April 2022 - 48° North

28 SAILING HOME TO THE PNW 32 CRUISING WITH KIDS

APRIL 2022

36 Y AHTZEE SWITCHES OCEANS

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48º NORTH

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1900 N. Northlake Way, Seattle

APRIL 2022

APRIL 2022

FEATURES 28

Sailing Home to the Pacific Northwest

This local couple just completed a second circumnavigation.

48º NORTH

32 Reflections on Cruising with Kids

Rewarding memories of the summertime transition to boat life.

By Irene Panke Hopkins

36 A 10-Year Milestone

From the PNW to the Panama Canal, the adventure continues.

By Andy Cross

COLUMNS 20 Artist’s View — Secrets of the Salish Sea

Hermit Crab: a shell-less crab always looking for a home.

By Larry Eifert

22 Diesel Deep Dive

A look at diesel fuel, its complications, and system maintenance.

By Meredith Anderson

24

Close to the Water

One more foot: A small boat solo sailor thinks slightly bigger.

By Bruce Bateau

26 How-to: Strip for Spring

Exploring the processes involved with stripping a boat bottom.

By Alex Wilken & Jamie Bass

RACING 40 Blakely Rock

A blissful beginning to CYC’s Center Sound Series.

42 Center Sound #2: Blakely Rock Redux

Vexing weather models made for an unexpected course.

44 Gig Harbor Islands Race

A great wrap-up of the annual Southern Sound Series.

ON THE COVER: Alex Simanis and Joe Grieser’s Point Bonita 27, Pell Mell, has more than the Sound’s coolest color scheme — they’ve taken first in class in both Center Sound races. Photo by Jan Anderson.

5

Background photo courtesy Andy Cross.

CONTENTS

By Peter & Ginger Niemann

APRIL 2022

06

Editor THE UNPLUGGED APPROACH

In preparing any issue of 48° North, I get to have some incredibly fun conversations. This month, I heard from Irene Panke Hopkins, who has written for us in the past and wanted to share something about her many years cruising with her children — about what it meant to her and to them.

As a new parent, I found myself rapt by Irene’s tales — envisioning what I hope is in my future. I was drawn to their “no devices” rule on the boat. She described how it took the kids some time to adjust each summer; but they always did, and it was profoundly rewarding for each member of their crew. Admittedly, it was easier in their early years before our pocket computers became ubiquitous. But their commitment still resonates with me, as I sit literally surrounded by electronics.

It struck me that we’ve written a lot about how to bolster connectivity on your boat during the last two years when it has become more and more common to work remotely.

Many folks, rightly, want to try working from the boat while tucked away in some perfect PNW gunkhole. We all boat for our own reasons, guided by our own interests and incentives; and if you love working from the boat and you’ve got your systems dialed, good on ya! However, when I think of my family’s cruising future, I think (hope!) it’ll be more about play than work. And in the context of vacation-style family cruising, I especially love the no-screens ethos.

My background provides a nostalgic foundation for this interest in unplugged cruising.

It reminds me of canoe trips I took with my family as a teenager, deep in a wilderness so magnificently remote there’s still no cell coverage there today. Those are some of my favorite memories of family togetherness, of sharing our hearts and minds as well as the “work” of our chosen “play.” The unplugged approach also reverberated with my years as a camper and counselor at a summer camp — kids’ cell phones and other devices were collected on the first day of every two-week session. The grumbling stopped within a few hours and it didn’t return for the rest of those weeks of fun community living and self-discovery in the woods. What those times have in common, other than their screenlessness, were the transformational experiences on offer to the undistracted kids, including me.

I’ve known similar experiences on boats in the Pacific Northwest. I’ve written many times about the way I love the in-the-moment presence I feel when sailing. It is, by nature, an activity that occupies my mind so fully I never wish for supplementary entertainment.

And what a joy to engage a child in that dance with the wind and waves!

But sure, it’s different when the hook is well set, supper is still a few hours out, and you’re not in the mood for an afternoon nap. What to do? Sometimes it feels like there’s nothing to do on a boat, until you realize there’s everything to do on a boat. Like a canoe trip, boats provide an endless supply of possible projects, from mundane and repetitive necessities to more ambitious pursuits. Kids can certainly help and learn and get into that kind of cruising life. The “work of our play” isn’t only with our hands, either — we can also explore weather and tide predictions and patterns, dive deep into route planning, or analyze our anchor set.

Yet to me, the magic for kids and families is being left to our own devices (as the colloquialism actually intended). What seem like limitations make way for the limitless possibilities of the human mind and spirit, and of leaning into our connections with each other and the natural world. That the setting is a boat afloat on the Salish Sea and the people are your family… it doesn't get much better. I can’t wait to be out there with my own family. And I’ll tell you all about it, but not until I’m back ashore and I reluctantly turn those distracting electronics back on.

Volume XLI, Number 9, April 2022 (206) 789-7350. info@48north.com www.48north.com

Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Jacqie Callahan jacqie@nwmaritime.org Advertising Sales Kachele Yelaca kachele@48north.com Classifieds classads48@48north.com Photographer Jan Anderson 48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery.

Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best!

We are not responsible for unsolicited materials.

Articles express the author’s thoughts and may not reflect the opinions of the magazine. Reprinting in whole or part is expressly forbidden except by permission from the editor.

SUBSCRIPTION OPTIONS FOR 2022! $39/Year For The Magazine $75/Year For Premium (perks!) www.48north.com/subscribe for details.

Prices vary for international or first class.

Proud members:

I’ll see you on the water,

Joe Cline Managing Editor, 48° North 48º NORTH

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APRIL 2022

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8 All the Power You Need

Letters

Praise for Marty McOmber’s Spring Commissioning Article from March 2022, “From the Blues to Blue Skies” Hi Joe and Marty, I just finished reading your Spring Commissioning article.

You nailed it — right down to having to pee and the otter poo on the dock! We have all wondered if that heavy cart would fly down the ramp straight-and-true or careen off the side.

As a writer, I admire when other writers make the extra effort and write a truly entertaining article, probably on deadline! Thanks for sharing. It makes us all appreciate that we are not the only ones with this chain of thoughts as we approach our boats after the winter.

Bravo gentlemen!

Mark Bunzel, Publisher, Waggoner Cruising Guide

Model Shown Beta 38

Engineered to be Serviced Easily!

Dear 48° North, Thanks for that Spring Commissoning article.

It does give one hope.

Beta Marine West (Distributor) 400 Harbor Dr, Sausalito, CA 94965 415-332-3507

Rick Pabst Response to Jordan Hanssen’s “Strait Up Lessons” from the Feburuary 2022 Issue

Pacific Northwest Dealer Network Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com

Hi 48° North crew, Terrifying! I commuted to and from my job as a server at Roche Harbor Resort; usually in the dark, which was easy, but one night the fog rolled in. Everybody offered me a place to stay on their boat, but I really believed I could get home to Henry Island. I was mistaken, and it didn’t help that the bar was serving the help margaritas made with Grand Marnier (because Grand Marnier goes bad over the winter).

I cruised along a pier, then kept that heading. I couldn’t even see the bow of the boat, it was like a black velvet bag over my head. If I made a mistake, I had enough gas to take me probably to Sooke.

Miracle: I saw lights — the same lights I last saw when I left Roche Harbor. It was only a mile I had to go, and I had made a perfect circle. I went through the junk drawer and found a compass my brothers had left on the boat, took a reading, took off, and ended up on Henry... on the wrong side. I limped home to a beautiful 5-foot-high thick fog bank around my house, like walking in cotton illuminated by the moon. It was about 4 a.m.

Oregon Marine Industries Portland, OR 503-702-0123 info@betamarineoregon.com Access Marine Seattle, WA 206-819-2439 info@betamarineengines.com www.betamarineengines.com Sea Marine Port Townsend, WA 360-385-4000 info@betamarinepnw.com www.betamarinepnw.com Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH

Be safe out there, Shannon Sue Morris

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APRIL 2022

REGI STRATI ON OP E N

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48º NORTH

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APRIL 2022

LET YOUR ADVENTURE BEGIN APRIL 28TH-MAY 1ST 2022 | SOUTH LAKE UNION, SEATTLE

The West Coast’s largest in-water boat show drops anchor in Lake Union in Seattle, formerly known as Chandler’s Cove. Inspired by its location and maritime history, Chandler’s Cove has a new name, Lake Union Piers. Visitors to the Boats Afloat Show will experience hundreds of boats, yachts and sailboats all in one location while enjoying cuisine by local chefs, batch cocktail demonstrations and live music dockside.

The Boats Afloat Show has something for everyone, so get ready for the biggest and the best Boats Afloat Show yet!

S P O N S O R E D BY

FIND US AT: BOATSAFLOATSHOW.COM 48º NORTH

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APRIL 2022

low tides >>

News & Events

BOATS AFLOAT SHOW DEBUTS SPRING EDITION, APRIL 28 - MAY 1, 2022

ANDY CROSS WINS BWI WRITING AWARDS... AGAIN!

A new spring in-the-water boat show will take place at South Lake Union this month. Pacific Northwest boaters are no doubt familiar with the long-running Lake Union Boats Afloat Show that takes place in mid-September. The September show is on the books too, but the show producers (Northwest Yacht Brokers Association, or NYBA) are now bringing you a new spring show of a similar make-up in the same location, launching April 28.

As many boat-folk around the region know, this Spring Boats Afloat Show is a new endeavor after NYBA and the Northwest Marine Trade Association (producers of February’s Seattle Boat Show) decided not to renew their partnership agreement for NYBA’s participation in the Seattle Boat Show this year. Ultimately, the decision gives consumers and the industry another opportunity to buy, sell, learn about, and celebrate boats and the boating lifestyle — something that we all can appreciate and enjoy.

Now that we have sprung forward and the sailing and boating season is getting underway, surely we’re not the only ones with a bit of boat fever. If you’ve got the same affliction, the upcoming Spring Boats Afloat Show could cure what ails you! » www.boatsafloatshow.com

48° North Editor, Andy Cross, has once again earned very well-deserved recognition from his peers in the Boating Writers International (BWI) annual contest. For the second consecutive year, Andy entered the contest and was rewarded handsomely.

This year, he won a first place award for his incredible photograph of his family around a fire in a sea cave that graced the cover of the December 2021 issue of 48° North.

He also took a pair of third place awards and a merit award for his writing in 48° North: third place in the Boating Destinations and Travel category for his article “Kenai Peninsula Discovered” from our June 2021 issue; the other third place in the Boating Lifestyles category for his heartfelt remembrance of his grandmother, “Thank You For Teaching Me to Row” from our July 2021 issue; and his merit award was for “Pacific Gale Sail” from August 2021 in the Seamanship, Rescue and Safety category.

In addition to this fine work and multiple awards for 48° North, Andy also took home a trio of first place awards for his writing in Good Old Boat magazine.

It's an honor and privilege to work with someone as dedicated and talented as Andy. He loves this work, this magazine, and this readership. Big time congratulations, Andy, and thanks for sharing your love of sailing and cruising through your stories! » www.bwi.org

MARINE THRIFT REOPENS FOR BUSINESS, SWAP MEET ON APRIL 2 Marine Thrift reopens to bring boatbuilders, sailors, DIYers, and curious shoppers great deals on used hardware, tools, boat gear, and (sometimes) small craft! Located in Port Townsend’s Boat Haven, Thrift keeps still usable materials out of the landfill and in circulation while ensuring costs of boating stay accessible. All are invited to come see the fresh changes and say hello to the new Thrift supervisor, Robert Brechlin. Operating hours are Wednesday to Saturday, 9:30 a.m. to 3:30 p.m.

Marine Thrift and the Northwest Maritime Center invite locals and visitors alike to join them for the Grand Reopening and Swap Meet on April 2 from 8 a.m. to 2 p.m. Stock up on used and useful tools, hardware, boat supplies, and more.

Those interested in selling at the Swap Meet can register for free online. Marine Thrift and the Swap Meet are located at 315B Haines Place in Port Townsend.

“It’s important to make boating affordable, accessible, and sustainable, so we’re excited to be able to provide this community resource again as we come out of the pandemic,” says Joel Arrington, Northwest Maritime Center Boatshop Manager. » www.nwmaritime.org/swap-meet

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FISHERIES SUPPLY SWAP MEET RETURNS APRIL 9, 2022 Holy moly. It's happening. FINALLY! It's been two-anda-half years — we know you've accumulated a lot of boat stuff in that time; either that or you've wanted boat stuff you could not find or afford. The left coast's best-loved swap meet can help!

It's a maritime flea market, full of boating goods, old parts and new parts, outboards, buoys, dock line, coolers, heaters, chain, clothing, and so much more. Die-hard bargain boaters have been known to arrive the night before to stake out a good parking spot, although sellers are not allowed to use the lower tier of the upper parking lot (closest to the store entrance). In addition to the hundreds of boaters buying, selling and trading boating equipment, Fisheries will be offering great pricing on clearance, discontinued, overstock, scratch and dent products, and last season's clothing.

It's taking place from 5 a.m. - 1 p.m. in the Fisheries Supply Parking Lot (across from, but not in, Gasworks Park). » www.fisheriessupply.com/swap-meet

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APRIL 2022

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News & Events

PACIFIC NORTHWEST OFFSHORE RACE CHANGES FINISH VENUE FOR 2022 As we put together the SARC for 2022, we were excited to learn that Corinthian Yacht Club of Portland’s Pacific Northwest Offshore Race (PNWO) was being planned with its long-running destination of Victoria, BC. The 193-mile race, formerly called Oregon Offshore, is being run for the 46th time this year and starts in Ilwaco, WA. When not impacted by pandemic restrictions, PNWO finishes in Victoria — where two weeks later Royal Victoria Yacht Club’s Swiftsure International Yacht Race is run, so many teams compete in both events and leave the boat in Victoria during the days between.

Unfortunately, concerns about compliance with Canada’s evolving covid requirements for visitors from the U.S. have led the race organizers to alter course, literally. As it did in 2021, this year’s PNWO will finish in Port Angeles, WA. On the bright side, the experience in Port Angeles last year was also very good. Additionally, there’s still hope and expectation that many PNWO boats will also be able to participate in Swiftsure.

Here’s some of the message from CYC Portland’s Commodore and the PNW Offshore Race Captain, Denny Damore: Unlike last year when the Canadian border was more or less completely locked down, this year there are procedures in place to allow visitors — such as PNWO racers — into the country. However, those procedures, particularly testing, [create] logistical roadblocks that we could not reasonably overcome in time for our May 12 start.

With that reality facing us and with feedback from skippers, we reached out to the Port Angeles Yacht Club to see if it would be possible to finish in Port Angeles. Through the diligent and

comprehensive work by their commodore, Ray Kirk, and his support team, as well as cooperation and accommodation by the Port of Port Angeles, Port Angeles Boat Haven, and Westport Yachts, we’ve been able to secure moorage and finish resources for our race.

The decision by our board was unanimous. The official Notice of Race will be amended shortly and will be available on the official Notice Board, www.Sailpdx.org, with finish line coordinates to be detailed in the Sailing Instructions subsequently. Even if the Canadian restrictions change, we will not revise this decision. We will be following up with additional information about moorage in Port Angeles, as well as on the Victoria side for those who will still be racing in Swiftsure.

CYC Portland sincerely appreciates the enthusiasm of racing sailors who have stepped up to be part of the history and tradition of this race even as there has been continuing uncertainty.

See you in Ilwaco! » www.cycportland.org/pnwo-home

TWO-DAY COURSE FROM AMERICA'S BOATING CLUB OF DECEPTION PASS PROVIDES BOATER EDUCATION CARD

LEARN FIRST AID AT SEA, EMERGENCY DRILLS FOR COMMERCIAL FISHING VESSELS FROM WASH. SEA GRANT

As a new boater, sometimes it can be hard to know where to begin. A pair of Saturdays is all it takes to get started in boating and earn the required Washington State Boater Education Card. You’ll meet some great folks, too.

The America’s Boating Club of Deception Pass course covers many basics and qualifies boaters for the Boater Education Card. This two-day skills and certification course, offered by the local boating club, is to be held from 9 a.m. to 5 p.m. at the Oak Harbor Yacht Club on Saturdays April 2 and April 9, 2022.

Course instructor Jerry Liggett says that this is much more than just a “pass-the-test, get-your-card” course. According to Liggett, it’s the most comprehensive introductory boating course available, and will give novice boaters the skills needed to enjoy their time on the water and boat with confidence.

The cost to register is $40. For a spouse or partner sharing the course materials, it will cost an additional $20. » www.deceptionpasssailandpowersquadron.com

Washington Sea Grant is sponsoring two one-day Sea Safety and Survival (Drill Instructor) Courses for commercial fishermen and charter boat operators. These Coast Guardapproved workshops meet the requirements of the Commercial Fishing Safety Act to conduct drills. Coursework combines lecture and hands-on experience with the safety and survival equipment now required for commercial fishing vessels. Participants will learn about emergency procedures and will be trained to develop appropriate emergency drills for their own vessel.

Ilwaco Course: April 3, 2022, from 8 a.m. to 5 p.m.

Westport Course: April 4, 2022, from 8 a.m. to 5 p.m.

Coast Guard-Approved First Aid at Sea Course in Westport Participants will learn to effectively treat hypothermia, near drowning and other incidents while on the water. The workshop takes place from 9 a.m. to 3 p.m. April 15, 2022. » www.wsg.washington.edu

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Products News

» GARMIN 79SC HANDHELD GPS Always evolving their handheld satellite communicators to help you cast off confidently on your sailing adventures, Garmin’s newest offering is the GPSMAP® 79sc GPS. This rugged, floating handheld features a sunlight-readable, high-resolution color display that is fogproof and scratch-resistant. You get access to a range of satellite constellations (GPS, GLONASS, Beidou, Galileo, QZSS and SBAS) for more reliable, accurate tracking around the world. And navigation is easy and dependable with a three-axis tilt-compensated electronic compass and built-in BlueChart® g3 coastal charts. The biggest upgrade that the Garmin 79sc gets over previous models, though, is more memory. You can save and track 10,000 waypoints and 250 routes, which will get you a long way!

Price: $349.99 » www.garmin.com

» ROBSHIP COCKPIT BAG Finding space in your cockpit for all the things you might need while sailing, along with halyard or control line ends, can be a tricky puzzle. Robship’s new large Cockpit Bag aims to keep you organized with two generous front pockets large enough to hold a tablet, phone, gloves, hat, and a favorite book. Rope storage pockets have large top flaps to keep the elements out and vinyl mesh on the bottom for airflow and drainage. On the front of each pocket is a black mesh slip that is big enough to hold a smartphone, mini-tablet, or GPS display. The black mesh allows for the screen to be visible. Two side pockets can accommodate winch handles, a couple of beers, or a water bottle. Lanyards are placed so that you have easy access to your accessories like a rigging knife, but without having them swinging into the cockpit sides every time the boat rolls. The bag can be bulkhead, rail, or lifeline mounted.

Price: $73.99 » www.robship.com

» REVOLVE BOAT HOOK It isn’t often that a new product comes on the marine market that truly makes you stop and take notice. So it was with the new Revolve Boat Hook. Designed and developed as a unique, full-size rollable boat hook that stows into a space not much bigger than a coffee cup, the Revolve Boat Hook uses next-generation rollable composite technology to roll up for storage easily and quickly unrolled for use. Minimizing the space it takes up not only means that it can be stored in tight spaces, but it can also be easily carried on craft unsuitable for conventional boat hooks, including tenders and dinghies. Lightweight, rugged, and compact, it rolls out to a total length of 6 feet. To store it, simply roll it back up, and it will fit into a 4.3-inch by 4.7-inch space.

Price: $119 » www.pyiinc.com

48º NORTH

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APRIL 2022

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W W W. R U B I C O N YAC H TS .C O M APRIL 2022

Crossword and Trivia

18

There are 2,000 known species of shrimp. While about 350 species of shrimp have potential or actual commercial importance, only about 30 are traded internationally in significant quantities.

Most shrimp live an average of three years.

In three years’ time, a female shrimp can produce more than 20,000 offspring.

ACROSS 1 Narrow sea channel

4 On or in a vessel 8 Resting on or touching the bottom

Tiny shrimp called doods live in salt ponds in the Sahara.

DOWN 1 Capable of sailing safely at sea

2 Pinker as steak 3 Debt note, abbr.

10 Restraints

5 Removing water from a boat

11 It fits in a lock

6 Adjacent to

12 Wear on a line 13 Storm 15 Steer 17 America's Cup contender 18 Bumper that prevents ships from hitting each other or the docks 20 Garland in Hawaii 21 Maximum speed of a ship 23 Spreads out, as a sail or banner for example 26 Long African river 27 Like some ocean waters where the bottom is way down,

2 words

Brine shrimp can survive in water that is six times saltier than seawater.

The shrimpfish is a fish resembling a shrimp that swims vertically, head down.

 Solution on page 48

by Bryan Henry

The first modern seagoing shrimp trawlers appeared around 1917.

DID YOU KNOW?

7 Scurvy used to be oen for sailors 9 Depth of a ship's keel below the waterline 12 Stationary device used to secure a vessel 14 Traditional song, "____, row the boat ashore..."

16 Glimpsed 18 Wedge shaped part of an anchor's arms that digs into the bottom 19 Smart, fine

Mantis shrimp have the world’s fastest punch, with speeds of 75 feet per second, or about 50 times faster than the proverbial blink of an eye. Certain species of mantis shrimp are also fluorescent.

About 25% of all seafood sold in the United States is shrimp — more then 850 million pounds per year. Roughly 80% of that shrimp is imported.

Many species of shrimp, after one or two seasons as sexually active males, change sex and function as females.

Like crabs and lobsters, shrimp have ten legs.

Both shrimp and lobsters are cannibalistic.

21 Dolphin's paddle 22 Knockout, for short

Frozen shrimp first appeared in the 1950s.

24 Lobster eggs, e.g.

25 Small sip

A shrimp’s heart is in its head. This gives a whole new meaning to “having your heart in the right place.”

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20

Artist's View Hermit Crab

Sketches and story by Larry Eifert

Crab without a shell!

change o t e v a h s b Hermit cllrsa as they grow. she

Named because they live alone, but are often near others just waiting to fight for new shells.

Any suitable hole will do, even an old tin can.

It just has to fit well, and this one doesnt.

Always house-hunting, often eats dead snails then appropriates their shells.

Hermit crabs are found on most beaches, tide pools, and rocky shorelines of the Salish Sea — they’re pretty much everywhere you visit with your boat. They’re not hermits, but rather live near many others, sometimes a hundred of their own kind.

Hermit crabs have some of the most interesting lives of any sea creature. They are crabs without a shell, so they must use other empty shells for temporary homes.

Often, the shell of choice once belonged to a sea snail, but these crabs may select shells from turbans or periwinkles and even plastic cups or tin cans. But whatever it is, it has to fit the current size of the crab, and be portable enough so they

can carry it around. Too roomy and the crab isn’t safe.

Too small, the crab can’t get in it.

As the crab grows, it has to upgrade its digs to a shell with a bit more space, and competition can get fierce.

Sometimes it’s a fight to the death for the new home; like a real estate bidding war, but with claws. Imagine a section of beach where a hundred hermit crabs are competing for homes and males are courting females — they occasionally pick the ladies up and carry them around. Oftentimes everyone changes shells at once, because, well, when one is vacant, the next crab has a look. It’s the stuff movies are made of, don’t you think?

Larry Eifert paints and sails the Pacific Northwest from Port Townsend. His large-scale murals can be seen in many national parks across America, and at larryeifert.com.

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22

Diesel Deep Dive

A CLOSER LOOK AT DIESEL FUEL

by Meredith Anderson In my last column (February 2022), we talked about oil’s function and filtration in a marine diesel engine, and noted that it is one of several essential types of filtration on a boat.

Another, of course, keeps our diesel fuel working efficiently.

Owners of vessels equipped with diesel engines face a variety of potential issues with the fuel we use in our modern engines, and maintenance of our fuel system is critical to a properly running and reliable engine while out on the water. Modern diesel fuel is subject to three main issues: water contamination, microbial growth, and particulate contamination.

The author pulling fuel injectors.

Ultra Low Sulfur Diesel is diesel fuel oil that undergoes a process known as “severe hydrotreating” to remove sulfur.

Less sulfur results in cleaner burning of the fuel and reduces the emissions of things such as Nitrous Oxides and diesel particulate matter (soot) into the environment, but also has some drawbacks relating to engine operation and fuel storage.

Hydrotreating fuel to remove excess sulfur also removes diesel’s natural lubricity (its capacity to reduce friction), and decreases the energy density of the fuel resulting in poorer fuel economy compared to the “old” stuff. Lower sulfur fuel also has a greater affinity for water and is subject to microbial contamination — making storage a challenge since fuel can now only be stored for approximately 6 to 12 months before burning the fuel may be an issue due to microbial growth. So how do we tackle these new problems related to our cleaner-burning fuel?

Understanding what can and will happen will help us prevent problems before they arise.

WHAT IS THIS STUFF ANYWAY? Before we get into the important aspects of diesel fuel system maintenance, let’s briefly discuss the makeup of modern age #2 Ultra Low Sulfur Diesel that we use in all on- and off-road applications today. What we call “diesel fuel” is really diesel fuel oil, and has been around for over 100 years. While it’s technically still an oil refined from crude oil and biomass materials, its general chemistry has been recently changed (in 1993, and again in 2006) by removing most of the sulfur content (from 500 to down to 15 parts per million or less) in response to EPA regulations for cleaner emissions.

WATER CONTAMINATION Since we know that Ultra Low Sulfur Diesel has a higher affinity for water compared to older “traditional” diesel, it is something we need to pay attention to in our onboard fuel tanks. Water can enter the fuel in a variety of other ways as well, such as entering through a vent, as condensation in a partially filled tank, or simply washing the decks or accidentally mixing up our ports and filling the diesel tank with water.

Water is heavier than diesel fuel, and will sink to the bottom of the tank, where the pickup tube usually is. Water induces corrosion inside metallic storage containers, fuel injections pumps, or injectors. It is not easily compressible, and if small amounts make it through the filters and injectors or into the cylinders, it can actually damage piston and valve surfaces, or even hydro-lock components. Most vessels are equipped with two diesel filters, the first (nearest to the tank itself) is

This is what severe water contamination looks like. Notice that the water sinks below the fuel.

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the primary fuel/water separator — its job is to separate the majority of the water out from the fuel before the fuel continues to the engine itself, as well as catching larger particulate like sand, dirt, and algae. The second is usually a fine filter to protect the fuel system components from smaller, but still damaging, particulates. It is very important to pay attention to the fuel/ water separator, drain the water regularly, and watch the water level. If you notice more water than usual, there is a problem.

Untreated fuel remains viable for about 6 to 12 months before signs of microbial growth appear, and outside factors such as heat can accelerate growth. The regular use of a biocide such as BIOBOR JF can kill this growth and allow it to be filtered out.

Left untreated, this growth can become an infestation that clogs filters, causes fuel starvation, and damages fine components such as injection pumps or injectors.

While on-road vehicles in which the fuel is typically consumed within a few days or weeks occasionally deal with this issue, it is far more common on boats. Fuel on recreational and even commercial boats can sit for years and accumulate severe layers of growth that eventually lead an engine to run poorly, if at all.

If growth is significant, it may be necessary to polish the fuel tank or fuel lines to stop the problem. This can be quite expensive, so considering the regular use of a good biocide at every fill up can prevent costly repairs. A biocide kills the growth, but leaves behind a grainy black particulate that the filters will catch so, again, make sure to change your fuel filters regularly.

The use of Ultra Low Sulfur Diesel today has yielded improvements in terms of emissions, but with every step forward comes a trade-off to watch out for. There are many good additive packages to assist in restoring fuel lubricity, zinc content, and protection from microbial growth that we can add to our tanks to prevent issues down the road and to protect our engines from corrosion and excessive wear and tear. Since our tanks of fuel typically don’t get consumed frequently, it is important to consider all the factors that could cause issues for us when we go to start up our engines this boating season. Understanding these factors will help us prevent those expensive repairs and frustrations down the road.

PARTICULATE CONTAMINATION Diesel engines today have fuel systems with extremely tight clearances (<0.001 inch) that can be easily blocked by a tiny bit of dirt or debris. Efficient filtration is an absolutely critical component for a good-running diesel power plant.

As mentioned above, many diesel power plants will have two fuel filters set up: a primary fuel/water separator and a secondary fine filter.

For the primary filter, I typically recommend a 10- or 30-micron filter. Racor brand filters are a common choice for boats, and are color-coded with an easy-to-identify micron rating. Installing too small a filter ahead of the engine can actually impede flow and starve the engine for fuel, so stay away from the 2-micron filters, unless you are trying to polish fuel and plan on changing filters often.

The secondary filter, typically mounted on the engine itself, can range from 2-10 microns and its job is to protect the fuel system components. A speck of dirt can severely damage an injection pump or block the nozzle of a fuel injector causing poor atomization (lots of smoke, hot spots, leaking injectors, etc). It is easy and comparatively cheap to change fuel filters regularly, so say on top of it to avoid further headaches.

MICROBIAL GROWTH Also known as “diesel bug/algae,” microbial growth from bacteria and fungi is an issue all of us face on a regular basis in our tanks. Since modern diesel (and biodiesel even more so) is very hygroscopic — it absorbs moisture from the air — and the presence of water encourages this growth, microbes and algae can proliferate on tank walls or between the oil/water layers.

Meredith Anderson is the owner of Meredith’s Marine Services, where she operates a mobile mechanic service and teaches hands-on marine diesel classes to groups and in private classes aboard their own vessels.

Severe algae contamination — pipes were more than 50% blocked by growth.

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24

Close to the Water

ONE MORE FOOT

by Bruce Bateau

Photo by Samantha Ritchie.

It’s a rare sailor who is unfamiliar with the illness dubbed “onefoot-itis,” a malady which infects its hosts with the inexorable yearning for larger craft. Having always owned beachable, trailer-based boats, I’ve long considered myself resistant to this bug — that is, until I had the desire to sail more with my wife, and she with me.

Intellectually, Kate embraced my small boat sailing manifesto: simple, quiet, self-propelled. But as a non-sailor, her vision also included a measure of coziness, like a little cabin where two could sleep in comfort and she could retreat with a good book.

Adding the heft of fixed shelter, along with another crew member, seemed to challenge the nimbleness and freedom I’d enjoyed with my small craft. Would I need a bigger vehicle to haul a larger, heavier vessel? And what about maintaining and storing a boat we might use only rarely? Most of all, I had to admit that I was intimidated by owning an engine of any sort and chafed at the prospect of being beholden to it on windless days.

On a solo journey, I’m at peace with the balance of risk and comfort entailed in being motorless. In particular, it means I can’t just zoom out of an unpleasant situation or meet a schedule with the flick of a switch. But with my wife aboard, I knew the scales would need to tip toward comfort and an increased margin of safety. I wasn’t sure how I’d feel about that — until my friend Doug mentioned that he was thinking of selling Aluna, a 48º NORTH

charming catboat that seemed small enough to align with my manifesto, yet big enough to keep Kate feeling safe and relaxed.

Uncertain if I was ready to buy a new-to-me boat, I asked if we could borrow Aluna for a long weekend trial. When Doug said yes, Kate and I had an enviable, no-commitment opportunity to see for ourselves what adding a foot and a half in length, a snug cabin, and a few strakes would do for fun and comfort, compared to my elegant but utilitarian open boat, Row Bird.

With main and mizzen sails, a canoe paddle, and a five-horse outboard motor, 19-foot Aluna had choices of propulsion.

Arriving at the launch ramp, I clenched my teeth and smiled while Doug gave an enthusiastic tutorial on how to run said motor. Despite my desire to sail off the dock, getting out of the marina and through the entrance channel in an unfamiliar boat under sail seemed unwise; so I gulped, pulled the starter rope, and we motored out into Budd Inlet near Olympia.

A few minutes later, I set the mizzen, then scrambled on deck to hoist the mainsail’s throat and peak halyards. When I hauled in the mainsheet, Aluna steadily built up speed. The movement of the lapstrake hull over the water produced a soothing gurgle.

“Wow, I didn’t realize how loud that motor was,” Kate said, “until you turned it off.”

I had planned an easy first day of a dozen miles that would end at a friend’s dock in the shallows of Henderson Inlet. The sailing was smooth and relaxed. Row Bird, like a racing dinghy,

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requires constant shifting to sail well, but Aluna’s beaminess meant that the crew could sit wherever they wanted. I was happy at the tiller, gazing at the horizon, focusing on the sails.

Kate nested wherever she pleased; on the cabin top, on a side bench, in the cabin.

We passed familiar landmarks like the Lilliputian lighthouse at Boston Harbor, the tight entrance to Big Fishtrap Cove, and a cluster of busy vacation homes, before turning into Henderson Inlet, where the wind completely died. I was determined not to succumb to the motor, so after waiting a suitably long time in vain for even a trickle of breeze, I grabbed the paddle.

With Kate at the helm, I summoned my strength and focused on propelling Aluna forward. What had been a mild day suddenly seemed hot as I stared at the three long miles that separated us from wine, lasagna, and the company of good friends. After 15 sweaty minutes of paddling, the boat had moved only a few hundred feet, never going more than half a knot. Admitting defeat, I turned on the engine and we chugged to the dock.

As we settled into the cabin for the night and reflected on the day, I had to concede that the motor, while annoying, had a role. Kate had enjoyed the view from her perch atop the hatch and found the little cabin a comfy spot for reading.

Sailing in Aluna, we agreed, was a pleasant way to get around on the water together.

Sleeping aboard started well. With a few small lanterns, the ambiance in the cabin was warm and cozy. Unlike Row Bird’s tent, the condensation from the marine layer didn’t cling overhead, waiting to drip on an unwary sleeper.

With the centerboard up, Aluna draws only a foot. Still, our hosts had warned us that with the night’s low tide, we might touch bottom. At around 3 a.m. I awoke to find the boat leaning slightly to port. I had assumed she would sit flat in the mud should the worst happen. Was she now positioned on her stubby keel, or were we about to tip over with a jarring bump? I leaned as much to starboard as I could, hoping to keep from finding out, but soon I was wide awake, lying in the turn of the bilge as the boat, leaning on its side, was high and dry. Kate, cradled against the centerboard trunk, sleepily asked if we were ok, then dozed off. By sunrise, we were fully afloat again. “Let’s not let that happen again,” she requested.

Over the next two days we ghosted along, sailed through gusts in the 20s, and used the motor when caution or necessity required. Kate learned a few things about how the boat worked, and I slowly changed my viewpoint from that of a lone explorer to a guide and partner.

True, Aluna wasn’t quite as exciting as the open boats that I’m accustomed to. But the steadiness of a larger craft allowed me to feel more relaxed while still enjoying a sense of adventure — because I was seeing and experiencing a familiar place in new ways and through Kate’s eyes. And with enough space for each of us to do our thing, I began to think that Aluna might be the boat for us, even with that motor.

The author’s wife, Kate, takes a turn on the helm.

Bruce Bateau sails and rows traditional boats with a modern twist in Portland, Oregon. His stories and adventures can be found at www.terrapintales.wordpress.com.

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Perched atop Aluna’s cabintop, taking in the waters of south Puget Sound.

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26

How-To

STRIP DOWN

FOR SPRING

by Alex Wilken & Jamie Bass

It’s April and in the boatyard, the tide is beginning to shift. Just weeks ago, a whole day may have gone by before we spotted anyone else laboring away on some overdue maintenance project. A few fine March days and suddenly every boat seems to be literally buzzing with the sounds of sanders, tape peeling, and scrapers. If you don’t want to miss out on the glorious summer days finding hidden anchorages and prime fishing spots around the Pacific Northwest, you know time is winding down to start those big maintenance projects.

Let’s talk about the scariest one of all…. stripping your boat's bottom. Completely removing the layers of bottom paint may be the stuff of nightmares, but it is something every boater will go through at some point, unless you're clever enough to enough to trade-in before the need befalls you. Your boat gets hauled out and you notice behind the scuzz of algae and tenacious barnacles that more than one chunk of bottom paint has come loose. Or worse, there’s a suspicious blistering hidden beneath, and it’s gotten extensive enough that fixing one or two patches is not enough anymore. Once you’ve gotten past the grief of realizing, ‘It’s time,’ here are some tips to make the process easier on you and your boat.

Your goal is to remove all of the layers of paint (and/or gel coat) that were having an adhesion problem, and leave a clean surface and a fair hull ready to receive primer, and eventually fresh bottom paint. Along the way, focus on keeping clean by containing the paint, dust, chemical, or other residues to your work area for proper cleanup. Finally, aim to not break yourself in the attempt — exhaustion and frustration just leads to mistakes and sloppy work.

Before you begin tearing into that old paint, start by preparing for the whole process from the first scrape to the last sweep up.

Use the 'Mise en Place' philosophy of French cooking: have all your ingredients measured and cut, then placed easily at hand before you even turn on the stove.

1. HAVE MATERIALS READY: There have been recent supplychain hiccups with paint products. We waited several months to begin our strip jobs last fall until we could get enough primer and paint on hand. See if your supplier offers a low-temperature curing primer to ensure weather won’t deter you from getting a protective coat on a newly bared hull. Don’t let a bare hull sit without at least one coat of primer.

2. SITE PREP: Most boatyards are understandably strict about 48º NORTH

Figure 1: This is an obvious case of needing a full stirp down.

Paint failure throughout, bubbling, obvious patching from past haulouts, etc. the byproducts of boat stripping making its way into local waterways. Whether using mechanical or chemical means, get a clean workspace set up with tarps to seal in your hull, with proper disposal means for the byproducts. Keeping the job clean ensures boatyards continue to operate and keeps rates lower. Plus, it makes it less stressful for you when it’s time to paint. Consider how you’ll keep water from running down the hull, including from the thru-hulls that drain from an open cockpit. Short pieces of vinyl hose in thru-hulls helps move water away from your work area.

3. SAFETY: This stuff gets in your hair, under your nails, in your clothes, and (most concerning) in your lungs. Old bottom paint and antifouling is no joke. Get properly rated full face respirators, gloves, etc., and use them. Those Tyvek suits may look like they’re from a Sci-fi B-movie, but if nothing else they’ll prevent leaving clouds of toxic and irritating paint dust in your car, home, or boat cabin. Consult the Material Safety Data Sheets (MSDS) for the products before you begin, and use the correct levels of Personal Protective Equipment.

4. TEST: For any process you use, start with a small test patch to get your process figured out and see if the end result is satisfactory with your chosen methods. That includes painting your test with the primer/ bottom paint to see if there are adhesion issues after the strip.

Note: Sandblasting, soda blasting, shell blasting, or waterbased “ecoblasting” services are available at most boat yards and are the best option for stripping down to the bare hull. It takes expensive equipment, a very steady hand, and comprehensive cleanup to do these jobs properly. Generally blasting is best left to the professionals. If you can afford it, we encourage this route for the best finish.

If you are going to undertake a stripping project on your own, the approaches and recommendations vary depending on your hull material.

FIBERGLASS Fiberglass hulls have two types of strip jobs, and your methodology will differ accordingly. If you’ve got bottom paint adhesion issues, you’ll be stripping down to the manufacturer’s gel coat. On the other hand, widespread blistering throughout

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the hull indicates that the gel coat itself is compromised and must be removed. For a blister problem, you will be stripping down to the bare fiberglass to reapply a barrier coat in addition to bottom paint and antifouling.

Chemical paint strippers are the best option for stripping fiberglass hulls down to the gel coat. You’ll save your back and your sanity, and the cleanup can be far easier if done properly.

Many of the biodegradable options do better on bottom paint than the harsher foul-smelling options, they’re safer for you and easier to work with overall, and they’re far less likely to interact with the gel coat. Any scrapers used to lift the paint once it’s softened need to have the pointed corners sanded or ground down to prevent damaging the gel coat or hull. For cleanup, keep in mind that as soon as you walk on the blue tarp under the boat it’s no longer waterproof due to the abrasion and tears.

Lay down plastic sheeting or tarps that can be bundled up and disposed of.

Unfortunately, most strippers want higher temperatures to work in than we regularly get here. This will cut into the small summer window we treasure here in the PNW. There are some that work as low as 50°F, but many want at least 65-70°F minimum temps. Perform the test patch to figure out what the right paint stripper products and timing are at the given temperatures you’re going to be working at.

Let’s say you either need to take off the gel coat, or the temperatures are too low for chemical strippers to get to the gel coat in the first place. Your next option/step is mechanical stripping via sanding. You will start heavy-duty with 16 or 24 grit sandpaper. At these rough grits it will almost feel like you’re grinding (some industry folks may even refer to it as such) but any angle grinder will unnecessarily compromise your hull and should not be used. The moment you’re through to either the gel coat or bare fiberglass (depending on your desired depth) stop. Move up to 40 or 60 grit to get the last residue off. From there it’s paint preparation sanding. Work your way up through the grits to the recommended roughness for your paint primer.

Remember only to go to that recommended roughness and no higher. It may seem like smoother is better, but these paints and varnishes need something to grip and leaving it a little “fuzzy” gives the primer better adhesion.

Mechanical stripping options also include utilizing gel coat stripping tools. These power tools are set like shallower power planers with harder cutting tips to deal with tough resin gel coats and fiberglass. Remember for any mechanical method, you don’t want to end up using such a harsh method that you compromise the hull shape. However, you also don’t want to be so fussy that you spend ten times as long doing the work, wear yourself out, and inevitably start making mistakes. Strike a balance!

once you see the wood beneath the old paint. Be especially careful of over-sanding and ruining the fairness of the hull.

Wood may be the thickest hull type, but it is also the softest.

Likely you’ll end up spending plenty of time with the fairing board if you get too sander-happy, which will quickly teach you that lesson. There’s a couple of stripping power tools, similar to the gel coat strippers, that may work for wooden boats too, but again be careful. Some options may be too aggressive and damage the wood’s cross grain fibers or hull fairness. Test patch.

Test patch. Test patch.

As for chemical stripping on wooden hulls, the option is there but there are significant risks. Since wood is porous, it could stain badly or there will be issues with residues soaking in the grain that prevent the primer coat from adhering. Do your research and talk to your local wooden boat expert, but we don’t typically recommend this method.

METAL Ah, metal hulls, the one material that can take a mechanical or chemical pounding and just keep on going. Well, except for that tricky weakness to standing water. Metal hull stripping methods can follow either the mechanical or chemical processes we recommended for stripping through the gel coat on fiberglass.

However, for getting within the correct operating temperatures for chemical strippers or paint you are going to have a tougher time keeping the hull warm enough with heaters. Whereas fiberglass or wood have insulating properties, metal is highly conductive, which will let heat escape much faster if the decks are exposed to cold air.

It’s a lot to think about, and stripping is always a hefty project.

But all in all, keep in mind that with regularly applied and properly maintained bottom paint, you shouldn't have to strip the bottom completely for another 20 years or more. Take care to do it properly now and stave off a repeat as long as possible.

Happy spring stripping!

Alex Wilken is a lifelong cruiser, professional shipwright, USCG licensed captain, and is one of the owners of Seattle Boat Works.

WOOD Stripping a wood hull has many of the same concerns as fiberglass. Instead of worrying about compromising the gel coat, you’ll be worried about damages to the wood fibers.

Scraping or heavy mechanical stripping are more likely to cause gouges or damage the caulking. So, utilize the same method of sanding starting at 16 or 24 grit and working your way up 48º NORTH

This gel-type stripper is applied and covered with the paper that is supplied in a kit.

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SAILING HOME TO THE PNW WHO WE ARE & HOW WE GOT HERE

by Peter & Ginger Niemann

Photo by Baird Tewksberry.

L

Approaching a destination after any ocean passage is always a and ho!” I looked up to see Ginger peering down the companionway hatch, grinning widely. “Mountains!” she happy time for us, but this was an extra special landfall. We were pointed to port. We weren’t surprised that we were close returning home from our second circumnavigation, four years after departure. This was no ordinary enough to land to see the mountain round-the-world trip, however, for a tops on Vancouver Island that were now The Niemann’s previous number of reasons. We went eastabout, visible peeking above the clouds. Our boat, Marcy, just after transited the Northwest Passage and the chartplotter kept us well aware of our departing Suvaroff on Suez Canal, and were boat-bound by progress and we knew exactly where passage to Samoa. covid quarantine restrictions for more we were. The surprise was that we could than 300 days (a story we’ll share in an see anything at all beyond our lifelines. upcoming issue of 48° North).

Our ketch Irene was approaching the But here we were, sailing home to the entrance to the Strait of Juan de Fuca, Pacific Northwest, overwhelmed with a notoriously foggy place, and we had gratitude and happiness as Irene flew on, expected to sail into the strait blanketed sheets eased and bathed in sunshine. by fog, which seems to happen here And as a special bit of luck, we entered more often than not.

Neah Bay in the last of the afternoon When I climbed up on deck a few breeze and dropped the anchor just after minutes later, the fog that we had been sunset. There was a little bit of light left sailing in ever since departing Dutch in the day to avoid crab pot buoys and Harbor ten days prior was dissipating enjoy the familiar scenery. We joked quickly, displaced by glorious sunshine. that Irene must have been confused by Ginger pointed out the Olympic a change in time zone — she seems to mountains, a stunning sight to starboard, normally like to end passages, wherever and the gray ocean had now turned deep we may be, in the wee hours well after blue in the sun, flecked by whitecaps.

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dark. That night at anchor was calm and blissful, and we were in home waters, finally!

THE SLOOP MARCY Ginger and I have been living the life of a voyaging pair since 2004, when we bought a homebuilt 47-foot sloop, Marcy, with lines very similar to a Swan 47. We repaired and re-rigged her, moved aboard, enjoyed a couple of seasons cruising the Salish Sea, and then headed out the Strait of Juan de Fuca to the open ocean and turned south towards Mexico. It’s an understatement to say that we enjoyed life afloat, and over the next four years we sailed around the world westabout by way of the Cape of Good Hope and Cape Horn.

All voyages must end; and, when we returned to Shilshole Bay Marina in 2010, we suffered some culture shock. We had no clear idea of what to do next. We each found employment and I assumed we would move ashore. “Oh no,” Ginger said. “No, we need to stay afloat, I love this life. Our friends are on the water.

In fact, did I see you ogling a boat for sale on the next dock over? Maybe we need a new boat, one with standing headroom for you.” It’s a truism that among cruising couples, gung-ho guys are a dime a dozen, but women that wholeheartedly enjoy life at sea are less common and more wonderful. Who is this salty sailor woman?

Chief Mate Ginger grew up sailing on the family’s Lake-Unionbuilt 24-foot wooden sloop Nanke, sailing from Shilshole. She has memories of sailing around Bainbridge Island, and up to the San Juan Islands. Not a fearful girl, she remembers enjoying the feel of heeling and the sight of the lee rail dipping under the waves most of all. After those early sailing experiences, her time on the water was limited to canoeing and rowing while family, hiking, and climbing filled our time until we bought Marcy. Those experiences obviously prepared her well for time on the ocean and strengthened her self-sufficiency.

We did buy that boat I was ogling on the next dock, the ketch Irene, and after selling Marcy we began planning another long voyage. How lucky am I?

Ginger enjoying the arctic sun in the Northwest Passage.

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Irene at anchor in Prince William Sound.

THE KETCH IRENE At 50 feet, Irene is a scaled down Herreshoff’s 72-foot classic, Ticonderoga. Irene is as different as can be from Marcy — we moved from a fin keel sloop with spade rudder to a long-keeled, heavy displacement ketch. We added the equipment needed for offshore sailing, including autopilot and wind vane for steering, and a dog house to shelter the watchkeeper. We rigged her with Dyneema standing rigging and bought a new suit of sails. A long summer trip up the Inside Passage to Sitka, then across the Gulf of Alaska to Kodiak and the Aleutians convinced us that we were on the right track.

We returned south to Port Townsend to winter over, where we fitted a Max Prop and the Shipwrights Co-op beefed up the autopilot ram for us. We set out again the next spring, in 2018, when Irene took us directly to Dutch Harbor, then Nome, then through the Northwest Passage to Greenland, and Maine. Our successful transit of the Northwest Passage made us the 30th U.S.-flagged vessel ever to do so. We wintered that year in South Carolina.

It is said that each new boat teaches new lessons, and Irene’s capabilities changed our approach to our time at sea.

At first, we struggled with learning correct sail combinations for wind strength and sea state; but once that was dialed in, we found that we could really relax in rough conditions. We no longer worried about gales, as Irene’s heavier displacement and good design results in an easy motion. In fact, we began to enjoy gales — we sailed through the ones that blew in our direction, and hung on. And if the sea state was too rough or the wind blowing the wrong way, even better — we hove-to.

Irene rides the seas like a duck, and we retire to the cabin for the duration of a blow. Cook, eat, lie in the bunk, read — it’s a vacation from the passage, in a way.

The lessons that Marcy taught also stayed with us. She sailed so well in light winds that we sailed as much as possible, even in the softest breezes. At one point, Marcy’s motor was out of commission during a passage as we blundered into an area of high pressure. The sea was glassy and there was no discernable wind, but we had a spinnaker set. As the swell rolled us one way, the sail collapsed against the rig, but as

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we rolled back the other way the sail filled with a bang. In this manner the boat kept steerageway and we kept moving. It was a bit noisy, but we were amazed to manage almost 50 miles a day for the two days and nights until the wind filled in. Like our first boat, Irene also turned out to be capable of ghosting along in very light airs despite her weight and wetted surface.

We also enjoy sailing to and off our anchor or even to or away from a dock, wall, or pontoon when it is allowed. This is good entertainment and helps keep our maneuvering-undersail skills as sharp as possible. To some people, it may seem like a strange sport, ignoring a perfectly good motor. It comes no doubt from years of sailing small engineless boats in my youth. One of the wonderful things about voyaging under sail is that there is no governing body or rule book. Each skipper can develop and practice the aspects of the sport that he or she wishes. We’ve been known to pick up our crab pots under sail, just for the heck of it.

Over the next years, Irene took us around the world again, this time eastabout by way of the Suez Canal. We had significant challenges when covid changed the world and threw us some

big surprises. For one thing, we spent way too much time in quarantine — not allowed ashore for months. But we arrived home with our boat, marriage and sense of humor intact; and we consider the voyage a success. Consequently, I consider myself to be a very lucky skipper.

Skipper Peter is just a boat geek. For me it’s always been all about the boats — paddling, rowing, sailing, and cruising, plus building them from an early age. I started in Sabots and El Toros, moving to bigger dinghies both racing and cruising.

In the Salish Sea, there was a wonderful revival of interest in wooden and classic boats of all types starting in the 1970s, and it’s still going strong to this day. My cruising life began exploring the waters of the Salish Sea at this time (‘70s) in open boats without motors. When you think about it, what better school exists to teach what there is to know about weather, tide, current, and adventure?

BACK IN HOME WATERS In 2021, our return to the Salish Sea was different from our homecoming in 2010. This time, we returned feeling calm

Peter hand steering in the Waddenzee, Holland, surrounded by classic craft and shallow water. Boat geek heaven.

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and surer of ourselves. We had a plan. Last time we sailed directly to our home marina at Shilshole and jumped immediately back into “life.” That may have been a mistake.

On this return, we gave ourselves a couple of months to cruise, easing back into local waters and visiting friends, before heading to the home marina.

We visited with friends both new and familiar in every anchorage through the end of summer and into fall. It was good to be back home among “our people.” The conversation flowed easily and the days passed in a lazy end-of-summer-way as we hopped between the San Juan Islands, Port Townsend, and Bainbridge Island. And speaking of anchorages, what a pleasure to watch Salish mariners go about anchoring. With so much practice and typically excellent ground tackle, our competent compatriots set their gear quietly and efficiently and are set for the night. Our waters are some of the best in the world for training sailors about anchoring and it shows in the generally high skill level exhibited in the Salish Sea. We plan now to keep our sailing close to home, at least until covid is not as much an issue as it still is for international travel.

And before any sailing at all, Irene needs a good refit. All those miles took their toll on her; and cleaning, repairing and painting will replace reefing, anchoring, and navigating over the next months. We will be supported by our excellent PNW industry providers — so many boatyards and craftspeople expert in all maritime trades and suppliers of all types are available here.

The world does not offer many concentrations of nautical expertise like the Salish Sea does. Irene has been hauled out

Ginger and Peter in Scotland, The two of them will remember good times in far away places as they work to bring Irene back into shipshape condition.

in Port Townsend where support for a refit is strong and well augmented by local breweries and coffeehouses. Yet another reason to be grateful….

Originally from Seattle, Peter and Ginger Niemann now call Port Townsend home after two circumnavigations. They were awarded the Cruising Club of America’s Blue Water Medal in 2022. While they’re in the midst of refit projects on Irene, they plan to continue sharing their stories with 48° North readers.

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SUMMER MAGIC

REFLECTIONS ON THE JOYS AND CHALLENGES OF CRUISING WITH KIDS

by Irene Panke Hopkins

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Looking back on that moment in time, it would have been hard en days on a boat? With a baby?” friends asked when they learned about our plan to cruise the San Juan Islands on to imagine that we would spend two decades’ worth of summers, with two daughters and a dog, exploring the coastal waters our 28-foot sailboat. “Are you nuts?”

Being nuts had never occurred to us. We had spent two years between Seattle and Prince Rupert. We arranged increasingly dreaming about and working towards this trip. I was operating longer summer breaks from work, up to 10 weeks one year, and on blind faith and had no idea what to expect. But Dan’s lifelong changed boats to accommodate our cruising goals and suit our growing family’s needs. We grew to boating experience along with his love not only the coastline and waters certainty and enthusiasm inspired of this magnificent cruising paradise, trust, and I was all in. but also the connection and closeness Our maiden voyage opened my we felt as a family during these trips. eyes to certain realities of our venture. Traveling north at a snail’s ENTERTAINMENT pace, with wind on our nose rendering Many have written knowledgeably sails inefficient, was agonizing. Cabin on these pages about ways they leaks when it rained and sleepless keep their children engaged and nights when a sudden change of safe, whether cruising for a week weather caused our little boat to rock or a year or more. The trick for me relentlessly gave me pause, to put it during the early cruising years was mildly. There was no easy way to wash learning that our kids could easily clothes or diapers, never mind our be entertained on the boat and, in bodies. Childcare fell to me when Dan fact, were content beyond anything was getting us from one anchorage to I’d witnessed at home. True and the next. The way I saw it, I was doing special as that was, it certainly the same things I did at home, but in required patience, ingenuity, and a much smaller space with belongings determination on our part. stowed in hard-to-reach places. I was Instead of cartoons in the morning convinced that summer’s cruise would Three year old Sarah in front of Chatterbox (no television on board!), we sat in not only be our first boat trip, but also Falls, Princess Louisa Inlet. the cockpit watching the sunlight our last.

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twinkling on the water or the mist rising over the mountains.

Seals popping their heads up and curiously observing us were enchanting. We taught our daughters to spot eagles by the flash of white fore and aft on their powerful bodies. In the dinghy, held by the back of their lifejackets, they leaned over the edge, trailing their pudgy fingers in the cold, clear water, and discovered the surprisingly scratchy texture of the fat orange and purple starfish clinging to rocks just below the surface.

We woke them early to see a mama grizzly bear and her cubs breakfasting on the beach and let them stay up late if a meteor shower was predicted, wrapping them in blankets and snuggling in the cockpit. Once or twice, we dragged them out of their slumber to see the Northern Lights.

Sensory immersion in nature, adjusting to the slower pace, being fully present with one another in ways we never found time or energy for at home — it was all magic.

Beach time, Pruth Bay, Calvert Island, BC.

LEARNING TO LIVE BOAT LIFE As anyone with children knows, just when you think you have mastered one phase of childhood, another begins to rear its mystifying head. Our daughters weren’t always willing participants in the wonders of nature. Because of our personal choice not to have screens on board, I had plenty of card games, coloring books, modeling clay, and craft kits on hand for the “I’m bored” moments that inevitably occurred. I also learned that boredom wasn’t necessarily a bad thing because, left to their own devices, they learned to rely on themselves for entertainment.

In line with their development, we turned boat-related activities into games such as “Silly Daddy Fell Overboard.” Dan threw a life ring into the water. One daughter kept her eye on the ring while the other popped the autopilot off the tiller and then turned the boat around. Boat hook at the ready, they took turns pulling “Daddy” from the water. They loved the game so much that they wanted to play it over and over, and learned how to do it like pros.

Extra line on board along with a book on nautical knots and macrame designs came in handy one year. The kids learned to tie bowlines and clove hitches and moved on to impressive macrame creations, some of which graced our boat for years.

Marathon family read-aloud books got us through the long passages. The Nancy Drew series (oldies but goodies), The Curve of Time, and I Heard the Owl Call my Name were a few favorites.

The Harry Potter years (all seven of them) were particularly fun, the four of us gathered in the wheelhouse taking turns reading aloud while underway.

Of course, the sea itself provided diversion and entertainment.

A kelp crab clinging to the line when we hauled anchor in Ford’s Cove on the backside of Hornby Island, became an unwitting babysitter. We plopped him into a bucket filled with salt water and he entertained the kids all afternoon. When we released him, we explained that he was not a pet, but a creature that needed to be at home in his natural habitat.

Our third boat, a 1932 Canadian ex-Forestry Service vessel, had a Dickinson cast iron stove and oven, excellent for baking bread (and cookies and cinnamon rolls) when we were far from a store. I loved watching our kids, up to their elbows in flour, 48º NORTH

Busy in the galley.

Dan, Julia, Irene, and Sarah — Port McNeill, BC.

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White Spruce at Ocean Falls, Upper Coast, BC. kneading and shaping the dough, punching it down after each of its risings. And then those golden loaves emerged, filling the boat with a smell that, mixed with the saltwater breeze, is what heaven must smell like.

ROUGH SEAS, OCCASIONALLY In case you are tempted to call me out for painting an impossibly blissful picture, let’s talk about the pre-teen and teen years. At times, the Zen soundtrack came to a screeching halt. There were summers when I wanted to hop on the nearest seaplane and fly home. Alone.

As one daughter describes it, “We had our best times on the boat trip, but also our worst fights.” One memorable afternoon, during a long stretch of stormy weather — rain gear hanging by the door and dripping onto the floor, cabin leaks picking up like waterfalls after a heavy rain, dog toys and lifejackets strewn about the floor — I was drinking some good, strong coffee to fend off seasickness when all hell broke loose during an altercation over a game of UNO. The fury in the boat matched that of the storm outside. I listened to a desperate reading of the rule in question, a vain attempt to make amends and finally, forced to step in, I ordered total separation. The 12-yearold to the V-berth to read, the 9-year-old to cool down in the aft cabin with me.

These times, too, had their lessons and upsides. Our daughters learned that no matter what, they were all each other had and they had to figure it out.

The teen years, when they were too young to be home alone, but too old to really want to spend an entire summer with only each other (and us) for company made for some miserable 48º NORTH

days. They were increasingly aware of what they were leaving behind: friends, television, city conveniences, and activities.

To compensate and to ease into the trip, we allowed our elder daughter to bring a friend for at least the first week of the trip; and eventually did the same for our younger daughter. As much as they enjoyed having their friends on board, there seemed to be an inaudible sigh of relief when the friends left and we set about doing what we do as a family. It provided relief and reassurance when, eventually, even these antsy teenagers seemed to relax into the pressure-free environment. The sorts of things their age group dealt with — schoolwork, peer conflicts, judgment, and debilitating crushes — had no place on the boat.

BECOMING BOAT KIDS Our daughters learned to read tide tables, challenged by their father to let him know when we would have to leave our current location to make a particular set of rapids at slack tide.

“Daaaaad,” they complained, “this feels like school.” But they did it, and soon became more adept than I at calculations.

The farther north we traveled, we found more opportunities to meet others like us — families cruising together for the sheer joy of being out there. When we spotted a boat full of kids, we always figured out a way to connect with them. A small rowing dinghy and, later, inflatable kayaks gave them “wheels” and the ability to be independent and free.

In the Broughtons one year, anchored in a one-boat cove on Insect Island (a name which belies its unspoiled beauty), a group of kayakers paddled by and invited us to a feast on the beach — the site of a former summer camp for the

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world that may be disappearing.

It brings to mind something a fellow boater (on a 24-foot San Juan with two young children aboard) once said: “Raising kids on a boat, even part-time, is challenging. But you get a better kid for it.”

Musgamagw Dzawada’enuxw nation. We contributed cold drinks and fresh-baked bread, and they cooked up clams, crab, salmon, and pasta. We sat around their campfire until dark, savoring the company and reflecting on the fact that people were doing a version of this in this exact same spot 10,000 years ago.

One night, sitting in our pilothouse while the kids and their guests from two neighboring boats hung out in the salon, we overheard them talking about sail changes in the middle of the night; taking the Nakwakto rapids during its few minutes of slack; and wildlife stories, the stuff of legend. Dan & I looked at each other. “This is why we do this,” I whispered.

A calendar page that I displayed on the boat for many years read, “A Family Goes on Vacation to Become a Family Again.”

Our grown daughters look back and marvel at the way they spent their summers. They no longer complain about having been cruelly parted from their friends and forced to spend summers on a boat with their dumb parents. They often thank us for the experience of living in concert with nature during long, languid summer trips. They reminisce about experiences we had together and that defined our family culture.

There are as many reasons to cruise and ways to keep children occupied on board as there are families. I don’t pretend to have more or better answers, but I will say this when reflecting on our journeys as a cruising family: Do it. Find a way. Get your kids out in nature and teach them how to entertain themselves, meet other boat kids, and appreciate a

Irene Panke Hopkins lived aboard at Shilshole with her husband Dan for many years. They’ve recently sold the boat and have moved to Port Townsend, and being new land-lubbers are excited to find new and different ways to get on the water.

The author's grown daughters join for parts of the summer cruise.

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A 10 YEAR MILESTONE FROM THE PACIFIC NORTHWEST TO THE PANAMA CANAL

by Andy Cross

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ooking forward and aft — at what, I'm not exactly sure — our canal pilot, Yahtzee and a cargo ship pass in the Panama Canal’s narrow Culebra Cut. Francisco, says simply, “Slow down, we need to wait here.” I can feel that our endless stream of nimble pilot boats criss-cross the channel delay is only getting longer. Accordingly, I shift Yahtzee into neutral and let her glide slowly towards the leading to and from the canal’s Pacific entrance.

We only need to go 45 miles north through this infamous Panama Canal’s Miraflores Locks, the first set when transiting from the Pacific to the Atlantic. Having left the marina at 4 a.m., waterway and our crew’s excitement is palpable, but the task of we should have already been through this part by now, and I try transiting six enormous locks seems more daunting than ever.

For now, though, we wait… and while we do, my mind swerves hard to remain patient.

Shifting in my seat behind the helm, we come to a near stop back to so many incredible memories in the Pacific and forward as soft morning sunlight fills the turning basin around us. A to what the future may hold in the Caribbean Sea and beyond. massive cargo ship steams by off our port side. Tug boats of This Panama Canal transition marks nearly a decade of our various shapes and sizes whirl around us. And a seemingly family's adventures with Yahtzee and I recall that our journey began at a different set of locks.

GETTING HERE The doors to the Ballard Locks opened on a sunny day in 2012, revealing the limitless possibilities of the waters on the other side. When Jill and I nosed our new-to-us and freshly christened Grand Soleil 39, Yahtzee, out into Puget Sound, we were on top of the world. It had been a painstaking boat buying process, but with that part behind us, new adventures were on the horizon. With high hopes that Yahtzee would be the perfect platform to turn into our home, raise children, and explore the world ahead of us, we set sail.

Not new to sailing, but new to the Salish Sea, we eagerly started exploring Puget Sound from our slip at Shilshole Bay Marina. Cruising and racing on the weekends were highlights no matter the season, and we very quickly realized that being

The Baba 35, Sonho, moves towards the Miraflores Locks with the Bridge of the Americas in the background.

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Again, boat work commenced and by 2019, we were more than ready to be cruising. Back to Southeast we went, and from there it was a 1,300 mile non-stop passage to San Francisco (See: "One Tack, Two Jibes" in the January 2020 issue of 48° North). From California, we hopped our way south to Mexico, El Salvador, Nicaragua, Costa Rica and now — where I sit as I type this — Panama. It has been an incredible journey from those humble beginnings in the Ballard Locks, and with all of the miles and places behind us, we were ready for another ocean.

We just had to get there.

MOVING TIME Transiting the Panama Canal is a hurry up and wait process.

First is the paperwork, which you can complete with or without the assistance of a canal agent — we chose to go with. In doing so, we sent him digital copies of all our personal and boat information and informed him of a general time that we’d like to transit. In our case, we wanted to go through at the end of February. Over the course of a month, he kept us updated on possible times and then said, “Come to the canal zone as soon as you can to get in line.” So we hurried there.

“Getting in line” means that you need to have your boat measured by a canal measurer, who literally measures your length and beam with a tape and then enters the information into their system. Once you're in, the canal authority gives you a date. For Yahtzee, that date was two weeks away, so… we waited and enjoyed Panama City. During that time, our agent started setting up the logistics of our transit.

To go through the canal, you’re required to have a pilot and four line handlers aboard. You also have to rent eight fenders and four long lines — all of this is setup by the agent. Since I was going to be at the helm, I was out as a line handler, but Jill was in. So, we hired three line handlers and arranged to get all the necessary lines and fenders.

For cruising vessels, transiting the Panama Canal means going through six locks. From the Pacific to the Atlantic they are: Miraflores (two locks), Pedro Miguel (one lock), and Gatun (three locks). The thing is, you don’t really know how long it’s going to take. It could be one quick day, it could be two or more.

But typically, you can expect that some amount of waiting

Nearing Gatun Lake, Yahtzee can be seen on AIS amongst lots of commercial shipping. away from the dock was what we wanted and needed. In that time, we also welcomed our first son, Porter, who we swiftly brought aboard after being born at Swedish Ballard amidst an April gale. He was a sailor from the start.

Two years after arriving at Shilshole, we cast off the lines on a sunny summer afternoon with the intention of having no permanent slip but, instead, pursuing the dream of cruising and racing the amazing waters of the Pacific Northwest full-time as we saw fit. Our second sailor, Magnus, joined the crew in Bellingham that windy December and we ended up spending the first of three incredible winters cruising around the San Juan and Gulf islands.

Each year, when winter faded to spring, our young crew started to make serious tracks. Down to the Columbia River for a voyage up to Portland we went, and then back north we raced in the Oregon Offshore to Victoria. The waters of British Columbia became our summer playground — from Princess Louisa Inlet to Desolation Sound, a circumnavigation of Vancouver Island and more — and our family gelled as a crew. Cruising was seriously for us.

All the while, I worked as an editor and writer to pay the bills, and bills we would have when we came south to Seattle to do major boat work. Our sights were set on Alaska and, after preparing Yahtzee, we shot north in the spring of 2017 with a plan to explore Southeast for the summer before sailing south.

As happens when cruising, our plans changed, and we sailed to Kodiak Island, the Kenai Peninsula, and Prince William Sound before settling in Seward for two winters.

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After a long first day, the crew deserves snacks and a round of cold beverages.

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Canal Pilot, Guillermo (far left), gets dropped off on a pilot boat in Gatun Lake. will coldbe involved. Basically, they give you a time, and you hope for the best knowing that shipping traffic and tug boats will always take priority. We were told that they wanted to get us through in one day with another sailboat and ahead of a tanker, which would require that we leave at 4 a.m. “Great!” We thought, “This should be easy.”

Finally, our time had come. The fenders and lines were dropped off on Yahtzee the night before and our three line handlers — Juan, Nik, and Mikey — bounded down the dock at La Playita Marina at 3:45 a.m. on Friday, February 25. With very little chatter amongst us, the guys dutifully got on the dock lines, instructed me to back out of the slip, and off we went.

Outside the marina, the lights of Panama City lit up the water while green and red channel marks blinked in a line reminiscent of a runway. Soon, a black and white pilot boat swiftly pulled up alongside Yahtzee and our first pilot, Francisco, jumped aboard.

After getting him settled and talking through the procedures of the day, we passed under the iconic Bridge of the Americas headed for the Atlantic. This was really happening.

ATLANTIC OR BUST Holding Yahtzee on station outside the Miraflores Locks, Francisco breaks my retrospection on our decade of cruising experiences in a manner-of-fact way, “The ship we’re supposed to go through with is late. We’re going to transit with tugs instead and need to wait for them.” Well that’s that.

The morning sun has gone from soft to blazing, and I try to drink enough water to keep me hydrated for the long day ahead. We wait for another hour and, finally, the tugs show up from astern, wake us as they go by, and all hands jump on deck. It's go time.

Just outside the locks, we raft-up to our buddy boat, Ed and Lolly on the Baba 35, Sonho, and proceed forward together as what we dub a “mono-maran” — Sonho to port, Yahtzee to starboard. Moving slowly into the first lock, tenders with hardhats and lifejackets heave monkey’s fists to us and our line handers quickly attach our dock lines, which get pulled back up the wall. Shortly after, much to the amazement of Porter and Magnus, water starts rushing into the lock and up we rise from the Pacific Ocean. When we get to the top of that first lock, I look back at the Pacific and think, “Until next time, my friend.”

The process of locking through is intense at moments, but our line handlers and pilot are calm, experienced, and knowledgeable. In a little over an hour, we’re through the first three locks and are steaming north at 6 knots. We’ve now entered the narrow Culebra Cut that leads to Gatun Lake and eventually Gatun Locks. We’re in a hurry to make it through this section of the canal because a gas tanker, or LPG ship, is coming the other way and we’re not allowed to be in the channel with it at the same time. Fortunately, we squeak out of the cut with 20 minutes to spare and tie to a large metal mooring to wait for its passage. Using the downtime to our advantage, some of us take naps, and the line handlers play games with the boys. Then, when Francisco gives us the all-clear, we’re back underway.

At this point, we’re nearly halfway through the canal; but because of the morning delays, it looks like we’re going to miss our afternoon lock time at the final set. Darn. We continue northbound into artificial-yet-stunning Gatun Lake. The water color, adjacent jungle on the shoreline, and quaint nooks and crannies of the lake make me think, “Wait, can we just cruise around here for a week?” Alas, it’s not to be.

When we reach the northern end of the lake, Francisco directs us to a mooring on the west side of the channel just three miles from the Gatun Locks. The Atlantic is so close, yet so far. This is where we’ll stay for the night. Then, just as quick as his arrival, a pilot boat appears, we shake hands, say our goodbyes, and Francisco is gone.

Andy, Porter, and Magnus wait in the Miraflores Locks as water is pumped in.

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Magnus, Jill, and Porter stand on deck before making the descent to the Atlantic.

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Making the best of our plight, Juan turns on music, Jill hands snacks up to the cockpit, and I pass a round of beers out for the crew. Twelve hours from when they came aboard, we hoist a cheers in Gatun Lake and look forward to transiting the final three locks tomorrow… whatever time that might be.

Juan, Nik, and Mikey stay the night with us and, by the time we’re up and having coffee, it’s looking like we’re not going to be getting through the locks anytime soon. The first notice of a pilot coming is noon, then 12:30, then by 1:30 we’re starting to worry if we’ll have to spend another night. Fortunately, the call comes in that a pilot is arriving within 30 minutes and the anticipation aboard ramps up. We’re doing this!

Our new pilot, Guillermo, leaps aboard with tricky maneuvering from the pilot boat and some fanfare from the crew. It is time to get in line for the passage down to the Atlantic. While we wait, a third sailboat (a 50-something foot Gunboat catamaran) comes into the mix. The plan, according to Guillermo, is to raft Yahtzee to the Gunboat’s starboard side and Sonho to its port side. We’ll all go through as one big raft with the lock lines being handled from the bow and stern cleats of the big cat. “Perfect,” I think, “we can just enjoy the ride.”

After some jockeying into position, our three-boat raft wedges its way in front of a hulking blue tanker and into Gatun Locks.

Together, we all descend through the three locks with only minor mishaps in line handling. Going down is much easier than going up. While transiting, I walk back and forth to the helm and foredeck where Jill and the boys are taking in the entire experience. We’re about to be in the Atlantic and their smiles can’t be any bigger.

When the final set of lock doors opens, Guillermo turns to me and, with a grin on his face, says, “Hey Andy, welcome to the Atlantic Ocean.” I look at him in awe. I almost can’t believe the moment we’re in. Nudging Yahtzee’s throttle forward, more of the Atlantic appears and a sense of accomplishment washes over me. We’ve done it.

All these years after first setting out through the Ballard Locks, here we are as a family with those same exact feelings.

New adventures are ahead.

Andy Cross is the editor of 48° North. Join him this summer on the 48° North Cruising Rally (www.48north.com/cruising-rally/).

As the last set of lock doors open, Yahtzee and crew are poised for new adventures ahead on the Atlantic.

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CRUISER’S CHANDLERY Outfit Adventure at Downwind Call or email us foryour expertBluewater rigging and outfitting help when you need it. Marine!

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Email: Online If heading south this fall,INvisit ourDIEGO... store and attend Use our our fall cruising VISIT US SAN Call or email us fo 2804 Cañon Email: Streetinfo@downwindmarine.com - Near Shelter Island If heading south

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Cape George 34

2804 Canon Street San Diego (619) 225-9411 (800) 532-3831

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1924 Cape George Rd. Port Townsend, WA 98368 360.385.3412

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48º NORTH

2636 Shelter Is San Di (619) 223 (800) 336Mexico 001-80

39

APRIL 2022

A PERFECT SEASON STARTER C Y C B L A K E LY R O C K • R AC E R E P O RT •

Corinthian Yacht Club (CYC) of Seattle’s Center Sound Series kicks off the prime racing season for many racing sailors around Puget Sound. The three-event series will no doubt be as familiar to 48° North readers as it is to the racers. There were some small tweaks to the plan that yielded interesting results on the second installment (p42), but as always, Center Sound’s opening course gives sailors the season’s first trip around Blakely Rock. As has become customary, racers throw daffodils on their way past the rock to remember sailing community supporter and 48° North photographer, Kelly O’Neill.

The level of excitement always charts high for Blakely Rock.

Whether there are skills you’ve been practicing all winter that you’re ready to reveal, have new members of your race crew to show the ropes, or perhaps a r e

The rounding aftermath as boats head south toward Blakely Rock.

48º NORTH

donning shiny new sails to up your game — when you walk down the dock on the first Saturday of March, there are always a few giddy butterflies. Certainly, 2022 was no exception.

There were 65 vessels, divided between 10 classes, that headed to the starting area in front of Shilshole Bay Marina.

Forecasts looked light leading up to the event, but took a big step toward fun in the 24 hours before racing. With the northerly breeze, the course brings the fleet north to a temporary mark near Spring Beach, before a run down to round Blakely Rock to port and head for home. In all, it’s just over 21 miles.

A nice breeze around 10 knots and overcast skies provided a steely color palette for the series of starts, which were in chase start order (fastest boats start last). All classes got off without a hitch, but a big left shift for the later classes did favor the pin and even made it tough to cross the line on starboard.

The first beat looked like there was a west-side advantage, with more current and the appearance of more breeze, along with the aforementioned shift. But as the fleets split, a slight decrease in pressure across the course created a consolidation near the first mark. It was a pretty wild pinwheel situation. Boats from east and west sides converged, and so did the faster boats who caught most of the earlier starters. It’s great when we can all do something together, like round a mark!

To my knowledge, no boats or humans were harmed, and there were only a few bruised egos and strained vocal chords from hollering for room. On the bright side, literally, the sun came out near the weather mark rounding and stayed for the rest of this beautiful spring day.

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APRIL 2022

With the busy rounding, it was easy to find yourself in someone else’s bad air. The first move after the kite was up and full was to extend west — so if you were getting some dirt, it hurt. Those first few minutes of the run caused the most significant separation in some classes, including the big boats racing under ORC. One boat that didn’t need to worry about bad air was the Point Bonita 27, Pell Mell, who sailed a great beat and were positively launched on the whole fleet, fending off the charging big boats until near Blakely.

Gains were hard to find on the run, but that certainly didn’t stop folks from trying! Some jibed east early, others as we got nearer to West Point. Pressure increased as we made our way south, and staying on top of the downwind modes provided some opportunities. A low and slow VMG mode generally won out, though a little hotter mode when the breeze picked up worked for some of the a-sail boats.

The rock rounding was less eventful than the weather mark, as there had been some separation between classes. Kites came down, daffodils were lovingly heaved, a few boats sailed dangerously close to the rock, and then in came the sails and it was time for the beat. By this time, the breeze was nicely in the low-to-mid teens.

Among the big boats, it was a pretty standard trip across to West Point, looking for the beach lift off of Magnolia on the way. There were some passing lanes on this leg, but even as the positions changed, the finish placings probably didn’t on handicap.

Elsewhere, the tacking duels were full on. A friend trimming a big overlapping genoa on a J/109 told me he had never been more exhausted during a boat race. Al Hughes, skipper on the J/105 Creative, said, “We did more tacks on boats and away from boats than I can remember. But the constant seemed to be Jaded. They sailed a masterful race from my perspective… This was the most fun racing I have done in a long time.”

The overall win for the day goes to Andy Mack’s J/122, Grace, with Pell Mell second, and the J/125 Hamachi third — all of whom also won their respective classes. Around the fleet, class honors also went to Tartan 3800 Wind Dancer, Olson 911 Kowloon, Ross 930 Gaucho, C&C 115 Elusive, J/105 Jaded, and TP52 Smoke.

In the end, it really couldn’t have been a better first day of the racing season. Breeze, but not too much, sunshine, some terrific racing, and the chance to get reacquainted with your friends, your boat, and the fleet. Blakely Rock, you’ve done it again!

By Joe Cline | Photos by Jan Anderson

TP52 Mist cruises toward the finish.

48º NORTH

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APRIL 2022

UNEXPECTED COURSE, UNEXPECTEDLY PLEASANT CYC CENTER SOUND SERIES #2 • R AC E R E PORT •

Photo by Sunny Fenton.

With new kid on the block, FB35 Manifest, leaving the marina next to us on race day, we spent the day on Cathy VanAntwerp’s J/111 Valkyrie manifesting our best racing potential for Center Sound Series #2, and our lives in general. At least we tried. It was the first running of the “new” Center Sound races, which began two weekends prior with the traditional Blakely Rock Race.

Always a well-attended series, the covid break likely spurred the opportunity to shake things up. When I was a kid, the second race of the series was to Possession Point; then, it became Scatchet Head in the last decade; and now it’s “To Be Determined” on race day. The same course flexibility will be employed for the third race in the series as well.

Before leaving the dock in the morning, we could only speculate which direction we might go and how far. Shilshole was the epicenter of the convergence zone on race morning.

There was a northeasterly and dark rainy skies to the north, and a lighter southeasterly and sun to the south. The tide was predicted to ebb significantly. All signs pointed toward putting on good foulies and going north. Ultimately, the race committee decided to send us south, to Blakely Rock, then across to Duwamish Head, and back to Shilshole.

Little boats led the way and hit the convergence wall right out of the gate. With each progressive start, the wall moved slightly farther south with the gradually filling northeasterly, and we all caught up with each other. Since it was a significant ebb, boats chose one side of the Sound or the other, with a roughly equal number of boats heading to Bainbridge side as playing the beach toward West Point.

It appeared that kites stayed full longer for the boats that 48º NORTH

sailed west earlier, but who knew what would be found on the far shore.

We had a big pileup with some colorful exchanges at West Point, and it was an unusual opportunity to sail around a lot of different boats, often side by side with the wind coming from opposite directions! It was a game of snakes and ladders for a solid hour.

Nevertheless, we continued to make progress down the course, and it didn’t rain. As we all neared Blakely Rock the wind filled in solidly from the north and remained for the rest of the day. It seemed like everyone arrived at the rock at the same time, with perhaps a slight advantage to the Bainbridge side boats. Everything from a Lightning to a TP52, all with kites up blasting toward the rock, with some in control more than others — it’s still a bit early in the season…

It was mostly a jib-reach drag race after that. You could probably fetch the crossing to Duwamish Head if you had a clear lane. TP52 Smoke — the only ORC boat to have chosen the early westward journey — was super launched and got an open crossing all by themselves. Must have been lonely way out in front. Most of us had to take a clearing tack at some point.

After an uneventful rounding at Duwamish Head, it was a close reach on starboard up to West Point with the biggest breeze of the day gusting near 20 knots in Elliott Bay. Keeping the bow up kept a clear lane, but also might put you under the bluff at Magnolia.

After West Point, we had a few tacks to the finish. We were set up to finish three-wide on a line barely wide enough for two boats that you couldn’t quite lay on starboard tack. Another J/111, Hooligan, was right next to us. The very young driver on

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APRIL 2022

New boat the the area, FB35, Manifest, zips into Elliott Bay. Photo by Leif Fuhriman. good times and good friends, enjoying the best of Puget Sound.

Congratulations overall to Smoke in the ORC, and the Sierra 26 Dos and Jon Cruse’s Aerodyne 43 Freja in PHRF who took first and second in the PHRF overall — all three took the Bainbridge side going south. Third in PHRF overall was the J/120 With Grace, who took the east shore on the way to the rock.

Looks like each way could work in the end!

By Stephanie Campbell Photos by Sunny Fenton and Leif Fuhriman

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Hooligan didn’t even seem phased.

It was a fast finish on a day that started slowly, and who doesn’t love when there’s more wind and less rain than forecast?

Even some sun! We finished before lunch, and I even had a chance to visit the daffodil fields and mow the lawn before I called it a day.

Thank you Corinthian Yacht Club of Seattle for a fun event.

It’s good to shake things up! We’re looking forward to Center Sound #3 on April 2, another TBD race course. Overall, it was

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48º NORTH

43

APRIL 2022

GIG HARBOR ISLANDS RACE 2022 • R AC E R E P O RT •

Competing in the Southern Sound Series (SSS) has become a tradition for Bob King, owner of the Olson 40 String Theory, and her longstanding crew members including me (Gay Morris), Jamie Stewart, Mike Ellis, Kerry Sherwin, Derek Decouteau, and more recently, Vince Jeter. Due to a scheduling conflict between the Islands Race and Center Sound Series #2, Bob went to Seattle, but Jamie and I co-skippered String Theory in this year’s Islands Race, hosted by Gig Harbor Yacht Club.

The fourth event in the Southern Sound Series, the Islands Race is an out-and-back through Colvos Passage — beginning and ending outside of Gig Harbor, this year turning around at Fern Cove. Winds were out of the south at 10 to 15 knots with the current in full ebb. Jamie drove the whole race and we chose a conservative starboard start. Though Kerry lobbied for the A2, we elected to fly the S2 because we wanted the option of running deep and didn't see a lot of reaching. After the start, we played the middle to good advantage and the asym boats gained a lot in the puffs. But we generally made gains going straight down the course. Derek called some nice lanes and shifts coming into the leeward mark at Fern Cove and, all in all, the run was very good for us.

We rounded second in class about 90 seconds behind Kahuna. The tide was still ebbing hard so I called for us to short tack the east beach. At this point, the wind was southeast at 12 to 15 knots and, under J1.5 and full main, it was tough going — trimming that genoa in is hard! We started rotating the grinding duties, but still had poor tacks. Jamie steered extremely well 48º NORTH

and we stayed about two minutes behind Kahuna. We knew a west shift was coming and we were not the first boat to cross to the west, but our strategy of staying with the leaders worked well, as we started to get starboard lifts halfway to the finish.

A real transition happened at Point Richmond when the wind went light but puffy. Auto-tack puffs became the challenge so Derek had us foot to the east — and he was correct. We lost significantly but eventually got the wind back while heading towards Tahlequah and the Point Defiance approach to the finish. We were quite overpowered and considered a sail change, but we decided to hang on.

Coming into the finish, the lead boats hit an area of very disturbed winds under the bluffs and had to tack many times.

We decided to stay high and perhaps we lucked out — we managed to remain in clear, unshifting breeze and powered into the finish. String Theory won PHRF 3 in that last half-mile, as the time delta on Kahuna went from about five minutes down to two and a half. Thanks to Bob for the ride, and all the String Theory crew for a great series!

Other notable class winners were Constellation in PHRF 2, Grace E in PHRF 4, Sidewinder in PHRF 5, Nimbus in PHRF 7 (who took the overall series with with an impressive three first overall finishes out of four races!), Flash in the CruisingNFS Division, and White Squall in the Commodore-FS Division.

Overall it was a great race and a perfect conclusion to the Southern Sound Series!

By Gay Morris | Photo by Dan Wierman

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APRIL 2022

Photo by Verena Kellner

CLASSIFIEDS BOATS FOR SALE $

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PASSPORT 40 1983 Lands End will take you anywhere you want to go and look great at the dock or in secluded anchorages. This Passport 40 is world capable and can be sailed single handed. Sleeps 6. Cutter rigged, large sail and equipment inventory. Beautiful teak interior. Orcas Island, WA. $125,000 owner direct sale. Svlandsend@yahoo.com for full specs. » Co n t a c t To m O we n s • ( 3 6 0 ) 6 3 2 - 8 8 9 6 svlandsend@yahoo.com. $125,000

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1983 UNITED OCEAN (FU HWA) TRAWLER PROJECT BOAT. This classic 38ft trawler has served us well, but now needs a new craftsperson owner who is comfortable with carpentry, ext. cosmetics, and general system maintenance. Vessel has a solid GRP hull, single diesel, full teak interior, and select system upgrades.

Inherently capable live-aboard and seaworthy Salish Sea cruiser. $22,000. Anacortes, WA. » Co n t a c t M a r k H a ge n • ( 3 6 0 ) 3 7 8 -76 76 AnchorJax22@gmail.com. $22,000

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ANTRIM 27 1999 Ultimate Sport boat. 2600 lbs of fast. Carefully updated & new in the last 3 years: Raymarine wind, speed, depth, Axiom 7 MFD, Icom stereo, North 3di Carbon main & furling jib, Tohatsu 5hr. propane OB, charcoal hull, retracting keel Carbon mast, carbon sprit, Zieman galv trailer, porta potty, sink, Call for pics and more info » Contact Jay Thiele • (541) 230-0090. $28,300

48º NORTH

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ALBERG 37 MARK 1 FOR SALE 1967 Alberg 37 MK I- Seattle area. Solid blue water cruiser. New 2016: North Sails full batten main, jib & Genneker all excellent condition. New Harken MKIV roller furler. Repowered with New Elco 20 Electric Motor & Elco battery bank. Sleeps six- 2 in V-Berth, Dinette double, 2 aft quarter berths. 10 opening brass ports. Email for more information. Purchased new boat, need to sell. » Co n t a c t D a ra D a r l i n g t o n Timespinner67@gmail.com. $15,000

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BOATS FOR SALE

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FARRIER 9 A 2005 Farrier 9A Strip planked Cedar, built in Canada.

Well Maintained, stored under cover. The main and jib are new July 2021-Dimension Polyant GPL with Lite Skin. Older screecher, spinnaker and full batten jib. 8 HP Honda OB. 15 gal water tank. Single burner dual fuel stove. Garmen EcoMAP plotter, Standard Horizon VHF Road Runner Trailer. » Contact Norton Smith (541) 660-4927 • nlsmith17@gmail.com. $65,000

$

1985 MASON 43’ (MAZATLÁN, MEXICO) Immaculate, quality craftsmanship, loaded with all the cruising gear you need! There simply aren’t many truly cruise ready beauties like this on the market. Designed

by Al Mason and built at the renowned Ta Shing facility, the attention to detail is evident everywhere you look.

Sapphire is an exceptionally well-maintained 1985 Mason 43’ bluewater cruiser designed by Al Mason. Over the past 13 years, the owner has meticulously maintained Sapphire including installing a new Yanmar 53 hp engine, Victron 2,000 watt charger/inverter, hot water heater and Spectra Water Maker, new non-skid fiberglass decks and much more. A new FrigoBoat refrigeration system was just installed on 2/15/22. The owner has a complete list of all new and replaced equipment. Complete equipment list available by request. Sapphire has been professionally maintained and is now secure for winter sailing in Mazatlán, Mexico with easy access to the Sea of Cortez and the beautiful Pacific Coast. A slip is available in the wellprotected Marina Nautica Costa Bonita. Purchasing a boat in Mexico can have some tax advantage, plus the boat is already where you want to start cruising.

When buying a boat in Mexico, all of the title transfer, paperwork and funds transfers are handled in the United States by a Marine Documentation Services Company for your convenience and peace of mind.

Serious inquiries only. Complete Equipment list and additional photos available upon request. » Contact Elina Halstrum • 011-52-315-108-4457 sailsapphire@gmail.com. $160,000

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1973 37' PEOPLES CUSTOM RACING SAILBOAT Big price drop-original asking $35k-WHO AH was completed in 1973 and came in second in the Victoria to Maui run that year. Has won many local races over the years. Flat bottom racing sailboat with a 18 knot hull speed (tons of fun). Same owner 26 years with tons of upgrades over the years. New 35’ J Boat mast. New 30 hp Yanmar installed in 1996 w/ only 400 hours. Propane galley and heat. Nice little AC unit. 8 sails. New 14 gallon fuel tank.

1000 watt Inverter. Owner willing to spend ample time with new owner. One of a kind. Shown by appointment @ Chinook in Tacoma-Bottom paint just completed this month. » Contact James Quinn • (206) 510-2080 jim@classicyachtsbrokerage.com. $24,500

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WESTSAIL 32 New engine, tanks, sails, head, roller furling. Many extras. Motivated seller has reduced price to $ 35,000. » Contact Dan Thoreson • Danthoreson@gmail.com (206) 290-9660. $35,000

APRIL 2022

BOATS FOR SALE

MARINE EQUIPMENT

MARINE EQUIPMENT

1988 50' BENETEAU IDYLLE 15.51 Big price drop. Built in 1988 but not used till 1995.

3 staterooms. 3 heads. 2 showers. 14’7 beam. Very comfortable. Same owner 23 years-remanufactured 4236 Perkins 85 hp diesel installed in 2016 (136 hours running). Surveyed 2019. Diesel furnace and Crusair air conditioner. Radar. GPS. Depth souders.

Autohelm autopilot. Anchor windlass w/ 2 anchors.

Furling head sail. Furling cutter sail. 3 20v solar panels.

Ametec 40v wind generator. Battery charger/Inverter.

12’ Caribe inflatable on davit. Fine boat-owner selling due to health issues. Moored in Tacoma. Shown by appointment. Owner has serious health issues and it needs sold, negotiable. Slip available » Contact James Quinn • (206) 510-2080 jim@classicyachtsbrokerage.com. $118,500 1979 35' DUFOUR SLOOP-ESTATE SALE Built in France. High quality. Volvo diesel-just listed selling for widow. 4 sails. Spinnaker & pole. Radar. GPS. VHF. Depth sounder. 1000 watt inverter/charger. $8,000 just put in to bottom paint, shaft and engine maintenance. Wheel steering » Contact James Quinn • (206) 510-2080 jim@classicyachtsbrokerage.com. $36,000

SEEKING MOORAGE ANACORTES SHORT TERM SUBLEASE SLIP FOR 36 FOOT SAILBOAT WANTED JUNE/JULY 2022 Short term sublease of slip wanted for 36 foot sailboat in June/July 2022. Shorter periods of 2-4 weeks may also work.

Any marina in Anacortes is ok. Text or phone call ok. » Contact James Quinn • (206) 719-2448 grgdvnprt2002@yahoo.com. $36,000

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25 HP BETA DIESEL MOTOR/SAILDRIVE Must sell, never used, upgrade on alternator and panel. » Contact John Simms • (406) 465-2366 truenorthsailing@gmail.com. $7,000

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PICK UP & DELIVERY AVAILABLE FREE ESTIMATES FAST, QUALITY WORK

Distributor of HYPERVENT, a woven polymer bonded to a breathable fabric to fight on-board condensation and mold. The 3/4-inch polymer loops will not compress, allowing for plenty of dry air to circulate wherever it's placed.

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Fractional Membership makes boating affordable & easy!

Your boat is ready when you are! www.sailtime.com/anacortes info@seattleyachts.com 360-299-0777

1945 SWITLIK 6-MAN LIFERAFT Switlik CLR-6 MK-II Life Raft, $300 As-Is. USCG approved, manufactured in 2004, valise, never deployed, $4,500 new. Internal sleeve buoyancy tube, twin canopy support arch tubes, rigid boarding step with boarding ladder, twin gull-wing doors, four large volume ballast pockets, independent inflatable floor. » Contact Gail Lapetina • gml4sail@gmail.com. $300

48º NORTH

2022

The Best Racing in the Northwest • On the Lake or Sound • Active Cruising • Reciprocal Rights Corinthian Yacht Club of Seattle 7755 Seaview Ave. NW, Seattle, WA 98117 Phone (206) 789-1919 for information www.cycseattle.org

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APRIL 2022

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90 Annual Dues - Reciprocal Moorages High quality sailing at the lowest cost

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Phone (206) 789-7350 Professional service since 1967.

Fax (206) 789-6392 CappyTom@aol.com • (206) 390-1596 email jen@48north.com

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LIBERTY BAY MARINA 40’ - 48’ - 60’ open slips.

Great location in Poulsbo, WA Restrooms, Showers.

For More Information 360-779-7762 or 360-509-0178

Basic through Advanced Sailing Lessons Week-long Cruise & Learn lessons Spinnaker, Intro and Advance Racing Classes Gill foulweather gear & Dubarry footwear

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HELP WANTED Nancy Anderson - Seattle 206/669-0329 • sureritesigns@gmail.com www.sureritesigns.com

INSTRUCTION Full service rig shop serving Puget Sound

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www.evergreenrigging.com 48º NORTH

Plans for the Summer?

Put your sailing skills to use teaching at the Northwest Maritime Center in lovely Port Townsend, WA! Our Learn to Sail program has been around for 20+ years teaching youth from 5 to 18. We have multiple positions available from Sailing Instructor to Summer Program Coordinator! If you’re passionate about what we do & eager to learn more, we’d like to meet you!

47

APRIL 2022

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b SELL YOUR BOAT IN THE 48° NORTH CLASSIFIEDS!

2019 JUNNEAU 29 NC 895

2010 DEVLIN CUSTOM 25 MINI TUG

PLEASE SUPPORT THE ADVERTISERS WHO BRING YOU 48° NORTH Anacortes Boat & Yacht Show........................ 15

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Yachtfinders/ Windseakers.............................49

Port of Friday Harbor....................................... 31 48º NORTH

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CLASSIFIEDS PRICE PER MONTH: $25 - Online $45 - Online + Print DETAILS:

75 words 5 photos with online (1 photo with print) PURCHASE ONLINE:

48north.com/submit-classified

DD SEATTLE’S NEW

Support the next generation of maritime professionals nwmaritime.org/MHS APRIL 2022

Professionally staffed!

Open 6 days, Sun by appt.

(619) 224-2349 • Fax (619) 224-4692 • 2330 Shelter Island Dr. #207 San Diego, CA 92106 www.yachtfinders.biz • Toll-Free (866) 341-6189 • info@yachtfinders.biz

47' FORMOSA 47 ’81 $99,500

“SHAWADA” Dreaming of sailing the seven seas? Looking for the ultimate in liveaboard comfort? This beautiful boat could be the answer.

“HANA HOU” Fast sleek cruiser with new “ZERO GRAVITY” Professionally maintained electronics, new main and jib, sail covers, in race-ready condition. Large cockpit, narrow hull, big asymmetric spinnakers. dodger and bimini. Many upgrades.

35' ERICSON 35 ’78 $24,500

EXIT” A basic vessel with good bones. Engine upgraded in 2006 and has less than 100 hours on it. She is priced to sell!

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53' J BOATS J160 ’97 $435,000 40’ SOTO 40 ’11 $225,000

34' SABRE 34 MARK II ’86 $59,000

“DONNA MARIE” Contemporary proportions, high performance rig, exceptionally spacious layout. Very clean. Excellent condition. In Santa Cruz.

34’ NORSTAR VICTORIA 34 ’87 $49,500 33’ RANGER 33 ’74 $11,900 “BLUE” Go a step above most cruisers ““LE BEL AGE” Great opportunity to own a of this size with this sturdily built vessel. classic racer/cruiser. Fun on the racecourse and room for a short cruise.

Easily sailed short-handed.

THINKING OF SELLING YOUR BOAT? LET US HELP!

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A Leader in Brokerage Sales on the West Coast

32’ CATALINA 320 ’94 $55,000

“NATIKI” Great sailing characteristics.

Roomy, bright interior. Priced to sell.

Come see her before she goes!

Power or Sail, we have buyers waiting! Call: 619.224.2349 or email: info@yachtfinders.biz Call our Pacific NW area agent Dan: 360.867.1783

Sparkman & Stephens 65’ Custom Ketch

Amarosa Built in 1968, Amorosa shows beautifully after a major refit over 5 years.

With her length and graceful lines, she is a great option for fast and comfortable offshore cruising.

Details at elliottbayyachtsales.com Offered at $275,000

2601 West Marina Place, Suite D, Seattle 206.285.9563 | info @ elliottbayyachtsales.com 48º NORTH

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APRIL 2022

715 Bay Street Port Orchard, WA 98366 360-480-9861 www.orcayachtsales.com jimyachts@gmail.com

Life is just better with a boat!

NEW BAVARIA 38 & 42 ON ORDER MAKE 2022 YOUR BEST YEAR EVER...ON A BOAT!

ONDER OR

ONDER OR

NEW 2022 BAVARIA C42

NEW 2022 BAVARIA C38

CA

CA

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NEW 2022 BAVARIA SR 41

NEW 2022 BAVARIA C50 CA

CA

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NEW 2022 BAVARIA R40

1965 Pacemaker 53 - $115K 48º NORTH

NEW 2022 BAVARIA C45

1954 Chris Craft 39- $99K 50

1980 Kha Shing 49 - $149K APRIL 2022

LIVE THE ADVENTURE

SEA BEYOND WASHINGTON • CALIFORNIA • FLORIDA • MARYL AND • CANADA • PHILIPPINES

IN BUILD

IN BUILD

IN STOCK

2022 Hanse 458

2023 Tartan 455

2023 Hanse 418

San Diego, CA

Anacortes, WA

Seattle, WA

IN BUILD

IN BUILD

IN BUILD

2023 Tartan 395

2023 Hanse 388

2023 Tartan 365

Seattle, WA

Anacortes, WA

Anacortes, WA

2014 Hanse 505 $449,000

2000 Jeanneau 45.2 $189,000

2019 Jeanneau 440 $459,500

Tom Mowbray 415.497.3366

Jack Spriggs 206.399.7040

Karl Krüger 360. 298.1023

844.692. 2487 SEAT TLEYACHTS.COM

48º NORTH

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48º NORTH

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APRIL 2022

quality yachts from swiftsureyachts.com Saphira 2003 Sabre 426 $280,000

Sabre Yachts has built some of the most well-appointed performance cruisers, and the 426 is one of its best. Superb joinery, quality sailing gear, and Jim Taylor’s timeless design set the Sabre 426 apart from many of today’s production boats. The interior design creates a straightforward, comfortable, two-couple cruising layout, while the moderate proportions and ample sail area provide solid performance even in light winds.

Taylor has designed several cruiser-racers and all-out racers in this size range and it shows in the 426’s sailing abilities.

– allison lehman, swiftsure yachts

64 50 44 42 41 39 33 32 32 31 30

Tayana 55 • 1988 • $325,000

Outremer 49 • 2011 • $777,000

Island Packet 350 • 2001 • $140,000

Pacific Seacraft 40 • 1998 • $279,000

Chuck Paine/Kelly Archer 80 • 2003 • $2.6 millon

Nordic Tug 32 • 2006 • $245,000

Brewer Cutter 35 • 2005 • $229,000

Ker 46 • 2006 • $249,000

Hinckley Sou’wester 42 • 1984 • $229,000

Frers Bestway Hylas Passport Sceptre Malö Beneteau First 10R Nordic Tug Beneteau 323 Tashiba Henderson

1978 1986 1989 1981 1988 2000 2007 1993 1993 1988 1997

$295,000 $139,000 $93,000 $129,000 $195,000 $249,000 $89,000 $148,000 $75,000 $89,500 $32,900

FIVE LOCATIONS TO SERVE WEST COAST YACHTSMEN Seattle (Main Office) Sidney, BC Bainbridge Island Anacortes San Francisco Bay Area

SwiftsureYachts

www.swiftsureyachts.com 206.378.1110 | info@swiftsureyachts. com 2540 Westlake Ave. N., Ste. A Seattle WA 98109 facebook.com/swiftsureyachts

NEW SAILING YACHTS FOR WORLD CRUISING 48º NORTH

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APRIL 2022

27’ COM-PAC 2004 AND TRAILER

West Yachts is Selling Boats!! Quality Sail and Power Listings Wanted.

SAIL: 22' Marshall Catboat 2008 27' Com-Pac & Trailer 2004 32' Fuji 1977 33' Ranger 33 Sloop 1978 36' SC S2 1979 36' Cascade 1976 37' Tayana Cutter 1983

22' MARSHALL CATBOAT 2008

32' FUJI 1977

39' Custom Cape 1979 40' Island Packet 1997 40' Contest Center Cockpit 1972 41' Islander Freeport 1977 41' Hunter Deck Salon 2006 42' Swanson 1986 42' Cooper Maple Leaf 1982 46' Dufour 460 Grand Large 2016

POWER: 36' S2 YACHTS 1979

40' CONTEST CENTER COCKPIT 1972

26' Cutwater 2015 30' Willard Nomad PH 1973 32' Nordic Tug 2001 34' C&C Nelson Tayler Design Admiral's Lauch 1982 40' Ocean Alexander 1982 42' Custom Salmon Troller 1938 52' Tiara 5200 Sovran Salon 2006 72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!!

41' HUNTER 2006

46' DUFOUR 460 GRAND LARGE 2016

info@west-yachts.com 1019 Q Ave. Suite D, Anacortes, WA

(360) 299-2526 • www.west-yachts.com

48º NORTH

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Successfully serving clients for 28 years.

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Beneteau Oceanis 51.1

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Pre-owned Boats

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49' Hunter ‘09 .............................. $239,900 47' Beneteau 473 ‘02 ......................... Inquire 46' Grand Soleil 46.3 ‘98 .................... Inquire 44' Gozzard ‘01 ............................. $294,950

41' Beneteau 41.1 ‘19 ............ $305,000 REDUCED! 38' Hunter 38 ‘09........................... $129,000 37' Beneteau 37 ‘14 ....................... $149,900 19' Chris-Craft Racing Runabout ‘50............$44,900

What's Happening Boats are Selling FAST!

QUALITY LISTINGS WANTED!

48º

51' Beneteau Oceanis 51.1 '22 ...... Arriving Sold 46' Beneteau Oceanis 46.1 '22 ............... SOLD 45' Beneteau Oceanis 45 '17 .................. SOLD 41' Beneteau 411 '00 ........................... SOLD 41' Hunter 41 DS '09 ..................Sale Pending

40' Mainship Trawler 400 '05 ........Sale Pending 40' Beneteau Oceanis 40.1 '22. ...2-Arriving Sold 38' Beneteau Oceanis 38.1 '22 ....2-Arriving Sold 36' Beneteau Oceanis 36 CC '98.....Sale Pending 36' Hunter 36 '08................................ SOLD

34' Hunter 33.5 '93 ....................Sale Pending 30' Beneteau Oceanis 30.1 '22 ...... Arriving Sold 25' Schock Harbor 25 '09 ...................... SOLD 24' Seascape 24 '17 ...................Sale Pending

2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Open Monday - Saturday 10:00am55- 5:00pm • Sunday by appointment NORTH APRIL 2022

MARINE SERVICENTER Seattle San Diego Bellingham Yacht Sales since 1977

206.323.2405 619.733.0559 360.770.0180 info@marinesc.com • www.marinesc.com

Dealer of the Year ‘21 • ‘20 • ‘19 • ‘16

At The Show

Lagoon 42 - At The Show April 28 - May 1 South Lake Union BOATSAFLOATSHOW.COM

Lagoon Models: 40 • 46 • 51 • 52 • 55 • 65 • 77• 67MY • 78MY

2022 Jeanneau SO 440 #76258: $489,862 • SAVE $59,378

At The Show

Arrives June

2023 Jeanneau SO 380 #77291: $328,455 • SAVE $30,020

2023 Jeanneau SO 410 #76461: $399,813 • SAVE $37,217

Arrives December

Arrives June

Limited Edition

2023 Jeanneau SO 490 #77491: $649,873 • SAVE $20,867

2023 Jeanneau 349 Limited Ed. #76463: $234,882 • SAVE $24,473

Arrives October

Ready Fall 2023

2023 Jeanneau Yacht 51: $798,790 SAVE $90,374

Arrives October

2023 Jeanneau Yacht 60: $1,654,864 SAVE $69,460

2023 Jeanneau Yacht 65 • Inquire Walk Around Decks!

Ready Spring 2023

2018 Jeanneau Yacht 58 • $849,500

2006 Beneteau 51 • $199,900

New Listing

2015 Jeanneau SO 469 • $398,500

2000 Beneteau 50 • $129,500

New Listing

2005 Caliber 40 LRC • $229,000

2023 Jeanneau Sun Fast 3300 • Inquire Single/Double Hand Race

Ready Spring 2023

2023 Lagoon 40 • Inquire

2023 Lagoon 42 • Inquire

Reduced

1980 Alden Sky '51 • $135,000

Ready Summer 2023

47’ 42' 42' 41’ 37’

Vagabond Ketch 47 ‘83 ............. Sale Pending Lagoon 42 ‘23 ............................ Sale Pending SK Pilothouse 42 ‘06 ................... Sale Pending Jeanneau 419 ‘16 ...................... Sale Pending Hunter Legend 37 ‘89 ................ Sale Pending

1978 CT 41 (50’) Ketch • $39,500

New Listing

1986 C&C 38 • $49,500

Dan Krier

Tim Jorgeson

Jeff Carson

Greg Farah

Curt Bagley

Jon Knowles