 1/2” has a standard NACA airfoil cross section) with it’s favorable ratio of lift over drag. The keel plywood molds which meta- lift, plus the boat’s light weight (3,650 lbs), made for exceptional performance. In hindsight, morphosed into permanent it appears that Ben was somewhat amazed with what he and Hoppen had created. bulkheads. Over the molds came Over a year in “development,” Thunderbird #1 was launched in November of 1958. layers of longitudinal stringers (Coming full circle, Thunderbird #1 came again to be owned by Ed Hoppen’s son Guy and marine plywood sealed with Hoppen, who last year donated it to the Gig Harbor Peninsula Historical Museum.) From fiberglass. In a then unusual the beginning, the boat generated both fascination and ridicule (“looks like they forgot to move, they built the hull upside take it out the box,” and even builder Hoppen admitted that the boat “. . . was kinda funny down (a procedure that promptlooking.”) But as the boat proved amazingly fast in Tacoma area races and several magazine ed a visiting naval architect to sniff that they had accidentally reversed the transom because articles lauded its cruising capabilities, public interest grew. “. . . that’s what happens when you try to build upside down!”) In a world saturated with inexpensive older fiberglass sailboats spit out by the hundreds The complexity of that first building process can’t be underestimated. Not only were Hopover the past 40 years, it is difficult to comprehend the substantial gap that once existed bepen and crew executing Seaborn’s Sierra out of new materials, they were also developing a tween would-be sailors and affordable small yachts. Lofting and building a plank-on-frame step-by-step process for amateur builders. They consulted with Robert Price, a Tacoma naval boat was simply too difficult for most “wanabe” sailors. Having a boat professionally built architect, regarding the interior layout and legend has it that Ed and Ben went through some was beyond the means of most middle class people 50 years ago. Yet postwar prosperity 13 rudder prototypes before settling on the final spade shape (since replaced by a deeper made it increasingly possible to indulge in some recreational luxuries, and sailing around “high aspect” rudder for greater control when heeled). Puget Sound with your family seemed like a really neat thing to do. Into that gap between Before the word existed, synergy created the Thunderbird, the whole being much greater desire and reality came the Thunderbird. Buy the plans for $2.00 at your local lumber yard. than any of the contributions. The boat those men produced was stronger, faster and more sea Build it behind the house in under 2,000 hours. Stuff in the family, (sleeps four), fire up the kindly than anybody expected it to be. Today, Thunderbirds could probably be more lightly outboard, and TAKE OFF! constructed by employing stitch-and-glue techniques. Hoppen and Seaborn apparently did By 1962 there were over 400 boats registered with the International organization. Thunnot fully comprehend the great strength of the plywood monocoque they had produced, a derbird “hot spots” developed all over. Sidney, Australia, New Brunswick and Nova Scotia, boat “built like a tank!” Canada had fleet growth that nearly matched that of Puget Sound. Many Thunderbirds were The new boat’s performance exceeded all built in British Columbia as well as Ontario, Canada. Perth, Australia was another Thunderbird expectations, matching or surpassing Ben’s Sihot bed as was San Francisco (which speaks about the boat’s heavy weather qualities!), as well erra design on all points of sail. When Seaborn as Los Angeles, California. By the late 1960s some 30 fleets worldwide had been formed of conducted some of the early Thunderbird sea which 17 remain active today. The boat’s popularity probably peaked during the 1970s when as trials, he was amazed that the “handicap” of the many as 72 boats gathered in Puget Sound for international championships and 30 plus boats hard chine was instead, an unexpected factor crossed the Wednesday evening racing start line in Seattle. Even today, in a world of exciting in Thunderbird stability. He wrote; “In view “pocket rocket” sailboats, a world of low maintenance fiberglass vessels, the Thunderbird of our experience with this boat, I feel that the International Association sells 15-20 sets of plans per year—plans for a wood boat designed poor performance of most hard chine boats in 40 years ago! Over the years, some 25,000 sets of plans have been distributed. the past must be due to factors other than this What accounts for this continued appeal? There are hundreds of other wooden boat specific characteristic. I’m now fully convinced designs now nearly forgotten. The Thunderbird appeal, simply put, comes from the boat’s that she has proven the hard chine hull to be at performance, the workable system of amateur construction, and frankly, the preservative least as good, and possibly superior, to the round protection of the fiberglass “skin”. bottom hull in competition. As the boat heels On Thunderbird performance, designer Bob Perry once wrote that, “The Thunderbird down on her sailing lines, more wetted surface has no bad habits.” Fast in light air (and very much the dragon killer when they first raced emerges from the water than topsides descend against Dragons, Six Meters and Evergreens), Thunderbirds continue to give competing Pacific into the water. At the same time, the long gently Handicap Racing Fleet (PHRF) skippers fits. curving, other wise flat planes of the topsides, B Y

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produce a greater area of lateral resistance. By

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Upcoming CWB Events August 5

September 17

1st Friday Speaker: In conjunction with the Thunderbird Regatta and RendezvousIn June of 2000, Michael Murphy and 3 friends sailed Thunderbird 953 (Hussy II), from Seattle, WA to Princess Lousia Inlet which cuts deep into the Coast Mountains of British Columbia. Their adventure was not just a sailing voyage, but also an alpine climbing and skiing excursion. The 26-foot boat was packed to the gills with food, water, clothing, climbing gear, skis, boots, poles, and beer. Incredibly, there was still room enough for four to sleep comfortably during the two week trip. The sailing was outstanding, and although the crew did not reach the summit of Mount Albert, they did ascend more than 1500m straight up from the water. During the the round trip from the San Juan Islands, “Old Stinky”, the four horse-power outboard, was only called into use for a few hours - using less than 3 gallons of gas. Come check out a slide show of the sailing and climbing adventure on August 5 at 7 PM at the CWB. Free.

Freestyle canoeing demo by Jim Mandle. Sat 10-12pm “What is Freestyle Canoeing? Some people refer to this form of flat water canoeing as “the art and science of quiet water paddling,” while others liken it to figure skating on water or Tai Chi with a canoe. Done in a solo or tandem canoe, this graceful form of paddling emphasizes fine boat control and paddle precision. In addition, freestyle helps to enhance body awareness, coordination and balance, thus allowing you to be one with your boat and the water. These advanced techniques may be applicable on quiet water or whitewater, destination or non-destination paddling. A small number of freestyle canoeists find pleasure paddling their boats to music, thus making freestyle an interpretive, expressive experience. In essence freestyle will add performance and fun to any paddling adventure.”

August 6-7 Thunderbird Regatta and Rendezvous. This is a gathering of the 26’ sloop class designed by the prestige Seattle naval architect Ben Seaborn. Seaborn was a classmate of L. Francis Herreshoﬀ at MIT. Friday evening speaker open to the public free of charge. If you own a Thunderbird and are interested in participating in the event, please let us know!

September17 Willits canoes. Slide Presentation by Patrick Chapman at noon in the Armory. Canoe exhibit including Willits canoes in the Armory as well.

CWB Partnerships Schooner Rides aboard Lavengro

The 1927 Schooner Lavengro was designed and built by Jack-A-Jack” Covacavich on Back Bay, Biloxi, Mississippi, in 1927. She is 46’ on deck and was intended for shrimp fishing in the Gulf of Mexico and its estuaries. She now sails in Puget Sound as a part of the Northest Schooner Society’s working fleet of historic vessels. Captain Dierk Yochim is offering frequent sailings this summer from CWB and South Lake Union Park. Sails depart from The Center for Wooden Boats and cruise to Lake Washington through the Montlake cut. All sales leave at 6pm except Sundays when they leave at 3pm. You might remind people to be here 15 - 20 minutes early. See the famous Seattle houseboat communities, spectacular views of Mt. Ranier, the Olympic Cascade Mountain ranges, and Seattle skyline. Reservations are required at least one day in advance and can be made through CWB. Adults pay $26. Children under 11 are $15 . Any spots left on the day of sail will be filled on a first come first serve basis at $28 per person unless the sail has been cancelled due to no enrollment. Meals are not being offered this year, but guests are welcome to bring their own picnics and beverages. To sign up, phone 206-382-2628.

September 23-25 Norm Blanchard Regatta. This is our wooden one-design racing event. It is named after Master Boatwright Norm Blanchard, who will likely attend. The Saturday dinner speaker will be round-world single-handed sailor Nancy Earley.

Youth Longboat Expedition Wooden Boat Foundation Date: August 1 – 5, Overnight (Monday - Friday) Cost: $425, food included. No additional fee but there is a required gear list. Ages: 14-18 Register with The Center for Wooden Boats. 206-382-2628.

August 13-14 Sailing regatta for physically disabled sailors. Organized by Footloose.

September 16-18 Wooden Canoe Heritage Association Meet. Many types of canoes will be on display. Demo’s of free style paddling (like water ballet). Exhibits and talk about the Northwest’s Willits canoe builders. Free.

September 16 Canoe Archeology. 7pm CWB Boathouse. Bill Walker discovered, recovered and spearheaded the preservation of three uniqueancient native dugout canoes in local lakes. He will give a slide talk about how he found them, the process of raising and preserving them, and the special characteristics of these pre-colonial occupation watercraft.

3801 Latona Avenue N.E. Seattle, Washington 98105 206.632.2129

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Maritime Family Boat Building Instructor: CWB Staff and Volunteers Cost: $1100 members / $1325 nonmembers Session 3: July 1-4 at CWB during Festival Session 4: August 13 & 14, 20 & 21 at CWB (Weekends) 10:00 a.m. to 6:00 p.m. Session 5: October 22 & 23, 29 & 30 at Camano Island State Park (Weekends) 10:00 a.m. to 6:00 p.m. Limit: 4 families

Sailing in the City Half Day Sailing Camps Morning Session: 10 AM to 1 PM Afternoon Session: 2 PM to 5 PM Cost: $150 Beginning Sailing / $140 Intermediate/Advanced Sailing Ages: Beginning - separate sessions for 9-11 and 12+; Intermediate & Advanced - ages 9+.

Beginning Sailing July 11 – 15 (morning or afternoon) July 18 – 22 (morning only) July 25 – 29 (morning or afternoon) August 1 – 5 (morning or afternoon) August 8 – 12 (morning only) August 15 – 19 (morning or afternoon) August 22 – 26 (morning or afternoon) August 29 – September 2 (morning only)

Intermediate/Advanced Sailing: July 18 – 22 (afternoon only) August 8 – 12 (afternoon only) August 29 – September 2 (afternoon only)

Aleut Ikyak (Baidarka) Building Instructor: Corey Freedman (www.skinboats. com) Session 3: July 16 – 24 Session 4: September 24 – October 2 Time: All sessions meet 9 AM to 5 PM, Saturday thru the following Sunday (9 day workshop) Cost: $1100 members / $1300 nonmembers

Skills Wood /Canvas Canoe Building

Instructor: Eric Harman Date: July 30-Aug 5. (Saturday thru Friday) Time: 10:00 a.m. to 6:00 p.m. Cost: $700 members / $800 nonmembers

Music: Making The Plains Plains Indian Flute Making Instructor: Roger Goad Date: August 5 – 7 Time: 10 AM to 6 PM, Friday thru Sunday Cost: $210 members / $270 nonmembers

Nameboard Carving (Nameboards, Banners & Nautical Details) Instructor: Rich Kolin Date: August 6, 7, 8 Time: 9:30 AM to 5 PM, Saturday - Monday Cost: $250 members / $300 nonmembers

Half Model Workshop Instructor: Rich Kolin Session 3: August 13 & 14 Time: 9:30 AM to 5 PM, Saturday & Sunday Cost: $175 members / $210 nonmembers

Wood Strip Kayak: Pre-built Workshop Instructor: Action Fish Kayaks (www.actionﬁsh.com) Session 2: August 22 - 28 Time: All sessions meet 10 AM to 6 PM, Monday thru Sunday Cost: $2,500 members / $2,750 nonmembers Price is per boat. Friends and family are welcome to build a boat together.

Lofting The Heidi Skiff Instructor: Rich Kolin Date: August 20 & 21 (Saturday & Sunday)

Time: All sessions meet 9:30 a.m. to 5:00 p.m. Cost: $275 members / $330 nonmembers

Building the Heidi Skiff Instructor: Rich Kolin 9 AM to 5 PM, Saturdays, Sundays & Mondays September 3 – 5, 10 – 12 & 17 – 19 $750 members, $900 nonmembers Limit: 6 students.

Turning Bowls and Lidded Vessels

Meet at CWB at 10:00 and photograph some beautiful classic boats. We’ll shoot from 10:00 to 2:00. Then, for part 2, meet at the CWB on the following Tuesday, May 24th at 6:00pm to board Greg’s classic yacht for a photo session on the Lake...that night our subjects will be sailboats on Lake Union taking part in the weekly Duck Dodge. Greg will maneuver his boat for some great angles. We’ll be on the water until the light fades, around 8-8:30pm...Then, for part 3, we’ll gather again on some future night to share our photos and get a critique from Greg.

Instructor: Roger Goad Date: September 9 – 11 Time: 10 AM to 6 PM, Friday thru Sunday Cost: $310 members, $370 nonmembers Limit: 6 students.

Woodturning Techniques:

Instructor: Patrick Gould Date: September 16, 17, 18 Time: 6 PM to 8 PM Friday, 10 AM to 6 PM Saturday & Sunday Cost: $205 members / $225 nonmembers

Sharpening Lathe Tools, Turning Spindles, Plates and Bowls Instructor: Roger Goad Date: July 23 – 27 (Saturday thru Wednesday) Time: 10:00 a.m. to 6:00 p.m. Cost: $510 members / $600 nonmembers

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Native Style Paddle Making Instructor: Ray Arcand Time: 10 AM to 6 PM Dates: Saturday & Sunday September 24 & 25 Cost: $225 members, $270 nonmembers Limit: 6 students.

Lapstrake Lofting Instructor: Eric Hvalsoe Time: 10 AM to 6 PM Date: Saturday & Sunday October 1 & 2 Cost: $175 members, $210 members Limit: 12 students.

Basic Power Boating: Safe Powerboat Handling

Knots 5: Simple Rigging Without a Lot of Tools Time: 10:30 AM to 12:30 PM, Date: SaturdaySeptember 17 Cost: $30 members, $40 nonmembers Limit: 10 students.

Bronze Casting Workshop Instructor: Sam Johnson Time: 10 AM to 6 PM Dates: Saturday & Sunday October 15 & 16 Cost: $175 members, $210 nonmembers Limit: 10 students.

Sail Making Workshop Instructor: Sean Rankins Time: 10 AM to 6 PM Dates: Monday thru Saturday October 10 – 15 Cost: $750 members, $900 nonmembers Limit: 10 students.

The Voyaging Rig: Preparing your Rig for All Oceans Lecturer: Brion Toss Time: 6 PM to 9 PM Dates: Wednesday October 13.. change???) Cost: $40 members, $50 No limit.

(Note date

Caulking for Beginners Instructor: Tim Reagan Time: 10 AM to 2 PM Date: October 15 Cost: $50 members, $60 nonmembers Limit: 12 students.

Oar Marking Workshop Instructor: Rich Kolin Time: 9 AM to 5 PM, Saturday – Monday Dates: October 1 – 3 Cost: $275 members, $330 nonmembers Limit: 6 students.

Knots 6: The Ditty Bag or Canvas Deck Bucket Time: 10:30 AM to 2:30 PM, Date: Saturdays October 8, 22 & 29 Cost: $125 members, $150 nonmembers Limit: 6 students.

A Day with a Surveyor

Sail The Museum Pieces

Instructor:Greg Gilbert Date: July 23 & 26 (Saturday & Tuesday) Time: 23rd: 10-2; 26th 6pm to dusk on water. Cost: $80 members / $95 nonmembers

Instructor: Capt. Jeff Sanders Time:6 PM to 9:30 PM Dates: Mondays, Wednesdays and Thursdays September 19 thru November 10 Cost: $1200 per person This course has pre-requisites and you must register through the US Maritime Academy. Visit their website at www.usmaritime. us for details and a registration form.

Instructor: Eric Hvalsoe Time: 10 AM to 6 PM, Saturday thru Sunday Dates: October 8 – 16 Cost: $800 members, $900 nonmembers Limit: 8 students.

Session 4: July 23 - August 27 Session 5: August 27 - October 1 Session 6: October 1 - November 5 Session 7: November 5 - December 10 Cost: $270 members / $300 nonmembers

NEW: Boat Photography

Get Your Captain’s License with the CWB and U.S. Maritime Academy

Lapstrake Boat Building: The Hvalsoe 16’

SailNOW!

Instructor: CWB Staff Date: July 16 or August 20 Time: 2 PM to 4 PM, Saturdays Cost: $25 per session for members / $30 for nonmembers

Programs

Instructor: Lynne Reister (LodeStarMarine@aol.com) Time: 10 AM to 6 PM Date: Saturday October 1 Cost: $80 members, $95 nonmembers

Women’s Woodworking: An Introduction to the Basics Instructor: Hannah Browne Time: 6 PM to 9 PM Dates: Wednesdays October 5, 12, 19 & 26 Cost: $200 members, $240 nonmembers Limit: 8 students.

Tool Making Workshop Instructor: Rich Kolin Time: 9 AM to 5 PM, Date: Saturday & Sunday October 8 & 9 Cost: $175 members, $210 nonmembers Limit: 6 students.

Cold Molded Boat Building Instructor: John Guzzwell Time: 9 AM to 5 PM, Dates: Monday thru Friday Oct 3-7 Cost: $550 members, $625 nonmembers Limit: 10 students.

Race Now! Instructors: Oliver Davis & Kemp Jones Time: 11 AM to 4 PM Dates: TBD Based on Interest Cost: $225 members, $260 non-members

Canoe Restoration Instructor: Eric Harman Sep 26-Oct 1 9:30am-5:30pm Monday-Sat. $700 members, $800 nonmembers Restore canoes from the CWB collection. This will involve careful removal of outwhales and keel to allow us to peel of the old canvas, inspect the hull for damage and make necessary repairs. We will apply a coat of preservative, stretch on new canvas and apply ﬁller. Take home the skills necessary to restore your own wooden canoe! Limit: 6 students.

Advanced Power Boating: Safety, Rescue And Support Boat Handling

Instructor: Patrick Gould Date: October 1, 2 Time: 10 AM to 6 PM, Saturday & Sunday Cost: $185 members / $200 nonmembers

Docking Intensive Instructor: CWB Staff Date: October 2 Time: 4 PM to 6 PM Cost: $30 members and nonmembers / $15 SailNOW! Graduates

Introduction To Steam Power Instructor: Doug Weeks Date: October 8 Time: 12 PM to 4 PM, Saturday Cost: $40 members / $50 nonmembers

This is a listing of programs scheduled in the next few months. We are constantly adding new programs. Please check our website at www.cwb.org for the latest listings and information, or call us at 206.382.2628 to request a printed copy. NOTE: For courses costing more than $500 we ask you to deposit one half of your total costs and pay the remainder by day of course start at the latest. For all other programs, pre-payment in full reserves your place. Programs may be cancelled or postponed due to low enrollment.

Maritime CanoesEver Practical and Ever Loveable boats B Y

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In the 1870’s and 1880’s plank on frame canoes were extremely popular.In the 1890’s mass produced bicycles ﬁrst became available. They competed with canoes for the recreational dollar. Canoe builders cut their cost through a new type of construction. Thus the wood canvas canoe was developed during the latter part of the 19th century in Maine and Ontario. It was modeled after the native birch bark canoe with ribs, planks and an outer skin. However the wood canvas canoe was built upside down on a solid mold or form using milled ribs and planks, metal fastenings and a canvas outer skin. By the early 20th century there were a number of builders in the eastern U.S. and Canada ranging from small one man shops to large factories employing dozens of workers. The durable building form, precision milled and manufactured components and metal fastenings made it possible to produce canoes by the thousands. A typical canoe consists of 5/32”x3” cedar planks and 5/16”x2 3/4” ribs which are fastened together with special brass or copper canoe tacks. Along the sheer or top edge of the canoe the ribs are fastened to an inwhale usually of spruce, 7/8”x1”, running the length of the canoe. At either end of

the canoe the planking is fastened to inner stems of ash or a similar hardwood. A one piece canvas skin is stretched tightly over the outside, coated with canvas ﬁller and painted. The ﬁnished canoe is lightweight, about 17lbs. for a 17 footer, beautiful and extremely durable. Most of the canoes that come to my shop for repairs or restoration are 40 to 80 years old and many are still with their original owners or families. The functional practicality and timeless beauty of the wood canvas canoe truly make it a joy to behold and an even greater joy to use. You can watch Eric demonstrating canoe restoration and building during the Festival, or join Eric for two workshops later this summer.

CanoeBuilding: The Atkinson Traveler Canoe Instructor: Eric Harman Date: July 30-Aug 5. (Saturday thru Friday) Time: 10:00 a.m. to 6:00 p.m. Cost: $700 members / $800 nonmembers

Build a traditional Atkinson Traveler Canoe under the guidance of Eric Harman. All materials will be pre-milled, students will spend the time bending ribs and stems, ﬁtting planks, shaping thwarts, caning seats and stretching and ﬁlling canvas.

Skills

Programs

Lapstrake Boat Building at CWB B Y

Several years ago I discovered a wonderful book, “The Doing of The Thing, the Brief and Brilliant Whitewater Career of Buzz Holmstrom”* Buzz, a quiet and self effacing Oregonian, was the first boatman to row the length of the Green and Colorado Rivers single-handed. He did it with little fanfare. Holmstrom built his own boats, and in so doing revolutionized river boat design. I love the book, and the title equally so. “The Doing of the Thing” says something about how we might live our lives, follow our passion, and find our moments of grace. The first part of the title might also be borrowed to capture the spirit and mission of The Center For Wooden Boats. Surely, we are all about doing things. It is also true that some very fine moments can be had in the building of a wooden boat. We love looking at them, we love using them. We find comrades and kindred spirits on the water. We get to know these boats, their vagaries, nuances, and their dance. But, for my money, most captivating of all is to see a new hull grow from a fresh stack of red cedar, oak and mahogany. Wood is our chosen medium. What other material offers the variety of pattern, texture, color, workability and utility? What other material can be coaxed into these divine curves and shapes, still playing by its own rules, but responsive to the subtle eye and sure hand of a mindful builder. Wood is the medium – but the shape, that my friend, is what you can’t walk away from. You start a new boat with a proud stem, perhaps the evocative curve of a wineglass transom, the run of the keel and tuck aft, all this over half a dozen or so transverse molds. The molds are an apparition, the dream, but not the substance of what is to come. They will vanish under the flowing lines of lapstrake planking. There is nothing on heaven and earth more precious than a good lapstrake planking job. Each plank stands out, a surface unto itself, with nothing to hide, and no excuses. This apparition grows from a backbone and molds to a planked shell. The molds are removed and oak ribs are steamed and bent inside the hull, marching foreward and aft in port and starboard symmetry. Now we really have the lay of the land, with sweeping plank lines and frame sections one after the other. Into this cedar cradle are fitted risers, thwarts, breasthook, quarter knees, floorboards, maybe a centerboard trunk. To say gunwales complete the structure is not credit enough. Gunwales fortify a bold sheer, unify breasthook, knees, and transom crown into a seamless visual statement.

Canoe Restoration Instructor: Eric Harman Sep 26-Oct 1 9:30am-5:30pm Monday-Sat. $700 members, $800 nonmembers

Restore canoes from the CWB collection. This will involve careful removal of outwhales and keel to allow us to peel of the old canvas, inspect the hull for damage and make necessary repairs. We will apply a coat of preservative, stretch on new canvas and apply ﬁller. Take home the skills necessary to restore your own wooden canoe!

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V A L S O E

Does this sound like a dream? In my own shop, I spend many weeks building a new boat for a client, the detail seemingly endless. At the Center for Wooden Boats, students assemble a lapstrake hull over a very long, extended week, sometimes with the beginning beneﬁt of molds, strongback, patterns, and other parts. Any way you look at it, it’s a very big bite. This schedule will test the stamina of anyone who does not spend a lot of time on their feet. And still, I have had students call this experience their best vacation. If some have little idea what they are getting themselves into, they revel all the more at what they have accomplished by weeks end. They have come to know, it is the doing of the thing. *Authors Vince Welch, Cort Conley, and Brad Dimock (Fretwater Press) Eric Hvalsoe will lead an eight–day workshop building his beautiful design, the HVALSOE 16’ in October here at C.W.B. Sign up now for a chance to learn the art of lapstrake boatbuilding from a true master craftsman! Eric will demonstrate his boat building skills during the Festival. Stop by and watch him at work, learn about lapstrake plank-onframe construction, steam bending and view

asked to bring at a minimum a few simple tools; a more comprehensive list will be provided upon registration and left to the students’ discretion and budget.

Pictures on the water were taken by Bruce Didier. I took the dry land shots. Eric

a ﬁnished Hv.16’

LAPSTRAKE LOFTING: Instructor: Eric Hvalsoe 10 AM to 6 PM, Saturday & Sunday October 1 & 2 $175 members, $210 members Limit: 12 students.

Lofting is a vital tool, typically the ﬁrst step in building a new boat. It is a fascinating mental exercise in three dimensional management and layering. Over the weekend we will loft the lines of a 12’ Round Bottomed Dinghy. We will calculate bevels and deductions, learning how to extract the maximum amount of information from the drawn line. We will discuss construction details, set up, and building molds for the real thing. Newcomers put your thinking caps on! Veterans may even learn a trick or two. It is not enough to read about lofting, you’ve got to do it!

LAPSTRAKE BOAT BUILDING: THE Hvalsoe 16’. Instructor: Eric Hvalsoe 10 AM to 6 PM, Saturday thru Sunday October 8 – 16 $800 members, $900 nonmembers Limit: 8 students.

Students will build a new boat, assembling the building frame, molds and backbone. The hull will be planked cedar lapstrake over the molds, turned upright and framed out. Students will rabbet, spile, steam planks and oak ribs and pattern and bevel complex components. Ring nails, wood screws and copper clench nails will be used throughout the construction, as well as the ﬁnest lumber. Boatbuilding experience is not a prerequisite – typically student experience and skills vary widely, all part of the fun. Students are

HVALSOE DESIGN Boat Design/Construction Renovation/Repair Residential Woodwork Eric D. Hvalsoe 104 NW 189th Street Shoreline WA 98177 T/F (206) 533-9138 hvalsoboat@msn.com

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News from Other Maritime Heritage Organization Maritime Heritage Website B

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With a grant from the National Trust for Historic Preservation, 4Culture has launched a new maritime heritage website (www.maritimeheritage.net.) The title is “Celebrating the Culture of the Sea on Puget Sound.” 4Culture is a King County Cultural Development Authority whose focus is arts, heritage, historic preservation and public art. Joe Follansbee, writer and historian, was retained to head up the website project. The goal of the website is to: - raise the visibility of our vessels, collections public programs and sites - - mobilize public support needed to attract resources and preserve historic vessels in jeopardy - - demonstrate the value of a joint educational/promotional effort among maritime heritage groups by creating direct, concrete beneﬁts for all. The website currently describes 63 attractions and 52 organizations in a travel itinerary style. There is a map of the attractions and calendar of special events, classes, lectures, talks, concerts, ﬁlms and exhibits. Featured in the website are stories about the Native Americans, explorers, disasters, commerce, U.S. Navy, the pioneers and the colorful waterfront characters. The website also includes information on the Seattle/King County Task force on Maritime Heritage. This group of 17 diverse professionals in the museum, management, education and government worlds have begun to create a blueprint for Maritime Heritage. Its mission “to create a vision and chart a course for a sustainable maritime heritage presence in Seattle, King County and Puget Sound.”

To Honor A Great Heritage B Y

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A G N E R

Isn’t it amazing?! We have a maritime past filled with great adventure, courage, hard wok, ingenuity, romance, even piracy and a little smuggling . . . But No Museum A way of life, in fact life itself and the growth of our cities and towns were dependent on and influenced by our maritime past . . . But No Museum The Pacific Northwest, a region so intimately connected to our maritime past, a history, and the very foundation of what we have and know today . . . But No Major Museum Realizing that, without a museum, in a few short years much may be lost, the Discovery Modelers Education Center has anticipated the need. Three extra large ship models of historic significance to the Northwest, including Capt. George Vancouver’s 1790s ship of exploration, HMS Discovery, They have been created as a gift to the proposed future maritime museum at South Lake Union if support comes. A place to honor the men and ships that made a difference. This heritage belongs to all of us. Please support a maritime museum at South Lake Union – to honor, to educate, to enjoy.

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Seafaring Songs B Y

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Northwest Seaport’s music program is almost as old as the forty-one year veteran maritime history organization. Back in the Kirkland years, (1964-1980) the tall ship Wawona hosted luminaries of nautical music Stan Hugill and Gordon Bok. More recently, the ship’s deck, or the CWB boathouse gallery have rung with fine Maritime and Celtic music from local, regional, and national groups and single performers. These concerts, usually held the third or fourth Saturday of the month, are one of the best live entertainment deals in town. Admission is a mere $10 general, $7 seniors, students, or maritime heritage organization members (including, of course, CWB). Feel free to sing along on the choruses. A newer component of our music program is the Second Friday Sea Chantey Sing. These are less formal and more participatory than the concerts, with admission handled through passing a captain’s hat. Songs include chanteys, forebitters (songs the sailors sang for their own amusement during leisure times) and any other songs with a nautical theme or story. We always have a designated song leader, who sets the tone and fills in when no one else can think of a song. But anyone can lead or request a sea song, and singing along on the choruses is not enforced, but strongly encouraged. The chanteys themselves are quite easy to sing. Their purpose was to time the sailors’ work, so that everyone was pulling (or rowing, or pumping, or pushing) at the same time. They also helped the sailors breathe deeply at the right times. Their choruses were simple and short. The July Chantey sing will be July 8, with the delightful sibling duo Sanger & Didele presiding. The concert will be Saturday July 30, featuring local Maritime singer-songwriter Matthew Moeller and the wizardly Celtic Band Campbell Road. Both events start at 8 PM on or near WAWONA; rain stage in woodshop. To get more info about future events, watch for flyers at the Gift Shop just south of the Haida Canoe Shed, call (206) 447-9800, or surf to www.nwseaport.org

The Mystery of History B Y

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Wake up Seattle – and everyone else who reads this. You may not be aware of this but Northwest maritime history is a great story of adventure, intrigue and mystery – and it belongs to you! It belongs to all of us and it is our responsibility to preserve and protect this matchless legacy for our children and their children. To fail is not an option. Northwest maritime history is second to none in this country but for far too long it has been one of our best-kept secrets. There can be little pride in that which is unseen and unknown. Seattle has grown so quickly it is not surprising that few stand up to support our maritime history. Yet our history is the very foundation of all we have and have built upon. What is it all about? There is no one book to read, no one museum to tour to get the maritime “big picture.” The new park at South Lake Union offers a rare dream location where we can create an inviting and entertaining Maritime Heritage Center that is exceptional and educational in every way. A place where the students from our schools, the members of our community and tourists will want to return time and time again. What can we tell them about? Here are a few early day maritime facts and events that still make a difference today: Seattle’s history began November 13, 1851 when Seattle’s founders – 12 adults and 12 children - arrived at what is now West Seattle aboard the schooner Exact on a cold, rainy day with a roofless cabin as their only shelter. Friendly natives in beautiful hand crafted cedar canoes brought the founders fresh salmon. One month later, in Seattle’s first commercial venture, the men of the party found work loading the brig Leonesa with 50-foot pilings bound for San Francisco’s docks. They made $1,000 and the captain made $6,000. One year later, Henry Yesler brought the first steam sawmill to Seattle. (The phrase “Skid Road” came from the pathway Yesler used to slide logs to his mill.) Yesler’s mill was a successful endeavor that put everyone to work. Sailing vessels came from everywhere to carry away the Northwest’s first-rate lumber. Mills sprang up in many places and the settlements that grew up around them became towns. With no roads connecting the towns, water became the transportation highway. One of the engineers hired by Yesler’s mill was James Coleman. He purchased an old dock that was for sale close by. Soon early steam-powered sidewheel and sternwheel ships were docking there. The Coleman Dock grew larger and was remodeled several times, some of the remodels spurred by fires. Some of those fires were put out by the Duwamish, the 1909 fireboat now in retirement on Lake Union. Today, the Coleman Dock is still in the same location with the same name – and it probably will be remodeled again, though hopefully not because of a fire.. Steamers soon became the answer to water travel. The first to arrive was the Beaver (built 1835) from England around the Horn to Fort Vancouver, a Hudson’s Bay Co. settlement, and then to Fort Nisqually, steaming Puget Sound and Canadian waters for 53 years under various owners. She burned 40 cords of wood in 24 hours and carried 13 woodchoppers aboard. Soon the choppers moved ashore. They cleared land and started settlements and towns grew. As more people arrived in the region, steamers darting around the Sound became so numerous that they were affectionately called the “Mosquito Fleet.” They would go anywhere, stop anywhere and pick up anybody and/or anything. We are fortunate that the last of the Mosquito Fleet – the Virginia V – has been fully restored and still plies the waters of Puget Sound. Today’s ferry commuters whose car-and-passenger fares can get into double-digits probably would have enjoyed The City of Seattle, our first double-ended ferry, which carried cars and passengers between Seattle’s waterfront and West Seattle with fares beginning at five cents. Built here in 1888, she now “lives” in Sausalito, California, well cared for as a private liveaboard, her sidewheels neatly enclosed inside the hull but now eaten away at the waterline by the teredo worms of San Francisco Bay. (Her hull now sits in a ferrocement casing for protection.)

On July 18, 1897, the 181’ steam passenger freighter Portland made headlines and created pandemonium when she arrived at Seattle’s docks carrying 68 miners and the ton of gold that was the starting signal for Alaska’s Klondike Gold Rush. Every ship and boat that could float and move headed for Alaska, loaded with would-be miners and supplies. Some ships never made it all the way north; some, to keep up steam, burned furniture and woodwork. Seattle became the well-advertised jumping-off place, attracting miners hoto courtesty of Puget Sound Maritime from everywhere. Historical -ciet Many Seattle businesses (Nordstrom was one) got their start at that time. Seattle grew like never before. More and more ships were built to supply the demand. Robert Moran started the Moran Bros. Shipyard at what is now Pier 36. It attracted thousands of workers. Most notable of his ships were the 12 flat-bottomed 120’ stern wheel steamers built for use to the goldfield rivers in Alaska. They all steamed to Alaska at the same time. Also built at the Moran yard was the huge battleship Nebraska, one of the Great White Fleet. It was a real honor for the yard to get a government contract to build Nebraska just 49 years after Seattle was founded. Seattle doubled in population and more businesses came into existence to support the shipyards’ and workers’ needs. More shipyards opened, building more and more ships and boats. The fishing industry flourished and Fisherman’s terminal was built. In 1914, Wawona, the only remaining 1897 commercial three-masted sailing vessel in the Northwest, shifted from hauling lumber to cod fishing in the Bering Sea for six months of the year. For her supplies, crew and salt, she came to Seattle; in the off-season Wawona and her sister cod fishers were anchored in Lake Union, both for the protected freshwater moorage and because Lake Union Drydock was available for hauling out – a business that still operates on Lake Union. James Hill of the Northern pacific Railroad invested in two large 600’ passenger freighters, the Minnesota and the Dakota. He built Pier 91 along his waterfront tracks for these ships and the Orient trade. Valuable bales of silk would be unloaded under the watchful eyes of armed guards and then loaded on freight cars to go by train nonstop to East Coast factories. Another maritime success story is that of Thea Foss. It began in Tacoma but ended up in Seattle. A smart, resourceful lady, Thea Foss purchased an old rowboat for a few dollars. Her plan was to give taxi rides to crews of the ships anchored in the harbor. She made enough money to encourage her boat builder husband to build more boats. The enterprise was so successful it grew into the Foss Launch & Tugboat Company, now located on Seattle’s Ship Canal. One of the Foss tugs gained a unique place in local and movie history. The Arthur Foss, built in 1889, was the real star of the 1934 movie Tugboat Annie; Wallace Beery and Marie Dressler shared the billing with the 120’ tug. Arthur Foss now is a part of our historic fleet at South Lake Union. There is so much more to tell, but I hope I have given you some knowledge you didn’t have before. A lot of this maritime history is still a mystery to me, but the more I learn the more involved I am. We must save all our maritime heritage that we can. We must have an exciting maritime museum. We must have a homeport for all historic ships and boats, now representing those who came before. We must honor those who made it all possible. There are 11 maritime organizations working together at South Lake Union, trying to hold on to what we have. Many of their members have given years of their lives and worked hard with little or no compensation just to keep what we have alive. Money has always been a struggle for all of these organizations. The responsibility should not be carried exclusively by the maritime organizations. We should not make our maritime history a mystery. Don’t judge a book by its cover! There is living history heart and soul inside each historic vessel. Anything or anyone lucky enough to reach 100 years can always use a little help! Even you!!

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With Wembly ashore, the Dock Committee on the lee side of the CWB clubhouse was temporarily adrift. “If I don’t have schadenfreude, I don’t have any freude at all,” lamented Capt. Dan. For those who don’t know him, Wembly sails under a curse that makes the Ancient Mariner look like someone on a Caribbean cruise with a 24-hour open bar. His boats – all but the last one – sank in inventive and devastating ways, one before it was launched, even. His most recent craft was a famous racer of a certain age which immediately began a best-of-seven series with Wembly’s bank account, ﬁnishing ahead by several minutes of longitude. Wembly is the world’s most unsuccessful sailor, but everyone agrees that he looks saltier than Lot’s late wife and is the world’s most successful ex-sailor. Happily for the Committee, the irritating Little Gods that drive men mad before the Boss Gods step in and destroy them utterly got Wembly interested in marine models. Wembly’s ﬁrst foray was a radio-controlled kit of a small tugboat. It could go forward, back, and turn starboard or port. Wembly’s Dream VI also turned turtle. “Ah,” said Wembly as he watched its tiny propellers spiraling into the depths, “no water-borne models.” He enlisted the CWB Dock Committee in his next effort, ships in bottles. Teetotaler Wembly needed them to provide empties. Capt. Dan referred to it as “going down to the sea in sips.”

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Wembly learned why few ship modelers have beards…

Role model for a modeler Wembly spoke reverently of P___ a museum modeler. P___ was asked by a municipality to build a model of a famous explorer’s ship for the town’s centennial. “Do you want an A-, B-, or C-Class model?” he asked them. “A C-Class model has a solid block hull, carved to shape. Serviceable but soulless. A BClass model has a plank-on-frame hull, with many opportunities for little authenticities. An A-class model is plank on frame, fully fitted out. There will be pots in the galley, sea chests on the gun deck, stores in the hold, powder kegs in the magazine. There will be tiny rats in the cable tier. It will cost …” and there he named a figure that made the city fathers blanch. With a contract in hand, P___ scorned research in secondary sources, scanning original plans and re-reading documents so assiduously it bordered on obsessive-compulsive disorder. He cast his own cannon, anchors, and chain plates. He cast pigs of iron for ballast, engraving the King’s broad-arrow on each of them. He found silk that would fold correctly when furled to a yard or secured with seven round turns in the hammock netting. Only the intervention of the Health Department kept him from salting beef and pork for the rations. He was allowed to use a rare steppe grass seed to represent dried peas, but the salt meat prohibition rankled. “Some of the expedition beef had been twice to the Jamaica Station and back by the time V___ got it,” he fumed. Authenticity has drawbacks He took photographs, beautiful color ones on fine-grained archival film. A good thing, too, since when he got the whole ship outfitted, he decked it all over, explaining to an apoplectic city council that the redundant structure needed to make a visible interior would destroy the total authenticity of the model. “Captain Bloody Vancouver couldn’t take the deck off and neither can you.” There was a happy ending. There’s a special museum fund-raiser every year where big donors with penlights and dental mirrors get to explore P___’s wonder through the gun ports and down the hatches. Another model-builder, L___, had a granddaughter with beautiful red, red hair that glowed like copper when the light hit it just so. Mom, Dad, and Grandpa loved her glorious hair. It was only trimmed, never cut. By the time Gonneril started to school, her hair hung nearly to her waist. Longer than any other girl’s hair in her class – in the whole school! In the school where the fashion was short hair! Mom and Dad were in anguish, begging her not to get it cut, but Grandpa L___ weighed in on her side. Furthermore, he made it clear if it was going to be cut – and that was entirely up to Gonneril – Grandpa would personally escort her to the most expensive, most fashionable hair salon in town. Mom and Dad were touched when Gonneril told them how Grandpa gathered up every last lock of her hair and took it home with him. They were less touched when L___ began building teeny-tiny sailing ships, rigged with fine, fine strands of some fiber that glowed like copper when the light struck it just so. Adrift With these mentors shining like beacons, Wembly’s three-masted smuggler’s lugger inside a beautiful antique rum bottle, was a jewel. The ambulatory subset of the Dock Committee was on hand when he entered it in the waterfront model competition. An even smaller Dock Committee subset saw Wembly stumble, precipitating his masterwork into the salt chuck where it rapidly was lost to view in the twilight. Wembly watched it drift into the sunset. “Imagine the standard-issue tiny tropical cartoon island with the mandatory single palm tree and the standard-issue single castaway,” he mused

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as we stood in shocked silence. “A bottle drifts ashore. The ragged castaway goes down and picks it up. Inside is Wembly’s Dream VII. What is the punch line?” But the sea has schooled old Wemb to take anything short of loss of limb in stride. In the loss of WD7, Wembly disappeared from the haunts of men. His accustomed coil of hawser where he sat Saturdays stayed unsat-in. Chandleries saw him not, nor did the bank’s marine loan oﬃcer. Apotheosis Then one day the Dock Committee got an invitation to a gallery opening. The artist was somebody named r. otterman wembly all in small letters, who did marine art. Our Wembly? Otterman?! The only members of the Dock Committee comfortable as far inland as the gallery district, Archer and I attended. “He has found his métier,” Archer reported, awed by standing so close to the Heraclitean Fire. “He has done an exquisite rendition of the Titanic rearing up against the starry North Atlantic night. There’s the Edmund Fitzgerald breaking up in a Lake Superior storm. The Passat is there, being driven under by a West Indies hurricane. Another scene depicts the Normandie, capsized and burned at its New York berth. The Maine, its back broken by a magazine explosion, sinks in Havana harbor. And in his bravura piece – already purchased by a group of Lloyd’s underwriters – Sir Cloudsley Shovel’s entire command goes aground in the Scillies. “Our Wembly, a one-man maritime tragedy, cursed by Poseidon, Neptune, Mannann MacLir, and for all we know, the guy who rents the Swan Boats in Central Park, has transmuted his experience with loss into Art.” Ya har.

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All Aboard B Y

My wife was somewhat snappish when she told us we were failing in our goals. It was at the debriefing session following our initial Wooden Boat Festival in 1977. Colleen said CWB had promised programs for youth and families but there wasn’t a trace of this at our very first public event. What were we going to do about it? Before any discussion began Colleen gave us the correct answer: Toy Boatbuilding! It wrapped together our mission of learning by doing with kids and adults. Many children who came to our Festivals then, are now returning with their children and they go straight to the toy boat workshop. We should have gotten a patent on Colleen’s idea because every other wooden boat gathering now has their version of toy boatbuilding. This is an activity that likely is a kid’s first opportunity to use tools and wood and create a recognizable object. Watching their kids’ concentration and interpretation is likely the first opportunity the parents have to recognize the high skill levels their children can reach without books or lectures. Moving CWB from the kitchen of our houseboat to our Waterway 4 site in 1983 gave us a new dimension for youth programs – the Boatshop and the boats. And we expected a new constituency of young students from schools, community centers, and other youth hang-outs. We needed a curriculum that would reflect our hands-on means of learning in close to an hour, to match the

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attention span of the very young. Caren Crandell was my one and only staff in those early years and she took charge of the plan. The instructors were Caren, Horace Ingram, a full time volunteer who ran the livery and me. The young students’ group was broken into 3 sections, all doing the same things at different times. They had a rowing outing, knot tying lesson and boatshop work. The instructors gave information about how each activity was integrated with the big picture of maritime heritage. The kids left with their own cedar plank which they had beveled with a plane, and then copper riveted to an oak frame. They first drilled a pilot hole with brace and bit. They also kept their 30” length of knotwork line, whipped at both ends and a cardboard cut and paste Grand Banks Dory kit, for homework. Once more we saw skill achievements that came easily through the mentoring process. The kids seemed to find great joy in their accomplishments. In the short time they had to pull an oar, tie a bowline, use some tools and fasten some wood; their self esteem shot up like a rocket. I mentioned this program to the principal of Alternative School #1, Ron Snyder. He asked if we would like to offer an overnight program for his 7th and 8th graders. I didn’t know what an Alternative School was, but it seemed an important opportunity to work with a Principal who appreciated direct experience learning and had confidence that his students would sacrifice most of their

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weekend for an educational program. The AS #1 kids and Ron came on Friday after school. We rowed various boats until dark. It was cold and rainy. They stayed overnight aboard the schooner Wawona, next door, with sea chantys and sea stories to introduce some seafaring culture. On Saturday we sailed all the cold and raining morning. Then they left. Ron and I had a breakfast debriefing on Monday. I told him I found his students highly intelligent and eager to learn new things. They were fun to work with. Ron agreed but informed me that school administration felt these students didn’t measure up to the standards for regular schools, and that’s why Alternative Schools exist. I was amazed and told Ron I was so impressed with his kids’ learning ability in boats that they should build a boat. And so did Ron! I showed Ron a design by Rich Kolin for a family project: a simple 10’ sailboat with cat rig called the Clancy. Flounder Bay Boat Lumber Co. had commissioned the design and provided it as a kit. Ron liked the design. Flounder Bay gave Ron and his teachers a workshop in building a Clancy at CWB’s Boatshop. Ron then designated a room in his school as a boat shop and over the next 2 years the 7th and 8th graders built 6 more Clancy’s. They were given sailing instruction at CWB during spring break. The kids even started their own yacht club. Their dues were volunteering to maintain their boats. The Seattle Yacht Club put on a lunch to welcome new Commodores of the local yacht clubs.. AS #1 sent their Commodore, an 8th grade African American girl, Lavon Beaver, the first Commodore of a kid’s yacht club, the first female yacht club Commodore and the first African American Yacht Club Commodore. In 1990 I attended a Council of American Maritime Museums annual conference in Astoria. The theme was Education as Entertainment. I gave a talk on our program “Sail Away Challenge” which provided sailing instruction for people who had physical disabilities. The speaker who most inspired me was from the Portland Art Museum. They had partnered with Portland Public Schools to provide art as an essential part of the curriculum for all grades. I drove back thinking how to add maritime heritage to Seattle’s schools. Through a grant from the National Trust for Historic Preservation and several individual contributors, we gathered educators and maritime heritage professionals together for 3 days of sharing know-how and dreams. This conference gave us the knowledge and confidence to begin “All Aboard” teaching at risk youth to learn sailing, seamanship and boat building. Orion Center was our first “All Aboard” partner. Orion is a guidance center for homeless teenagers. They have a classroom and Special Education teachers to help youth get in mainstream schools or complete their high school education requirements. Youth who attended Orion classes were eligible for instruction at CWB during weekdays, year round. Our program was integrated with the Orion schools’ goals in science, math and history. Initial funding was from the King County office of Cultural Resources, The Discuren Foundation and private donors.

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We next created a summer “All Aboard” in partnership with Seattle Mental Health. Twelve 16 year old at risk youth were selected each year by SMH as those most likely to handle the educational and physical activities we planned. The students learned to row, paddle and sail. They built a boat each summer and they had 1-1/2 hour classroom sessions involving problem solving through math, science and social studies scenarios. Funding was through Federal grants and private contributions. “All Aboard” was also conducted at Cama Beach, Camano Island in the summers of 1994 and 1995. This was a partnership with Center for Career Alternatives. The students were 16 year olds from Stanwood High School selected by CCA as those likely to graduate but not pursue higher education. At the end of the 1995 Cama Beach “All Aboard” program, Governor Mike Lowry came to visit this future State Park. The youths who had just completed and launched the 15’ skiff they had built, were skeptical that the Governor would even acknowledge them. After all, they understood this program was not designed for the high achievers. But the Governor did meet them and the students gave him a tour of their shop and shiny new boat. The attention of the Governor made the kids attitude swing from disillusionment to pride and self confidence. They gave Governor Lowry the best lecture I ever heard on lofting. They explained the process of taking the table of offsets on the plans and transforming this matrix of measurements from imaginary vertical and horizontal planes into full size patterns. The Governor listened and learned. And during that moment on the stage the kids realized what they had achieved during the summer. It was far more than building and sailing skills. They discovered their learning potential was greater than they dreamed of, and so were their problem-solving skills, communication skills and skills working as teammates. For over 20 years CWB has introduced thousands of youth to maritime heritage through hands and minds experiences. They accomplished more than they imagined and we at CWB discovered how effective hands on history can be. Our pioneer youth programs are constantly evolving. Each year new approaches are made to give youth a challenging and adventurous experience in learning. There seems to be no limit to the potential of CWB’s resources to widen the horizons of all kids. Thanks Colleen!

Communicating with an Ex CWB Intern Hi everyone. Just a quick note to say that I now have a new permanent address: Suzy Davies Flat 3 21 Walpole Road Gt. Yarmouth Norfolk NR30 4NG UK

I’m now beginning to make my apartment feel a little more like home, and am also beginning to absorb, sponge-like more and more day-to-day facts about the work I do and the local area. At this rate I expect to be a fully ﬂedged Coastguard Watch Assistant in another year. Hi SuzyGlad to hear you have dropped anchor at Great Yarmouth. One less homeless person to worry about. I don’t know what the UK Coastguard Watch does, but a friend in Boston almost had his 30 inch radio controlled boat straﬀed by a U.S.C.G. aircraft because it was being run on the edge of the shipping lane! I hope that procedure is not in your operations manual! - Dick Wagner

Indonesian Tsunami Relief Project The Tsunami in December ruined the life support of thousands. Various relief efforts from all corners of the globe have been activated. Everyone who has had direct experience with wooden small craft understands the immediate need of those affected by the Tsunami, to get back on the water. Many ideas were floating around on the east coast and west coast of North American, including sending boatshops and kits in a box. Now Lance Lee, who is internationally known for his apprentice shop means of preserving small craft heritage, has put together a partnership to sustain boatbuilding, seamanship and international connections. Lee has formed a boatbuilding project with the Institut Teknologi Scpuluh Nopember (ITS) of Java. The University’s maritime engineering branch has adapted a plywood stitch and glue version of the indigenous fishing craft of the Acehnese people of Java and Sumatra. Five prototypes and 15 knockdown kits have been built in Surabaya and shipped to Acehnese with their ITS student/builders/trainers.The program will give the Acehnese the skills of building and maintenance to help return them to self-sufficiency. The boat is a 4.6 meter canoe with longshaft engine and Indonesian manufactured equipment. The cost is $600/boat. The Acehnese are being trained to build on the beach by the ITS students and boats are also being built at the ITS shop in Surabaya. The goal is to build 20 boats. CWB urges our members and readers to contribute to this Indonesian Relief project. Donations can be sent to CWB with a note that this is for Indonesian Relief. Donors will be kept informed on the progress of the project. Your contribution will be tax deductible, and help put another fishing boat back to work, and help another Acehnian sustain his family and community.

Dear Dick Dear Dick No, they`re sensible enough not to issue us Brits with anything that can hurt people. We don`t even have many boats of our own to speak of, we can`t aﬀord them. We merely direct the lifeboats (all-weather and inshore), SAR helicopters, or perhaps any passing vessel to those in distress. Perhaps a Coastguard Rescue Team (unpaid volunteers!) may jump in one of their 4WD`s and eﬀect a rescue from land, but aggression is not our policy,Honest! - Suzy Davies Dear Suzy – Would you mind if I publish your comments on Coastguard in our newsletter? Many of us would like to know what you are doing and others would be interested in CWB’s vast network of colleagues. Let me know. Happy Holiday Season!

Yes, I would be absolutely delighted if you were to publish my comments, but could you please put in a footnote that these are only my own personal observations, and that they in no way reﬂect any oﬃcial policy or comment on behalf of Her Majesty’s Coastguard or The Maritime and Coastguard Agency. Thanks Dick. I have recently been revising the radio frequencies which are used by the coastguard, either on VHF or MF. As you know VHF frequencies are allocated channel numbers, such as Channel 16, the International distress and working frequency. Nonetheless I am still expected to know the frequencies which they represent, because sometimes we have to communicate with vessels or aircraft which are not normally equipped with that channel, and therefore have to retune their equipment.

We find ourselves here at Gt Yarmouth being called by the American airbase at RAF Lakenheath about once a week, letting us know that they will be dropping flares on exercise. These calls are always welcome since we invariably get subsequent calls from concerned locals about the flares which they have seen, wondering if there is anyone in distress. We do of course have to confirm the location of the flares which have been dropped, and which have been reported to make sure that they correlate. I am currently enjoying the beginning of 12 days leave, and will be using some of the time to get to know the local area a little better. There may be some examples of wooden boats in the offing, if I find any noteworthy examples, I will let you know. Very Best Wishes to the Staff and Volunteers at the Center for Wooden Boats Suzy Davies [reindeer2uk@yahoo.co.uk]

- Dick Wagner

Yes! I Want to become a Member of CWB! Remember, it’s tax deductible! Our Mission: To provide a community center where maritime history comes alive and our small craft heritage is preserved and passed along to future generations. CWB offers an opportunity to experience the dimensions of an earlier time, to put your hands on the oars of a graceful pulling boat or the tiller of a traditional wooden catboat. Your membership plays an important role in helping us offer these experiences to everyone in our community. In exchange, we offer you discounts on livery rates and workshop fees, a 10% discount on CWB merchandise, discounts at several Seattle-area stores, our monthly newsletters, and library borrowing privileges. Name ___________________________________________________________Date _________________________ Address _______________________________________________________________________________________ City

________________________________________ State

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Telephone (h) _______________________________________ (w) ________________________________________ E-mail _________________________________________________________________________________________ Payment Method: Cash Check Mastercard / Visa / AmEx / Discover Card # ___________________________________________________________Expires ______________________ Signature ______________________________________________________________________________________ Membership Type: New Renewal ( Current Volunteer?) Membership Level: Student — $10 Senior — $10 Individual — $30 Family — $45 Contributing — $75 (Includes poster and mug)

Benefactor — $150 (Includes CWB T-shirt)

Why are you joining or renewing your membership? Discount on boat rentals

Sustaining — $500 (Includes CWB tour and sail)

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The Center for WOODEN BOATS 1010 Valley Street, Seattle, WA 98109

206.382.2628 www.cwb.org

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The Wawona, Icon of Northwest History W

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Since 1980, the masts of the historic schooner Wawona have acted as a beacon to the historic ships at the south end of Lake Union. Since then, the interest and activities for wooden boats has developed around its location, and she has been a main feature at the Wooden Boat Festival for years. The Wawona’s future is uncertain owing to her deteriorated condition and the redevelopment of South Lake Union. More will be said of this later, but first let’s learn how the history of this National Historic Place, Seattle City Landmark, and Historic Naval Vessel is interwoven into the history and culture of Seattle and Puget Sound. A Quick History of the Wawona The Wawona was built in 1897 in the shipyard of Hans Bendixsen located on Humboldt Bay in northern California. She was chartered by the Dolbeer and Carson Lumber Company of San Francisco to haul milled lumber and whole timbers from the rich forests of Washington to California and to ports as far away as the Sandwich (Hawaiian) Islands. Puget Sound and Washington’s wealth was not gold, but the rich timber that was easily accessible to marine trade routes. Since the mid-1800s, timber was cut, milled, and transported from Gray’s Harbor, Seattle, Port Blakely, Tacoma, Port Gamble, and many other towns and mills around the Northwest. Ships like the Wawona were built heavy out of Douglas fir and with high aspect, efficient sails so that trips were fast, crews small, and turnaround times in port were as fast as possible. Once unloaded, ballasting was not needed because of her heavy build, shortening the time to return to get reloaded, just as containers quicken the offloading and loading of modern ships today in order to reduce labor and port costs. The Wawona was engaged in this coasting and trans-Pacific trade until 1913 when she was sold to the Robinson Fisheries Company of Anacortes, Washington. In 1914, the Wawona became a codfishing schooner like over a hundred other sailing vessels that fished for cod in the Bering Sea from the 1860s until 1950. These ships left each spring from San Francisco and Puget Sound to spend the summer fishing in the cold northern waters. These were motherships to their fleet of one-man dories that would be launched everyday in search of Pacific cod. The Wawona was one of the first large schooners to fish the northern side of the Alaska Peninsula and Aleutian Islands and with her 165’ length, and 468 gross tons, she could launch 18 dories from her decks. The hearty fishers returned each day with as many as 1,000 cod which were then headed, gutted, and salted away in the hold. Once the hold was full in late summer, the ship returned to Anacortes in the fall to deliver her catch to the cod plant. The cod were dried in the sun, bones were removed from the fillets, and then packed in wax cartons, tins, or in barrels for sale as salt cod in the days before refrigeration. After off loading, the Wawona typically returned to Seattle for over-wintering on Lake Union and for re-supplying and maintenance until the following spring and sailing day from Seattle. Besides working in the timber and fishing industries, the Wawona’s career also touched the military and aircraft industries that helped shape the Puget Sound economy and landscape. During WWII, she was requisitioned by the US Army and became BCL-710 (Barge, Cargo, Large). Her masts and bowsprit were removed and she was towed by a tugboat during the war. She carried lumber to the Boeing factory to make airplane parts for the war effort. After the war, the masts were re-stepped and she returned to fishing for two years, but after 1947, crews were hard to muster and modern refrigeration replaced the need for salt cod. The Wawona had a distinguished career as a cod-fishing vessel. She had hard working skippers and crews who often returned each season with the greatest catch or second greatest catches of the fleet. She was the “fishingest” ship of the fleet catching over 7.2 million cod over her career, far more than any of the other wind-powered fishing ships. The Wawona was laid up after her fishing days, but Captain Ralph Pederson tried to make a go of cruises to the South Seas in 1952. These trips didn’t materialize, and the following year William P. Studdert, a Montana cattle rancher, and Captain Lin Jorgenson bought the Wawona. They planned with actor Gary Cooper to ship cattle to the Russian Far East in the mid-1950s. This venture never got off the dock. In 1964, civic leaders including Wing Luke, Ivar Haglund, and Kaye Bullitt rallied support to buy the Wawona as a floating maritime museum. Since then the ship has been held by a non-profit organization which has had the ship open for public visits, tours, and sea chantey sing-alongs to name a few educational and historical activities. The Wawona Today The 108 years have taken their toll on this majestic and hard working ship. The Wawona has undergone partial restoration activities over the last four decades, but the support for a major restoration has not yet materialized. With the development of South Lake Union Park, Seattle Parks and Recreation has asked Northwest Seaport, the owners of the ship, to move her from the park by November 2005. Recently, a professional ship surveyor has inspected key parts of the vessel, and has recommended that the masts be removed and several key actions be taken for public safety and in preparation for towing to a different location. In the last two years, renewed efforts by volunteers and interested citizens have been focused not only on the Wawona, but the fate of other ships and maritime heritage in the region. In 2004, sixty-six volunteers donated over 1,600 hours of labor maintaining the ship. They repainted the cap-rail, removed old caulking from the cabin, and installed many safety improvements to the ship. They organized nautical music concerts, showed classic nautical films on the main deck, and toured many visitors and groups around the vessel. A Wawona Ship’s Council was organized to help Northwest Seaport and volunteers organize these programs, plan for further restoration, and raise funds through grant writing, fundraisers, and grants. A much broader effort organized by 4Culture has convened a task force on the future of maritime heritage in Seattle and King County. Immediate plans include addressing the safety and mast concerns and opening the vessel to the public as soon as possible. More importantly, plans are being developed to have a series of marine surveys and a workshop of national historic ship experts to chart out the next course of the Wawona. We hope that the conclusion will be to professionally preserve and restore the Wawona so she can continue her role as a floating museum, linking local citizens and tourists to our seafaring past which still links us to our future as one of the nation’s largest seaports. The Wawona is an icon of Northwest history. She was engaged in four of the major industries that shaped the economic and cultural landscape of Washington. Renewed support is immediately needed before we lose this treasure to the past.

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FLEET MARINE INC. POINT HUDSON

Welcome Aboard! We invite you to navigate through our website and drop anchor to discover the many ways we can be of service to you.

www.ﬂeetmarine.com Heres what you will ﬁnd on our website: • Home Port • Map and Directions • Boatyard & Regulations • Navy Building • Boat Brokerage • Haul-out and Repair • Storage • About Us 419 Jackson St. Pt. Townsend, WA 98368 (800) 952-6962

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Nothing Typical about a Day at the Locks B

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It’s summer, the favorite time of the year cloud-weary Seattleites. As I walk onto the grounds to begin another morning, the locks are already alive with activity. This place never sleeps—it takes over 50 workers to run the facility 24 hours a day, 7 days a week. While you and I slept, Lock Master Steve Nitta, and his crew of line handlers, have helped boats of many kinds, including large tugs with tows, transit the canal. Two locks are available to raise and lower the boats. The large lock (850’x 80’) and the small lock (150’ x 30’) are independent of each other, and the size and number of boats waiting to use the locks determines which one we use. And lots of boats use this waterway. The Chittenden locks is the busiest lock system in the United States at nearly 60,000 vessels per year. On the grounds Brian Carter and Alan Hernandez, our talented gardeners, have already been busy mowing, pruning, planting and supervising our dedicated volunteers. The Carl S. English, Jr. Botanical Garden covers over 7 acres at the locks, with 500 species from around the world on display. It is truly a Seattle treasure. Out back the maintenance staff readies for another day. The locks celebrated its 88th birthday on the 4th of July, and when you get that old, well it takes a lot of effort to keep everything running efficiently. Already the chief of maintenance, George Angelou, is making plans for all the work that will be needed come the end of November for the large lock pump-out. This annual two week shut down of the large chamber is needed to replace zinc anodes, clean out debris, and work on the gate and valve mechanisms. I’m lucky. I get to enjoy, at least for a little while, the raucous behavior of Great Blue Herons nesting near the Visitor Center, and the profusion of color provided by a host of plants blooming in formal beds and along the main promenade. But soon the visitors will start rolling in, almost 1.5 million came last year. My staff and I will be busy leading tours, and telling the story of the locks, garden and salmon from the information desk in the Center. One area of interest for most visitors is the history of the locks. It was the dream of the early settlers to create a link between Puget Sound and Lake Washington. They were seeking a way to more easily haul logs and coal to waiting mills and the downtown harbor. That dream was fulfilled with the arrival of Hiram M. Chittenden, Seattle District Engineer for the U. S. Army Corps of Engineers from 1906-08. He envisioned a busy commercial waterway to meet the needs of a growing city, and a drainage system to solve flooding problems in the Lake Washington watershed. Flooding in and around the lake had plagued the region since the time of settlement. In addition, he designed the locks to not only accommodate large commercial traffic, but also smaller pleasure boats, whose numbers, he reasoned, would increase over time. But I bet even Chittenden couldn’t have imagined the throngs of people and boats that use the locks during the summer boating season. Most weekends from May through Labor day, pleasure boats fill the large lock to near capacity as they make their way to salt water and fresh water destinations. Locking through a large number of boats at the same time will test the skills and patience of line handlers and boaters alike—and here’s why. Water flows in and out of the lock chamber by the force of gravity, not by pumps. On average boats are raised or lowered about 15 feet, and it’s a fairly smooth ride up and down. So far, so good. However, many boaters do not understand the complexity of a saltwater lock. Water levels on either side of the main gates are never equal, a result of the three types of water we deal with: saltwater on the low side, freshwater on the high side, and mixed water in the lock chamber. When the gates open upstream, water rushes into the lock creating a current that can flip a boat in an instant if the mooring lines are loose. Boaters going out to sea face the opposite problem. Now the current is leaving the locks. Loosen the stern line too soon, and your aft will swing around faster than you can call your insurance agent on speed dial. Because boats are tied together in rows, your mistake could send you and your ex-friends for a ride through the locks! Of course, if you can’t stand the stress, you can always join the hundreds of “experts” giving advice from the railings. There are so many ways to enjoy a visit to the locks. Where else in a major metropolitan area can you see wild salmon migrating upstream to spawning grounds? One of nature’s most amazing spectacles takes place right before your eyes at the viewing windows of our fish ladder from June to October. Want some music to go with your boats and fish? A variety of bands perform free concerts on the garden lawn most weekends from June to September. Bring a lawn chair, a picnic basket, and enjoy the 2:00 PM performances. It has been my pleasure to be part of the locks for the last 11 years. When the day closes and the Olympics hide the sun from view, I am ever reminded of the connections one can make at the locks. It is a place where the relationship between time and place abound. The locks connect the land and freshwater to the abundance of the sea. It connects us to the many ways we use the landscape, and how important the interactions are among humans, plants, animals and their environment. And finally, there is the connection between the people we are today and the past that has led us here. I invite you to come to the locks and experience

the connections you can make for yourself. Center at the Locks.

Jay Wells is Program Director for the Visitor

Aerial view of locks looking west to the entrance at Shilshole Bay Pleasure Boats near capacity in large lock, heading upstream. Chinook and Sockeye salmon in ﬁsh ladder, summer. Red Horsechestnuts in full bloom, April and May.

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World War II Era Military Patrol - Rescue Boats Highlight Wooden Boat Festival B Y

A proud, patriotic part of wooden boat history will be a highlight of this year’s Wooden Boat Festival, two restored World War II era military patrol-rescue boats. The 83-foot Coast Guard cutter CG83527, stationed in Tacoma from 1945 to 1962, and the 85-foot Army Air Force crash rescue boat P-520 from Long Beach, California will be on exhibit and open for tours on Sun., July 3 and Mon., July 4 at the historic vessels wharf (or other designated on-site moorage). Before their scheduled appearances at the Wo o d e n Boat Festival, both the CG83527 and the P-520 were scheduled to lead more than 25 sailing and other traditional design vessels into Tacoma and be on public exhibit during the American Sail Training Association’s Tall Ships Challenge event, June 30 through July 2. The CG-83527 is the last of the legendary wooden United States Coast Guard patrol boats built and used widely during WWII that remains in near original military configuration. Owned by the nonprofit Combatant Craft of America (CCoA), the cutter under restoration and used currently as a floating historical exhibit, education platform and Coast Guard veterans’ memorial. It had the honor of leading more than 300 yachts and other vessels through the Montlake Cut during Seattle’s Opening Day on May 7. More than 60 years after it was built and 40 years after it was decommissioned, the CG-83527 was rediscovered in 2003 in northern California and returned last summer to the Pacific Northwest and Puget Sound. It was built by Wheeler Shipbuilding, Inc. in Brooklyn, New York in 1944. During WWII the rugged cutters were used extensively to support the D-Day invasion at Normandy, France and for antisubmarine, coastal convoy escort and other

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patrol duties in both the Atlantic and Paciﬁc. A total of 230 were built for the Coast Guard by Wheeler between 1941 and 1945. The CG-83527 was the next to the last of the 83-footers constructed. It was assigned initially to anti-submarine patrol duty in

Florida before being transferred to the Pacific Coast and stationed in Tacoma, where it served for 17 years beginning in 1945. Today is it is the only survivor that remains in its active duty military condition. The acquisition, operation and restoration of the Coast Guard CG-83527 are more recent than the P-520 project. The cutter is crewed by CCoA volunteers including retired Coast Guard veterans, many of whom served on the 83-foot cutters in Puget Sound. During their active duty service they were stationed at Port Angeles, Port Townsend, Bellingham, Friday Harbor and Tacoma. On an unofficial support basis, the CG83527 will be used throughout the region to help increase public awareness of the Coast Guard’s more than 200-year-old history of providing homeland security, search and rescue and marine safety services during times of both peace and war. Planned education programs conducted aboard the historic cutter will provide unique learning opportunities for youth, families and interested individuals. Built the same year as the CG-83527, 1944, but on the opposite coast at Wilmington Boat Works in the Los Angeles area, the P-520 is owned by a nonprofit veterans group, the Army Air Force/ U.S. Air Force

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Crash Rescue Boat Association (CRBA). It traveled more than 1,500 miles up the Paciﬁc Coast in May from its current Long Beach homeport for its Puget Sound appearances. It was set to participate in public exhibits, veterans’ reunions and other maritime events in Seattle, Tacoma, Olympia and other port communities during June and early July. The boat was donated to the CRBA in 1997 by a private owner and has undergone an extensive, eight-year-long restoration process. Air Force veteran Delbert “Bud” Tretter, a crewman on an 85-foot crash boat during the Korean War and CRBA board member, has spearheaded and supported most of the restoration project at his boatyard, Marina Shipyard, in Long Beach. He will be presenting a program about the P-520 project and crash boat history during the Festival (indicate when, where). “The major restoration has returned the 60-year-old boat to more than 95 percent original condition,” said retired Air Force Lt. Col. Les Adams, Jr., president of the Crash Rescue Boat Association. “Most people are unaware that the Air Force had a ‘Navy” during WWII and the Korean War, but the exhibit of the P-520 will help recognize the Air Force sailors who were an important part of our military history.” The fast response 85-foot crash boats were used during WWII for oﬀshore rescue in Alaska and California. Similar but smaller, 63-foot crash rescue boats were stationed in Tacoma to support wartime air defense operations at McChord Field (now Air Force Base) and in Everett for operations at Paine Field. Often mistaken for one of the legendary WWII PT or patrol torpedo boats, the sleek, gray P-520 was one of several types of crash boats used by the Army Air Force during WWII and later during the Korean War by the then independent United States Air Force. The 85-footers were powered originally by two 1500 horsepower Packard marine engines that produced a top speed of more than 35 knots. Three of these

powerplants were used also in the Elco and Higgins PT boats. For greater reliability and fuel cost effectiveness, the P-520 is powered currently by twin 500 horsepower, Detroit Diesel 1271 engines. The P-520 was donated to the CRBA in 1997 and has undergone an extensive, seven year-long restoration process. Air Force veteran Bud Tretter, a crewman on an 85-foot boat similar to the P-520 during the Korean War, has spearheaded and supported most of the restoration project at his boatyard in Long Beach, California. Following its summertime public exhibit appearances in Puget Sound and on the Pacific Coast during 2005, and possibly for the next three to five years, eventual plans are to preserve and exhibit the P-520 in a museum. It will become a permanent tribute and memorial to the wartime record of the crash boats and their crews during WWII in the 1940’s and the Korean War in the 1950’s. The Puget Sound appearances of the CG-83527 and the P-520 are being coordinated by Combatant Craft of America. The overall purpose of the CCoA is to preserve and restore historic military patrol boats and their histories from WWII to the present, and to recognize the service of their crew members. “The wartime records of battleships, aircraft carriers, destroyers and submarines are well-known,” said CCoA president Dan Withers. “However both in overseas combat zones and on the homefront, the fast response patrol and rescue boats and their crews also served their country proudly, and we want to help tell these stories.” Volunteers, especially those Coast Guard veterans and career retirees who served aboard cutters and patrol boats, are invited to join the CG-83527 restoration and exhibit project. To sign aboard as a member, contact Combatant Craft of America through their website, www.warboats.org or www. cg-83527.org, or write to Dan Withers, 1400 East Ludlow Ridge Road, Port Ludlow WA 98365. Recollections, photos and other materials about the 83527 and those who served aboard her from 1945 to 1962 are especially welcome. They will be used to develop a comprehensive history of the boat and its service, and also dockside and on-board exhibitry for its public appearances. For more information about the AAF/ USAF Crash Rescue Boat Association, contact Les Adams, 20 Sharilyn Dr., Shalimar FL 32579-1034, and about the P-520 project go to the web site at www.p-520crashboat. com or contact Bud or Jerry Tretter, Marina Shipyard, 6400 E. Marina Dr, Long Beach, CA 90803.

Rowing in Classic Cedar Shells - Northwest Tradition TRY IT OUT AT SEATTLE’S WOODEN BOAT FESTIVAL B Y

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“Harmony, balance, rhythm. There you have it. That’s what life is all about.” - George Y. Pocock You can’t talk about the history of rowing in the Northwest without hearing the name Pocock. Whoever is speaking might be referring to the man, legendary boat builder George Pocock, or the boats that bear his name. But either way, you’ll hear it. Born in 1891, George Pocock learned his craft from his father, who was a boat builder in England. He immigrated to British Columbia at the age of 20 along with his brother, Dick, and the pair soon began building boats for the Vancouver Rowing Club, and then the University of Washington. By 1913, the Pocock brothers had moved to Seattle, and As Seattle Times reporter Bob Sherwin wrote in 2003: “Pocock is connected to UW as closely as Nike is to Oregon, Gatorade to Florida.” By the early 1920s, Pocock rowing shells were also being raced by most major college crew programs in the United States. George Pocock stayed with the business for almost 60 years, contributing to the local community as well as the national rowing communities. He was an early proponent of high school rowing programs and kept his prices low so that schools could afford the boats. In 1936, nine University of Washington students rowed a wooden Pocock-built shell, the Husky Clipper, to a gold medal in the Berlin Olympics (under the watch of Adolf Hitler). American crews won again in 1948 and 1952, also rowing Pocock boats. Over the years, the boats evolved and changed, as the original all-wood design gave way to fiberglass and plastic. Engineers got involved in the process, seeking ever lighter, stronger – and ultimately faster – boats. The current generation of Pocock shells that are winning races are now made of carbon fiber materials. As a testament to the durability of Pocock’s wooden racing shells, however, the old Husky Clipper – which now hangs from the ceiling of the UW’s newly renovated Conibear Shellhouse – was brought out for a ceremonial row as part of this year’s Opening Day of boating season parade. During the 29th Annual Wooden Boat Festival, July 2-4 at the Center for Wooden

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Boats, visitors will have the chance to experience rowing for themselves with hands-on, expert instruction from members of some of the area’s most established rowing clubs. Once they’ve gotten a taste for rowing, aspiring oarsmen and oarswomen in the greater Seattle area have a wide range of opportunities to master the sport. Below is a list of Seattle and Eastside boathouses that oﬀer learn-to-row clinics or classes, as well as ongoing programs. For more information or the sport or rowing and a comprehensive list of rowing clubs in the Paciﬁc Northwest please visit www.pocockrowing.org Pocock Rowing Center www.pocockrowing.org 3320 Fuhrman Ave. E. Seattle, WA 98102 206-328-7272 info@pocockrowing.org Lake Washington Rowing Club www.lakewashingtonrowing.com 910 N. Northlake Way Seattle, WA 98103 206-547-1583 lwrcmanager@yahoo.com

Clean and Green With such a special location, CWB has a particular commitment to keeping our urban oases clean and green. This year we hope to reduce the garbage generated by our festival by 30%, and guess what? We simply can’t do it without you! Here are things you can do to help us cut what gets sent to the landﬁll: Recycle your festival brochure: We hope you’ll keep your festival program and pore over it at home, but if not, you can recycle it at specially marked boxes at any exit or at our information booth. Recycle beverage containers: Use the Canables containers (see photo below) next to each garbage can for glass bottles, plastic bottles and aluminum cans. No need to rinse them, but pouring out extra liquid and removing the caps would be helpful. Buy to recycle: Buy bottled and canned drinks when available as they can be recycled Recycle in – garbage out! Please don’t throw trash in the recycling bins – it increases the likelihood that others will throw more trash on top! Thanks!

Green Lake Crew www.greenlakecrew.org 5900 W Green Lake Way N Seattle, WA 98103 206-684-4074 glrowing@aol.com Mount Baker Rowing & Sailing Center www.cityofseattle.net/parks/boats/mtbaker.htm 3800 Lake Washington Blvd S. Seattle, WA 98118 206-386-1913 mount.baker@seattle.gov

Wooden Boat Fasteners & Supplies

Sammamish Rowing Association www.srarowing.com 5022 West Lake Sammamish Parkway Redmond, WA 98052 425-653-2583; 425-895-1704 director@srarowing.com Lake Union Crew www.lakeunioncrew.com 11 East Allison St. Seattle, WA 98102 206-860-4199 info@lakeunioncrew.com

FREE CATALOG 1-800-746-3857 3116 Chestnut Drive Atlanta, GA 30340 Local (770) 454-8798 Fax (770) 454-9282

Stainless, Silicon Bronze & Brass Fasteners Engine & Electrical Products, Flooring, Finishing Supplies

www.southerncrownboatworks.com

Competitive Prices Can’t Find It? Call Us!

Moss Bay Rowing and Kayaking Center www.mossbay.net 1001 Fairview Ave. N., #1900 Seattle, WA 98109 206-682-2031; 1-877-244-8896 mossbay@earthlink.net

For a complete list of Western Washington rowing clubs, visit www.pocockrowing.org.

Happy Hour 3-6:30 DAILY CANTINA ONLY

Shavings

Festival ‘05 Features

Free Boat Rides Ride in a steam boat or go for a sail.

Walk the Docks

Boat Races

Some 150 classic wooden boats, ranging from schooners to rowboats to elegant sedan cruisers converge once a year for the Festival…View them, talk to their owners, you may be invited aboard.

Watch elegant wooden boats race against the backdrop of a summer day and the Seattle skyline

Captain Kid’s Corner

Maritime Product Mart Captain Peter Puget Looking for a unique tool? Shopping for a tender? Wood for your next boatbuilding project? Handmade hats from Australia? A particular book? You’ll ﬁnd a unique range of products at the Festival.

Working Exhibits & Skills Demo’s

Kids and their parents and grandparents and friends work together to build toy boats.

Experience the Craft Talk with experienced boat builders, view their wares, or give a try to caulking a seam or steaming a plank.

During the Festival will include Bronze Casting, lapstrake planking, wood canvas canoe building, lofting, paddle making, sail assessment and repair, rope fender making, nameboard carving, knot tying, caulking and brightwork.

Discovery Modelers Education Center introduces Lt. Peter Puget (as portrayed by Andrew Loviska) who presents stories of his four-and-a-half-year voyage of Northwest exploration with Capt. George Vancouver aboard HMS Discovery (see the 14’ model of Discovery in the Armory Build at South Lake Union). Sign on for history! DMEC oﬀers performances or ship model classes or a combination history presentation and a row in a replica 1790’s longboat. For info and schedules, call Colleen, 206-282-0985, or e-mail discoverymodelers@yahoo.com

Model Boat Pond Watch vintage model pond boats (Northwest designed!) sail or launch one yourself!

Quick and Daring The Quick & Daring contestants have one day in which to build a boat at the festival . . . Then they have to race it, sailing on one leg of the race, paddling on another, and anything goes on the ﬁnal leg.

Family Boatbuilding Build a boat with your family, or just sit back and watch the boats come together

Foc’sle music stage, Crew’s Mess (festive food), and Pewter Pig Pub And naturally, we offer folksy music, festive food and a beer garden.

The Center for WOODEN BOATS 2004 Festival Edition of Shavings Nonproﬁt Organization U.S. Postage PAID Seattle, WA Permit No. 1583 1010 Valley Street, Seattle, WA 98109-4468 www.cwb.org • 206.382.2628

Volume XXV Number 3 July 2004 ISSN 0734-0680 1992 CWB